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CN112440825A - Method for charging a vehicle battery of a motor vehicle - Google Patents

Method for charging a vehicle battery of a motor vehicle Download PDF

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Publication number
CN112440825A
CN112440825A CN202010878254.9A CN202010878254A CN112440825A CN 112440825 A CN112440825 A CN 112440825A CN 202010878254 A CN202010878254 A CN 202010878254A CN 112440825 A CN112440825 A CN 112440825A
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CN
China
Prior art keywords
charging
temperature
battery pack
vehicle battery
vehicle
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Legal status (The legal status 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 status listed.)
Pending
Application number
CN202010878254.9A
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Chinese (zh)
Inventor
R·海涅曼
I·内马蒂
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Volkswagen Automotive Co ltd
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Volkswagen Automotive Co ltd
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Publication date
Application filed by Volkswagen Automotive Co ltd filed Critical Volkswagen Automotive Co ltd
Publication of CN112440825A publication Critical patent/CN112440825A/en
Pending legal-status Critical Current

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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
    • 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
    • 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
    • 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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H01M10/443—Methods for charging or discharging in response to temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/486—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for measuring temperature
    • 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
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
    • 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

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Electrochemistry (AREA)
  • Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Secondary Cells (AREA)

Abstract

The invention relates to a method for charging a vehicle battery of an electrically driven or electrically drivable motor vehicle, wherein the vehicle battery is charged with a charging current between a method start and a departure time, wherein an end time is determined before the departure time; wherein a charging time period between method start and end time points is determined; wherein at least one charging phase is determined for the charging period, during which the vehicle battery pack is fed with a charging current; wherein at least one charging curve and at least one cooling curve are calculated for each charging phase as a function of the detected parameters; and wherein the feed of the charging current is controlled and/or regulated during the at least one charging phase as a function of at least one charging curve and at least one cooling curve such that: the vehicle battery pack is charged to an end time and the battery pack temperature is not below a predefined battery pack minimum temperature during a waiting time between the end time and a departure time.

Description

Method for charging a vehicle battery of a motor vehicle
Technical Field
The invention relates to a method for charging a vehicle battery of an electrically driven or drivable motor vehicle, wherein the vehicle battery is charged with a charging current between the start of the method and the starting point in time of the motor vehicle. The invention also relates to a device and software for carrying out the method.
Background
Electric or motor-driven or electric or motor-drivable motor vehicles, such as electric vehicles or hybrid vehicles, usually comprise an electric motor which can be used to drive one or two axles. For the supply of electrical energy, the electrical machine is usually connected to a (high-voltage) battery pack in the vehicle as an electrical energy accumulator.
In particular, an electrochemical battery is to be understood here and in the following as a so-called secondary battery (Sekund ä rbatterie) for a motor vehicle. In the case of such (secondary) vehicle battery packs, the consumed chemical energy can be recovered by means of an electrical charging process.
Such a vehicle battery is, for example, embodied as an electrochemical accumulator, in particular as a lithium-ion accumulator. In order to generate or provide a sufficiently high operating voltage, such vehicle batteries usually have at least one battery module, in which a plurality of individual battery cells are modularly wired.
Lithium ion-based battery cells generally have an efficiency of about 95%, in which the losses occurring are converted into thermal energy. The power of such lithium ion battery cells (depending on the cell chemistry) is typically reduced below-5 ℃ (Grad-Celsius).
The power that can be used by the vehicle battery pack therefore depends essentially on the State of Charge (SOC) of the vehicle battery pack and the battery pack temperature of the vehicle battery pack. In the case of a fully charged vehicle battery, a certain operating temperature or battery temperature of the vehicle battery is required to improve the range and the available power of the electrically driven or electrically drivable motor vehicle.
In particular in the case of a stationary motor vehicle, for example during charging, it can happen that: the battery pack temperature is cooled or reduced in such a way that the vehicle battery pack does not achieve an optimum power output or power draw at the beginning of the driving process, i.e. when the motor vehicle continues to drive or starts. In other words, the current power that can be tapped on the vehicle battery pack is disadvantageously reduced. This problem occurs particularly in the case of low ambient or outside temperatures. In this way, a motor vehicle parked and charged outdoors can be supplied with only reduced drive power on departure despite charging the vehicle battery pack due to cold weather.
DE 102009046991 a1 discloses a method for operating a vehicle battery pack, the battery pack temperature of which is detected at the start of driving, i.e. at the departure time. The detected battery pack temperature is compared to a battery pack minimum temperature, wherein the vehicle battery pack is heated if the battery pack temperature is below the battery pack minimum temperature. The vehicle battery pack is heated at the start of travel to a battery pack temperature that is greater than or equal to a battery pack minimum temperature. To heat the vehicle battery pack, it is possible, for example: the connected charging device is used and the battery temperature is increased by feeding in a charging current on the basis of ohmic losses occurring in the battery cells.
DE 102014010300 a1 discloses a method for heating a vehicle battery pack, wherein the vehicle battery pack is alternately charged and discharged by means of a charging device connected to the electrical grid, so that the vehicle battery pack is heated to a desired battery pack temperature during charging. In this case, charging is performed according to the price of electricity, in which discharging is performed according to reward feedback to the grid.
DE 102012003045 a1 describes a method for charging a vehicle battery pack, in which the charging process is carried out in a plurality of charging steps or phases, wherein the charging takes place as a function of parameters of the ambient conditions, such as weather data or ambient temperature and/or user behavior. In terms of user behavior, in particular a departure time is determined, wherein the vehicle battery pack is charged by means of a charging process and is therefore heated up until immediately before the start of the drive.
Disclosure of Invention
The invention is based on the task of: a method is described which is particularly suitable for charging a vehicle battery of an electrically driven or electrically drivable motor vehicle. During the charging process, in particular, a suitable temperature control of the vehicle battery pack should be achieved, which ensures a power output as high as possible at the departure time. The invention is also based on the task of: a vehicle battery pack particularly suited for performing the method and a software particularly suited for performing the method are described.
According to the invention, with regard to the method, the task is solved with the features of claim 1, with regard to the vehicle battery pack, the task is solved with the features of claim 9, and with regard to the software, the task is solved with the features of claim 10. Advantageous embodiments and further developments are the subject matter of the respective dependent claims. In contrast, the advantages and embodiments mentioned in connection with the method can also be transferred to the vehicle battery and/or the software and vice versa.
The method according to the invention is suitable and designed for charging a vehicle battery. The vehicle battery is, for example, a traction battery, i.e. a high-voltage battery (HVB), of an electrically driven or electrically drivable motor vehicle, in particular an electric vehicle or a hybrid vehicle. In the method, the vehicle battery is charged with a charging current between the start of the method and the departure time of the motor vehicle. In other words, the vehicle battery pack is charged with electrical energy delivered in the form of a charging current. During the method, the motor vehicle is connected, for example, to a charging cable coupled to the power grid or the supply grid, by means of which charging current is fed into the vehicle battery. The departure time is understood to be the time of the departure time, i.e., the time at which the driving of the motor vehicle begins, power being drawn from the charged vehicle battery pack for driving the motor vehicle.
According to this method, an end time point preceding the departure time point, i.e. a time point which is earlier in time than the departure time point, is determined. Subsequently, the charging period is determined as a function of the point in time at which the method begins and the end point in time. In this case, the charging time period corresponds substantially to a time period which is specified or available for charging the vehicle battery pack, i.e. a possible charging duration during the parking time. Therefore, the end time point corresponds to a time point at which the charging of the vehicle battery pack is ended, that is, the charging is ended.
At least one charging phase, i.e. at least one charging cycle or charging phase, during which the vehicle battery pack is fed or charged with a charging current, is determined for the charging time length. The charging process, i.e. the actual charging, of the vehicle battery pack is therefore carried out during the at least one charging phase.
According to the invention, at least one charging curve and at least one cooling curve are calculated for each charging phase as a function of the detected parameters. In this case, the charging curve or charging characteristic curve is a measure for the temperature profile or heating of the vehicle battery over time during the energy absorption, i.e. during the charging current feed. The cooling curve or cooling characteristic curve is a measure for the temperature profile or cooling of the battery pack temperature over time after the energy absorption, i.e. after the end of the charging current feed. The charging curve therefore corresponds substantially to the heating of the vehicle battery during charging, i.e. the increase in the battery temperature, wherein the cooling curve corresponds substantially to charging pauses during which the vehicle battery cools down or the battery temperature decreases.
The feed of the charging current is controlled and/or regulated during the at least one charging phase as a function of the at least one charging curve and the at least one cooling curve in such a way that: the vehicle battery pack is substantially fully charged at the end time point; and the battery temperature is not lower than a predefined or registered battery minimum temperature during the waiting time between the end point in time and the departure point in time.
In other words, the charging process is controlled and/or regulated in accordance with the calculated profile such that: the vehicle battery pack has a battery pack temperature at the end time that is so high that it does not cool down to below a predefined temperature value of the battery pack minimum temperature during the waiting time according to the calculated cooling curve. Thereby ensuring that: at the departure time, a suitable battery temperature of the vehicle battery is present, which enables a particularly efficient and high power extraction. Thus, a method is achieved which is particularly suitable for charging the vehicle battery pack.
The method according to the invention is therefore in particular designed as an intelligent charging method for electrically driven or electrically drivable motor vehicles. Thereby ensuring that: a motor vehicle parked and charged outdoors has an appropriate battery pack temperature at the start of running. In particular, the vehicle battery pack is therefore always in the appropriate temperature range at the departure time, in order to be able to achieve a substantially unlimited power output to the drive. The vehicle battery pack, which is preheated at the start of driving, is therefore provided even in the case of low ambient temperatures, in particular below-30 ℃, so that no power loss (due to temperature) or at least a significantly reduced power loss (due to temperature) is present at the start of the motor vehicle.
The conjunction "and/or" is to be understood here and in the following such that the features associated by means of the conjunction can be configured not only jointly but also as alternatives to one another.
The vehicle battery pack has a final state of charge at the end point in time, for example a fully charged state, i.e. a state of charge of 100%. For example, it is likewise conceivable: the vehicle battery pack has a final charge state which is reduced in relation to the fully charged state, for example because an available amperage of the charging current or an existing charging power cannot achieve a full charge during a specific charging period. In this case, for example, it is also conceivable that: the charging power is increased during the at least one charging phase in order to ensure a fully charged state at the end point in time or at least a state of charge that is as high as possible. Importantly, the method comprises the following steps: at the end point in time, an increased state of charge relative to the beginning of the method is achieved; i.e. to supply a charging current at least during the charging phase, so that the vehicle battery pack is at least partially heated.
In this case, in particular, battery parameters, i.e. physical measured variables of the vehicle battery, such as the state of charge of the vehicle battery and/or the battery temperature and/or the temperature of a battery controller assigned to the battery cells, as well as internal parameters, such as registered charge limits or current limits, are used as parameters for calculating the charge curve and the cooling curve.
In one conceivable embodiment, for example, it is possible: the desired or planned departure time is predefined or set by the vehicle user by means of an operating element of the motor vehicle as a departure time point. For example, in this case a desired or planned departure time is queried from the vehicle user, who can set it by means of the operating element.
The method can be initiated or triggered manually by the vehicle user by means of an operating element, for example, wherein the time of the initiation or the triggering is suitably used as a time stamp for the time of the method start. In this case, the charging process or charging phase and/or the calculated curve can be presented visually to the vehicle user on a display element. In this case, the operating element and the display element can also be designed as a common component, for example in the form of a Touch-sensitive display (Touch panel), i.e. a Touch screen, in particular a MIB display (modular infotainment kit).
In one advantageous embodiment, a plurality of charging phases, i.e. more than one charging phase, is determined for the charging period. The vehicle battery pack is thus charged or fed with a charging current during the charging period in accordance with a plurality of successive charging phases. In this case, the charging phases are arranged uniformly or in a staggered manner during the charging period, so that the vehicle battery pack is charged or fed gradually or in steps.
In other words, the state of charge is gradually increased to the fully charged state or the final state of charge in a plurality of charge stages. That is, delivering or feeding electrical energy to substantially fully charge the vehicle battery pack is divided into a plurality of time intervals or charging phases. In this case, it is appropriate that the charging phases or charging curves are determined or calculated such that the current is fed uniformly into the vehicle battery pack, wherein the fully charged state or the final charged state is not reached at the end of the last charging phase, i.e. at the end time.
By means of the uniform feed-in of the charging current, the vehicle battery pack is heated substantially uniformly over the entire charging period. Preferably, the vehicle battery is therefore tempered during the charging period to a battery temperature that is higher than the lowest battery temperature, so that a particularly efficient charging of the vehicle battery is ensured.
Furthermore, the charging losses are advantageously reduced by the distribution of the charging energy during the charging period, compared to continuous charging. In other words, when charging the vehicle battery pack by means of a plurality of charging phases, lower charging losses occur than in the case of a single, continuous charging phase. A particularly efficient charging process is thereby achieved.
In a preferred embodiment, the method is started if the battery temperature reaches or falls below a minimum battery temperature. In other words, if the vehicle battery pack cools too intensively, the method is initiated substantially automatically or automatically. This is possible, for example, if the ambient temperature of the motor vehicle is below-30 ℃. In this case, for example, it is conceivable that: the vehicle battery is first charged using a customary charging process, wherein the charging process is ended and the charging method according to the invention is started if the ambient temperature of the motor vehicle drops such that the battery temperature reaches or falls below the battery minimum temperature. That is, if it is detected that there is a possibility of an excessively low battery pack temperature at the departure time, that is, below the minimum battery pack temperature, the charging method according to the invention is switched on intelligently or automatically.
In one conceivable design of the parameters, a temperature value of 0 ℃ is used as the minimum temperature of the battery pack. In this way, a particularly suitable battery pack minimum temperature is achieved in relation to a vehicle battery pack which is embodied as a lithium ion battery pack.
In one suitable embodiment, the predicted value of the temperature of the battery pack based on the temperature of the vehicle surroundings is used in calculating the at least one charging curve and the at least one cooling curve. In other words, a temperature value of the battery pack temperature at the departure time is predicted as a function of the temperature of the vehicle surroundings, and a charging curve and/or a cooling curve is calculated or adapted as a function of this predicted battery pack temperature (predicted value). This means that: it is basically estimated whether and how the battery pack temperature changes during the charging period due to the ambient temperature. This estimate acts as a parameter to influence the calculation of these curves.
Thus, for example, it is possible: when the ambient temperature is low, a longer charging time, i.e. heating time, is used by means of the charging curve; and/or use of shorter charging intervals, i.e. cooling times, by means of a cooling curve. Accordingly, when the ambient temperature is high, it is correspondingly possible to: shortening the charging time and/or lengthening the charging interval. This advantageously increases the flexibility of the method.
In a suitable embodiment, the prediction value is determined in particular as a function of a weather forecast. In this way, particularly reliable prediction values can be achieved, whereby the charging method is further improved. Additionally or alternatively, navigation data and/or GPS data (Global Positioning System) can also be used in this case as parameters or for determining the prediction value.
In one expedient refinement, a plurality of different charging curves and cooling curves are calculated for the or each charging phase. In this case, the charging curves and the cooling curves have in particular different durations. During the respective charging phase, the control and/or regulation process switches between these different charging and cooling curves as a function of the detected battery pack temperature. By switching between these charging curves and/or cooling curves, an adaptation or adaptation of the charging power during these charging phases is substantially achieved. This improves the flexibility of the method. On the other hand, it is substantially ensured that the battery temperature does not fall below the minimum battery temperature.
This design of the invention takes into account the following situations: it is possible that the vehicle battery pack heats up faster or slower during charging than predicted or calculated. This is the case, for example, in the event of a change in the ambient temperature, wherein the individual charging and/or cooling profiles are switched or shifted back and forth between these charging phases.
In one conceivable embodiment, for example, it is possible: a plurality of different charging and cooling curves are registered in a memory or table, which can be recalled and used as needed during the charging process.
In one conceivable embodiment, the waiting time between the end time and the departure time is determined to be one minute (1 min). Thereby ensuring that: the vehicle battery pack has the best possible battery pack temperature immediately before the start of a possible travel.
Additional or further aspects of the invention provide for: the vehicle battery pack is substantially completely discharged at the beginning of the method or at the beginning of the charging process. For example, the energy stored in the vehicle battery is fed back into the supply grid. Through the discharge process, the vehicle battery pack is at least partially heated due to the internal resistance of the battery cells. Subsequently, the charging method is carried out and the vehicle battery pack is recharged and heated up there. It is thereby possible to: the substantially fully charged vehicle battery pack is also tempered to the desired minimum temperature at the departure time. In this case, for example, it is conceivable that: during the charging period, the vehicle battery pack is alternately charged and discharged a plurality of times.
The device according to the invention is suitable and designed for charging a vehicle battery. The vehicle battery is particularly suitable and designed as a traction battery or a high-voltage battery of an electrically driven or electrically drivable motor vehicle, in particular an electric vehicle or a hybrid vehicle. In this case, the vehicle battery pack has, for example, a (battery pack) control device or a battery pack management system (BMS), which detects parameters during operation and forwards these parameters to the controller. Hereby a particularly suitable device is achieved.
In this case, the controller is generally designed, in program and/or circuit terms, to carry out the method according to the invention described above. Thus, the control device is set up to: determining a charging time length; determining a charging phase for charging the vehicle battery pack during the charging period; calculating a charging curve and a cooling curve for charging and heating and cooling the vehicle battery pack; and the charging process or the charging current feed during the charging phases is controlled and/or regulated as a function of the charging and cooling curves in such a way that the battery pack temperature at the departure time is higher than the battery pack minimum temperature.
The vehicle battery has, for example, a comparatively low charging efficiency or a comparatively high internal resistance, so that the vehicle battery is heated better during the charging method according to the invention. In other words, the technical requirements on the vehicle battery pack with respect to the method aspect are advantageously reduced. Thus, the method can also be advantageously carried out using or using a comparatively inexpensive vehicle battery pack.
In a preferred embodiment, the controller is formed at least in terms of its core by a microcontroller with a processor and a data memory, wherein the functionality for carrying out the method according to the invention is implemented in the form of operating software (Firmware) in a program-technical manner, so that the method is carried out automatically when the operating software is implemented in the microcontroller, optionally interacting with a user of the device. Within the scope of the invention, however, the controller may alternatively also be formed by non-programmable electronic components, such as application-specific integrated circuits (ASICs), in which the functionality for carrying out the method according to the invention is implemented by means of circuit-technology devices.
In a particularly preferred embodiment, the Control Unit is embodied as an engine Control Unit (MSG) of a motor Vehicle. Alternatively, the control unit is designed, for example, as part of a charging system, in particular of the vehicle exterior, such as a charging system or a charging management system (LMS) of the charging station or charging post. For example, it is likewise conceivable: the controller is integrated in the BMS of the vehicle battery pack. Important for carrying out the method are: the charging process is monitored and can be controlled by means of active control and/or regulation of the controller.
By this method, it is appropriate that the allocated BMS is also heated in addition to the vehicle battery pack. In this case, it is desirable that the BMS be disposed or mounted close to the vehicle battery pack such that the BMS is indirectly heated by the vehicle battery pack by means of the method. Thus, the BMS also has a suitable and favorable operating temperature at the start of travel. For example, the coupling between the vehicle battery pack and the BMS by the heat conduction technology is designed such that the BMS has a battery management system temperature higher than-7 ℃ at the departure time point.
In one conceivable embodiment, the battery temperature of the vehicle battery is detected and monitored, in particular only indirectly as a function of the battery management system temperature. In other words, it is possible that: the battery management system temperature is sensed and analyzed as a measure of the battery temperature. Thus, a separate temperature sensor for the vehicle battery pack is not required.
An additional or further aspect of the invention provides software on a medium or data carrier for performing or implementing the above described method. Thus, a software is implemented which is particularly suitable for a charging process of a vehicle battery.
Drawings
Subsequently, embodiments of the invention are further elucidated on the basis of the drawing. In which, in a schematic and simplified illustration:
FIG. 1 shows an electrically driven or drivable motor vehicle having a vehicle battery pack;
FIG. 2 shows a block diagram of an apparatus for charging a vehicle battery;
fig. 3 shows a flow chart of a charging method according to the invention;
FIG. 4 shows a chart of a charging process;
fig. 5 shows a combined charging power-temperature-time diagram during a charging process;
FIG. 6 shows a chart of a charging process in an alternative embodiment; and
fig. 7 shows a temperature-time diagram during this alternative charging process.
Throughout the drawings, parts and parameters corresponding to each other are provided with the same reference numerals throughout.
Detailed Description
Fig. 1 shows an electrically driven or drivable motor vehicle 2, in particular an electric vehicle or a hybrid vehicle, in a schematic and simplified illustration. The motor vehicle 2 has an internal electrochemical energy store in the form of a vehicle battery 4 embodied as a traction battery. In this case, the vehicle battery pack 4 has a plurality of battery module 6 wired to one another, of which only four battery modules 6 are schematically illustrated in fig. 1 by way of example. For charging the vehicle battery 4 or the battery module 6, a charging interface 8 of the motor vehicle 2 is provided, by means of which the motor vehicle 2 can be electrically connected, for example, to a charging cable 10. During the charging process, the vehicle battery pack 4 is charged by means of the charging current 12.
In fig. 2, a device 13 for performing this charging process is shown in a schematic block diagram. In this case, the vehicle battery pack 4 has a battery pack management system (BMS) 14. Furthermore, the motor Vehicle 2 has an engine Control Unit (MSG, VCU) as the Control Unit 16. The controller 16 is coupled to the motor or the drive motor in addition to the vehicle battery pack 4. The battery management system 14 and the controller 16 are coupled in a signal-technical manner to a display-operating unit 18, for example a display-operating unit 18 in the form of a touch display or MIB display. The display-operating unit 18 is in turn coupled to a charging management system (LMS) 20. In this case, the charging management system 20 has a charging device which controls and/or regulates the charging process.
The charging management system 20 or the charging device is integrated in the motor vehicle 2, for example, in the region of the charging interface 8. Alternatively, the charging management system 20 is arranged, for example, in the charging cable 10 and/or a charging system, not shown in any more detail, which is coupled to the charging cable 10, for example a charging station or a charging current post.
In operation, the battery management system 14 detects a plurality of parameters, which are schematically illustrated in fig. 2 as incoming arrows. The battery management system 14 communicates the sensed parameters to the controller 16.
In this case, these parameters comprise, for example, temperature signals, such as the ambient temperature of the motor vehicle 2 and/or the battery temperature T of the vehicle battery 4BatAnd/or the temperature T of the battery management system 14BMS. In this case, it is possible, for example: temperature T of battery packBatSolely indirectly dependent on the battery management system temperature TBMSIs determined. In other words, it is possible that: measuring battery management system temperature T onlyBMSWherein the controller 16 manages the system temperature T according to the battery packBMSTo determine the temperature T of the battery packBatIs measured. In this case, the battery pack management system temperature TBMSSuch as directly by the battery management system 14.
These parameters also include: a measure for the current state of charge SOC of the vehicle battery pack 4; and an active signal a of the charging system or charging management system 20 that signals the charging cable 10 and the charging interface 8 are conductively coupled. Furthermore, for example, the energy content signal E and the module protection signal K are supplied to the BMS 14. The energy content signal E is a measure for the electrical energy stored in the vehicle battery 4 or in the battery module 6, wherein the component protection signal K is generated, for example, by a component protection device, such as a water level sensor.
At the end of the travel, i.e. when the travel process of the motor vehicle 2 is ended and the motor vehicle 2 is parked or parked, the permit signal F is sent by the engine control device 16 to the display-operating unit 18. In this case, the controller 16 compares the current state of charge SOC and the current temperature signal with the respective nominal values or threshold values. If the state of charge SOC is below the nominal value and the temperature signal is below the nominal temperature, for example if the ambient temperature is below-30 ℃ and/or the active signal a is active, a selection of the intelligent charging process is displayed on the display-operating unit 18 after the permission signal F.
If the intelligent charging process is selected by the vehicle user, the charging management system 20 is controlled using the control signal S in order to carry out the method according to the invention, which is explained further below with reference to fig. 3. In this case, the method is controlled and/or regulated substantially by the controller 16. Additionally or alternatively, it is possible, for example: if the current battery pack temperature TBatAnd/or battery management system temperature TBMSBelow a respective predefined minimum temperature, the method is automatically or automatically initiated or triggered. For battery temperature TBatFor example, a minimum temperature T of the battery pack of about 0 ℃ is specifiedmin。
The method is initiated or triggered in a method start 22 by a control signal S. In a first method step 24, a time t at which the method is started 22 is detected, for example, by means of a time stamp of the controller 16 or of the display-control unit 180. A defined departure time t is also detectedA. Departure time or departure time tASet by the vehicle user, for example, using the display-operation unit 18. According to desired or set departure time tATo determine the end point in time t at which the charging process of the vehicle battery pack 4 endsE. In this case, the time point t is endedEEarlier in time, i.e. before the departure time tA. In particular, the end time tERelative to the departure time tAOffset latency or latency duration Δ t (fig. 4, 5). The waiting time Δ t is, for example, 1 min.
In a second method step 26, the time t at the method start 22 is counted0And an end point in time tETo determine the charging time period tL. In this case, the charging period tLIn particular by means of the end time tEAnd the time point t0Is determined or calculated.
In method step 28, a charging time period t is specifiedLAt least one charging phase LP is determined from the predefined charging time period. I.e. charging period tLIs divided into one or more charging cycles or charging sections in which the vehicle battery pack 4 is fed with a charging current 12. This is also effected, for example, as a function of the current state of charge SOC of the vehicle battery pack 4.
In method step 30, at least one charging profile LK and at least one cooling profile AK are determined or calculated for each of these charging phases LP as a function of the parameters detected by the controller 16. The charging curve LK is essentially a heating curve which describes the battery temperature T during the respective charging phase LP, i.e. during the feed-in of the charging current 12BatTemperature change process of (1). In this case, the cooling curve AK is essentially a heat-release curve which describes the battery temperature T immediately after the charging phase LP, i.e. during a charging pause or charging interruption or after the charging processBatTemperature change process of (1). Thus, the charge curve LK is a measure for the temperature increase of the vehicle battery pack 4 or the controller 16, and the cooling curve is essentially a measure for the temperature decrease or cooling of the vehicle battery pack 4 or the controller 16 after such heating.
In method step 32, charging period tLDuring which the or each charging phase LP is carried out. In this case, a control signal S is sent to the charging management system 20, wherein the charging process or the feed during the charging phase LP is controlled and/or regulated as a function of the calculated charging curve LK and cooling curve AK.
In this case, the or each charging profile LK is calculated in method step 30, in particular, such that the state of charge SOC of the vehicle battery pack 4 is charged to its maximum during the last charging phase LPA terminal charge state or a fully charged state. In other words, the vehicle battery pack 4 is at the end time point tEIt is preferable to have a state of charge SOC as high as possible, in particular a state of charge SOC of 100%.
In this case, the or each cooling curve AK is calculated in method step 30, in particular such that the battery temperature T is equal to or greater than the battery temperature TBatDoes not drop to the battery minimum temperature T during the last cooling curve AKminThe following is a description. The last cooling curve AK follows the last charging phase LP. In other words, the last cooling curve AK begins at the end time point tE. The vehicle battery pack 4 is heated by means of the supply during the last charging phase LP to a temperature value which is at a minimum temperature T of the battery packminIs increased so that the battery temperature T is increasedBatDuring the waiting time Δ T, no cooling takes place according to the calculated cooling curve AK up to or below the minimum battery temperature Tmin. Therefore, the vehicle battery pack 4 is at the departure time point tAHas a minimum temperature T greater than or equal to the battery packminThe battery pack temperature TBat.
The method is carried out at a departure time tAEnding with method end 34.
The method is implemented, for example, as application software of the controller 14 and in this case is registered on a medium or data carrier or memory of the controller 16.
Fig. 4 is a schematic diagram illustrating an exemplary charging process according to the method described above. The diagram of fig. 4 has two horizontal sections 36, 38 arranged one above the other. In these parts, respectively, a (partial) diagram is shown in which the time t is plotted horizontally, i.e. along the abscissa axis (X-axis). The graph shown in section 36 is a state-of-charge-time graph, meaning that: the state of charge SOC of the vehicle battery pack 4 is plotted along the vertical ordinate axis (Y axis), for example, in units of percentage (%). In section 38, a battery management system temperature-time diagram is shown or a battery temperature-time diagram is shown correspondingly, where alongThe vertical ordinate axis correspondingly shows the battery management system temperature T, e.g., in degrees Celsius (C.)BMSOr battery temperature TBat。
At the beginning 22 of the method, i.e. at the time t0BMS 14 has a temperature value T of-20 deg.C, for example0. In this case, the vehicle battery pack 4 is, for example, substantially completely discharged, so that at the time point t0There is a state of charge value SOC of about 0%0。
In the charging process shown in fig. 4, the charging period tLIs divided into three charging phases LP1、LP2、LP3The three charging phases are separated or interrupted from one another by charging pauses not further indicated. Thus, the vehicle battery pack 4 is in these three charging phases LP1、LP2、LP3Gradually or stepwise from a state of charge value SOC0Is charged to a final state of charge or state of charge value SOC3The final state of charge or state of charge value SOC3Substantially corresponding to a fully charged state, i.e. a state of charge value of 100%.
In this case, the first charging phase LP1At a point in time t0And the time point t1In the time period in between. During the charging phase LP1During this period, the state of charge SOC of the vehicle battery pack 4 is increased substantially continuously by the supply of charging current 12 up to the state of charge value SOC1For example 50%. Ohmic losses are caused in the battery module 6 as a result of the charging current 12, which ohmic losses lead to heating of the vehicle battery 4, i.e. the battery temperature TBatOr battery management system temperature TBMSFrom the temperature value T0Is raised to a value T corresponding to the temperature0The increased temperature value T1. In this case, during the charging phase LP1During which the course of the temperature change substantially corresponds to the calculated first charging curve LK1。
At a point in time t1And t2During the time period in between, the charging process is interrupted, in other words there is a charging pause during which there is no charging current12 are fed into the vehicle battery pack 4. Thereby, the state of charge SOC is constantly maintained at the state of charge value SOC1The above. During this charging intermittence, the vehicle battery pack 4 or the BMS 14 is cooled, whereby the battery pack temperature TBatOr battery management system temperature TBMSFrom the temperature value T1Down to a value corresponding to the temperature T1To a reduced temperature value T2. The cooling or heat release corresponds to the calculated first cooling curve AK1。
At a point in time t2Start the second charging phase LP2Using the second charging phase to convert the state of charge SOC from the state of charge value SOC1Charging to SOC corresponding to the charging state value1The increased state of charge value SOC2, for example 80%. During the charging phase LP2During this time, the vehicle battery pack 4 or the BMS 14 is heated such that the temperature value T is2According to the calculated second charging curve LK2Until a charging phase LP2At a point in time t3At the end, continuously increasing to a temperature value T3。
At a point in time t3And t4During the time period in between, the charging process is interrupted again, so that the state of charge SOC remains constantly at the state of charge value SOC2The above. Thus, the temperature T of the battery packBatOr battery management system temperature TBMSAccording to the calculated second cooling curve AK2From the temperature value T3Down to a value corresponding to the temperature T3To a reduced temperature value T4。
At a point in time t4The third or last charging phase LP is started3Using the third or last charging phase to change the state of charge SOC from the state of charge value SOC2Charging to full charge state SOC3. Thus, the vehicle battery pack 4 or the BMS 14 at the time point t4And an end time point tEAccording to the calculated charging curve LK3Is heated to a temperature value T5. Charging of the vehicle battery pack 4 or the charging process at the end point in time tEAnd (6) ending. Then, the vehicle battery pack 4 or the BMS 14 is cooled again during the waiting time Δ t. In this situationIn this case, the charging process or in particular the charging phase LP3According to the cooling curve AK3Is controlled or regulated so that the temperature T of the battery packBatOr battery management system temperature TBMSAt the end time tEWith a sufficiently high temperature value T5So that the temperature follows a cooling curve AK3Until a starting time tAAre not at or below the minimum temperature T of the battery packmin(or corresponding controller minimum temperature).
In the diagram of fig. 5, an exemplary charging process with only one charging phase LP is shown. Fig. 5 is a combined charging power-temperature-time diagram, wherein the time T is shown along the abscissa and the charging power PL of the charge management system 20 on the one hand and the battery pack temperature T of the vehicle battery pack on the other hand are shown along the ordinateBat. The available charging power PL is transmitted as a parameter to the controller 16, for example, by the charging management system 20.
In this case, the graph of fig. 5 is for three different charging powers PLa、PLb、PLcThree different charging phases LP are showna、LPb、LPc. Correspondingly, the charging curves LK are respectively shown for the temperature variation processa、LKb、LKcAnd a cooling curve AKa、AKb、AKc. These different charging phases LPa、LPb、LPcAnd curve LKa、LKb、LKc、AKa、AKb、AKcAre determined or calculated during method steps 28 and 30 and are registered, for example, in a memory of the controller 16.
In the illustrated embodiment, the charging phase LPaUsing the highest charging power PLaFor example, with 100% of the available charging power PL, so that the vehicle battery pack 4 is charged at time t0And taIs fully charged for a relatively short period of time in between. Thus, the charging phase LPaCorrespondingly, the charging curve LK with the highest slopea. During the charging phase LPaAt the end, the vehicle battery pack 4 follows the cooling curve AKaCooling to the lowest temperature T of the battery packmin。
In the illustrated embodiment, the charging phase LPbWith intermediate charging power PLbFor example, 80% of the available charging power PL, such that the vehicle battery pack 4 is charged at time t0And tbRelative to the charging phase LPaFully charged for a longer period of time. Thus, the charging phase LPbCorrespondingly, the charging curve LK has a moderate slopeb. During the charging phase LPbAt the end, the vehicle battery pack 4 follows the cooling curve AKbCooling to the lowest temperature T of the battery packmin。
In the illustrated embodiment, the charging phase LPcUsing low charging power PLcFor example, 50% of the available charging power PL, such that the vehicle battery pack 4 is charged at time t0And tcRelative to the charging phase LPaAnd LPbFully charged for a longer period of time. Thus, the charging phase LPcCorrespondingly, the charging curve LK with the lowest slopec. During the charging phase LPcAt the end, the vehicle battery pack 4 follows the cooling curve AKcCooling to the lowest temperature T of the battery packmin。
By registering different charging curves LKa、LKb、LKcAnd a cooling curve AKa、AKb、AKcIt is possible that: if the vehicle battery pack 4 is charged for a period of time tLDuring which the heating up is faster or slower than predicted or calculated, a transition is made to the other charging profile LKa、LKb、LKcAnd/or cooling curve AKa、AKb、AKc。
This means that: if the vehicle battery 4 is, for example, according to the charging phase LPbIs charged and passes through a charging curve LKbThe calculated temperature value Tb is at the time point tbIs different from, i.e. lower than or exceeds the actual battery temperature TBatThen the cooling curve A is usedKbDifferent cooling curves AK. If the vehicle battery pack 4 has, for example, a value equal to TcOr TaTemperature T of battery packBatIt is then appropriate to replace the cooling curve AKbAnd correspondingly using the cooling curve AKaOr AKc。
Subsequently, an alternative embodiment of the charging process is further explained in accordance with fig. 6 and 7. In this embodiment, the vehicle battery pack 4 is charged for a period tLDuring which they are alternately or alternately charged and discharged. In other words, during the charging period tLDuring which the discharge phase EP and the charge phase LP are carried out in turn. In this case, it is expedient to determine only the cooling curve AK for the waiting time Δ t.
In the schematic state of charge-time diagram of fig. 6, the time t is plotted horizontally, i.e., along the abscissa axis (X-axis), and the state of charge SOC of the vehicle battery pack 4 is plotted along the vertical ordinate axis (Y-axis), for example, the state of charge SOC of the vehicle battery pack 4 is plotted in units of percentage (%). FIG. 7 illustrates a corresponding battery pack temperature/battery management system temperature-time chart, wherein the battery management system temperature T is correspondingly shown, for example, in degrees Celsius (C.) along the vertical axis of ordinateBMSOr battery temperature TBat。
At the beginning 22 of the method, i.e. at the time t0BMS has a temperature value T of-20 deg.C, for example0. In this case, the vehicle battery pack 4 is at least partially charged so that at the time t0There is a state of charge value SOC greater than 0%0'。
In the charging process shown in fig. 4, the charging period tLIs divided into three charging phases LP1'、LP2'、LP3', the three charging phases are respectively in the discharging phase EP1、EP2、EP3And then implemented. The vehicle battery 4 is in these three charging phases LP1'、LP2'、LP3From a state-of-charge value SOC' gradually or stepwise0Is charged to a final state of charge or state of charge value SOC6', the final state of charge or state of charge value SOC6' substantially corresponds to a fully charged state, i.e. a state of charge value of 100%.
In this case, the first discharge phase EP1At a point in time t0And the time point t1The time period between' is over. In the charging phase EP1During this period, the state of charge SOC of the vehicle battery pack 4 is substantially continuously reduced by discharging or feeding back stored energy into the supply grid until the state of charge value SOC1', for example 0%. Due to the resulting discharge current 40, ohmic losses are caused in the battery module 6, which cause heating of the vehicle battery 4, i.e. the battery temperature TBatOr battery management system temperature TBMSIs improved.
At a point in time t1' and t2During a first charging phase LP1During this first charging phase, a charging current 12 is fed into the vehicle battery pack 4. Thereby, the state of charge SOC is charged to the initial state SOC0' and State of Charge value SOC1' in terms of increased State of Charge value SOC2'. During this charging phase, the vehicle battery pack 4 or BMS 14 continues to be heated, whereby the battery pack temperature TBatOr battery management system temperature TBMSAnd (4) improving.
At a point in time t2' initiation of the second discharge phase EP2Using the second discharge phase to change the state of charge SOC from the state of charge value SOC2To discharge to the state of charge value SOC2In terms of reduced state of charge value SOC3'. In the discharge phase LP2During this, the vehicle battery pack 4 or the BMS 14 continues to be heated.
At a point in time t3' and t4During the time period between' the next charging phase LP is performed2', such that the state of charge SOC is charged to a state of charge value SOC4'. Thus, the temperature T of the battery packBatOr battery management system temperature TBMSContinues to be improved.
At a point in time t4' and t5The period of time between' begins the third or last discharge phase EP3Discharging the state of charge SOC to a state of charge value SOC using the third or last discharge phase5'. Followed by a third or final charging phase LP3', charging the state of charge SOC to the fully charged state SOC by means of the third or last charging phase6'. Charging of the vehicle battery pack 4 or the charging process at the end point in time tEAnd (6) ending. Then, the vehicle battery pack 4 or the BMS is cooled again during the waiting time Δ t. In this case, the charging process or in particular the charging phase LP3Is controlled or regulated according to the cooling curve AK such that the battery temperature TBatOr battery management system temperature TBMSAt the end time tEWith a sufficiently high temperature value T6', such that the temperature reaches the departure time t according to the cooling curve AKAAre not at or below the minimum temperature T of the battery packmin(or corresponding battery system minimum temperature).
As is evident from a comparison of fig. 7, the battery pack temperature TBatOr battery system temperature TBMSIs substantially continuously and continuously increased by alternating discharge and charge phases.
The invention as claimed is not limited to the embodiments described above. Rather, other variants of the invention can also be derived from the person skilled in the art within the framework of the claims disclosed, without departing from the subject matter of the invention claimed. Furthermore, especially all individual features described in connection with these different embodiments can also be combined in other ways within the framework of the disclosed claims without departing from the subject matter of the claimed invention.
For the purpose of the highest possible flexibility of the charging process, it is possible, for example, to: in a memory of the controller 16, different departure times t are entered and registeredAOr a charging period tLA plurality of different charging powers PL associated. For example, in this case, 100 different charging periods t are provided in each caseLRegistering 100 different charging powers PL. In this case, chargeElectric power PL and charging period tLIn particular in tables or characteristic maps. It is thereby possible to: the stored tables or the characteristic curves are used during the method steps 28 and 30, so that the charging phase LP and/or the charging curve LK and the cooling curve AK can be determined particularly efficiently in terms of resources.
For example, it is likewise conceivable: determining a prediction value P, in particular for a battery temperature TBatOr battery management system temperature TBMSIs measured by the nominal temperature value of (a). In this case, the nominal temperature value is sufficiently high so that the battery pack temperature TBatOr battery management system temperature TBMSNo lower than the minimum temperature is expected during the waiting time Δ t. In other words, the battery temperature T is specified in particular as a function of the prediction value PBatOr battery management system temperature TBMSAt the end time point tEThe desired temperature values and the charging phase LP and the charging curve LK and the cooling curve AK are correspondingly determined or calculated.
In this case, the prediction value P is determined, for example, by means of weather forecasts and/or on the basis of navigation data and/or GPS data (global positioning system) and is supplied as a parameter to the controller 16.
List of reference numerals
2 Motor vehicle
4 vehicle battery pack
6 Battery pack module
8 interface charges
10 charging cable
12 charging current
13 device
14 battery management system
16 controller/engine control apparatus
18 display-operating unit
20 charging management system
22 method start
24. 26, 28, 30, 32 method step
34 method end
36. Section 38
40 discharge current
TBatBattery pack temperature, parameters
TBMSBattery pack management system temperature, parameters
TminMinimum temperature of battery pack
T0、T0'、T1、T2、T3、T4、T5、T6' temperature value
Ta、Tb、TcTemperature value
SOC State of Charge, parameter
SOC0、SOC1、SOC2、SOC3Value of state of charge
SOC0'、SOC1'、SOC2'、SOC3' State of Charge value
SOC4'、SOC5'、SOC6' State of Charge value
A active signal, parameter
E energy content signal, parameter
K component protection signal, parameter
P predicted value, parameter
F grant signal
S control signal
time t
t0、t1、t2、t3、t4、ta、tb、tcPoint in time
t1'、t2'、t3'、t4'、t5' time Point
tAStarting point in time
tEEnd time point
Δ t latency
tLDuration of charging
LP、LP1、LP2、LP3、LPa、LPb、LPcCharging phase
LK、LK1、LK2、LK3、LKa、LKb、LKcCharging curve
AK、AK1、AK2、AK3、AKa、AKb、AKcCooling curve
EP、EP1、EP2、EP3Stage of discharge
PL、PLa、PLb、PLcCharging power, parameters.

Claims (10)

1. A method for charging a vehicle battery (4) of an electrically driven or electrically drivable motor vehicle (2), wherein the method is started (22, t)0) And the departure time point (t)A) Charging the vehicle battery (4) with a charging current (12),
-wherein it is determined at the departure point in time (t)A) Previous end time point (t)E）；
Therein is ensuredIs positioned at the beginning (22, t) of the method0) And the end time point (t)E) Time period between charging (t)L）；
-wherein for the charging period (t)L) Determining at least one charging phase (LP, LP)1、LP2、LP3、LPa、LPb、LPc) -feeding the vehicle battery pack (4) with the charging current (12) during the at least one charging phase;
-wherein the parameter (T) is detectedBat、TBMSE, A, K, PL, P, SOC) for each charging phase (LP, LP)1、LP2、LP3、LPa、LPb、LPc) Calculating at least one charging curve (LK, LK)1、LK2、LK3、LKa、LKb、LKc) And at least one cooling curve (AK, AK)1、AK2、AK3、AKa、AKb、AKc) The at least one charging curve being a battery temperature (T) for the vehicle battery (4)Bat) A measure of the course of the temperature over time during the energy absorption of the vehicle battery (4), and the at least one cooling curve as a battery temperature (T) for the vehicle battery (4)Bat) A measure of the course of temperature change over time after said energy absorption; and also
-wherein the feeding of the charging current (12) is during the at least one charging phase (LP, LP)1、LP2、LP3、LPa、LPb、LPc) According to the at least one charging curve (LK, LK)1、LK2、LK3、LKa、LKb、LKc) And said at least one cooling curve (AK, AK)1、AK2、AK3、AKa、AKb、AKc) Is controlled and/or regulated such that: the vehicle battery pack (4) is charged to the end point in time (t)E) WhileAnd the battery pack temperature (T)Bat) At the end time point (t)E) And the departure time point (t)A) During a waiting time (Delta T) between which no lower than a predefined minimum temperature (T) of the battery pack is presentmin）。
2. The method of claim 1, wherein the first and second light sources are selected from the group consisting of,
it is characterized in that the preparation method is characterized in that,
for the charging period (t)L) Determining a plurality of charging phases (LP, LP)1、LP2、LP3、LPa、LPb、LPc) During said charging period (t)L) The vehicle battery (4) is fed with the charging current (12) gradually in a decentralized manner during the charging phase.
3. The method according to claim 1 or 2,
it is characterized in that the preparation method is characterized in that,
if the battery pack temperature (T)Bat) Up to or below the battery minimum temperature (T)min) The method is started.
4. The method of any one of claims 1 to 3,
it is characterized in that the preparation method is characterized in that,
using a temperature value of 0 ℃ as the lowest temperature (T) of the battery packmin）。
5. The method of any one of claims 1 to 4,
it is characterized in that the preparation method is characterized in that,
at the calculation of the at least one charging curve (LK, LK)1、LK2、LK3、LKa、LKb、LKc) And said at least one cooling curve (AK, AK)1、AK2、AK3、AKa、AKb、AKc) Using a temperature based on the vehicle surroundings versus the battery pack temperature (T)Bat) Is/are as followsAnd (4) predicting a value (P).
6. The method of claim 5, wherein the first and second light sources are selected from the group consisting of,
it is characterized in that the preparation method is characterized in that,
the prediction value (P) is determined in dependence on a weather forecast.
7. The method of any one of claims 1 to 6,
it is characterized in that the preparation method is characterized in that,
calculating a plurality of different charging curves (LK, LK)1、LK2、LK3、LKa、LKb、LKc) And cooling curves (AK, AK)1、AK2、AK3、AKa、AKb、AKc) Wherein during the charging phase (LP, LP)1、LP2、LP3、LPa、LPb、LPc) During which the control and/or regulation process is based on the detected battery temperature (T)Bat) To different charging curves (LK, LK)1、LK2、LK3、LKa、LKb、LKc) And/or cooling curves (AK, AK)1、AK2、AK3、AKa、AKb、AKc) And (4) switching between the two.
8. The method of any one of claims 1 to 7,
it is characterized in that the preparation method is characterized in that,
a time period of one minute is used as the waiting time period (Δ t).
9. A device (13) for charging a vehicle battery (4) of an electrically driven or drivable motor vehicle (2), having a controller (16) for carrying out the method according to any one of claims 1 to 8.
10. Software on a data carrier, the software being for implementing a method according to any one of claims 1 to 8.
CN202010878254.9A 2019-08-27 2020-08-27 Method for charging a vehicle battery of a motor vehicle Pending CN112440825A (en)

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