Battery management method and system

Abstract

A battery management method and system that thermally conditions a battery assembly and selects a power source for the thermal conditioning prior to a determined upcoming time or the battery assembly reaching an upcoming location.

Description

[0001] Cross-references to related applications

[0002] This application claims priority to U.S. Provisional Application No. 63 / 151,352 (filed February 19, 2021), the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] The subject matter described in this article relates to systems for controlling the operation of energy storage devices (e.g., batteries). Background Technology

[0004] Various power supply systems can be powered by current received from energy storage devices. For example, a vehicle's battery can power a vehicle for purposes such as moving along a route or powering auxiliary loads. Energy storage devices degrade over time, and the amount of energy they can store may decrease over time. For instance, batteries that are charged and discharged more frequently, batteries with increased duty cycles (e.g., used more frequently to power loads), and batteries exposed to extreme temperatures (e.g., high or low temperatures) have shorter lifespans and / or store less energy compared to other batteries that are charged or discharged less frequently, batteries with reduced duty cycles, and batteries not exposed to extreme temperatures.

[0005] Several factors can contribute to accelerated battery aging, including storage temperature, operating temperature, higher charge rates (e.g., battery discharge rates), and longer duty cycle counts. Some power systems (e.g., vehicles) can use batteries as the primary power source for applications such as traction, auxiliary equipment, and battery management. During charging and discharging, batteries generate heat, and temperature fluctuations based on environmental conditions can be observed. Therefore, such systems can utilize battery energy for thermal management (e.g., cooling hotter batteries and heating colder batteries). Consequently, a system and approach different from those currently available are needed. Summary of the Invention

[0006] In one example, one approach includes thermally conditioning the battery assembly at a predetermined upcoming time or before the battery assembly arrives at an upcoming location, and selecting a power source for thermal conditioning.

[0007] In one example, a system includes a controller with one or more processors that can thermally regulate the temperature of a battery assembly. The controller can also select the power supply used to regulate the temperature of the battery assembly, the duration of the thermal regulation, or both.

[0008] In one example, a method includes determining a predicted ambient temperature at one or more of the following: (a) an upcoming time and / or (b) an upcoming location to which the vehicle will travel or pass. The vehicle has one or more loads, which are at least partially powered by a battery pack on the vehicle. The method further includes determining the duty cycle of the vehicle's battery pack at one or more of the upcoming time and the upcoming location; and determining a temperature pre-regulation plan for the battery pack based on the predicted ambient temperature and the duty cycle of the battery pack. The temperature pre-regulation plan includes one or more of the following: adjusting the time for heating or cooling the battery pack before one or more of the upcoming time and the upcoming location; adjusting the location for heating or cooling the battery pack before the one or more upcoming locations; electrical energy stored in the battery pack for heating or cooling the battery pack and not available for powering one or more loads; a first availability of a non-vehicle charging source for charging the battery pack; and / or a second availability of an on-board power source to provide power for charging the battery pack.

[0009] In one example, the system includes one or more processors that can determine the predicted ambient temperature at one or more upcoming locations that the vehicle will be traveling to or passing through. The vehicle has a propulsion system that is at least partially powered by a battery pack on the vehicle. The one or more processors can also determine the duty cycle of the battery pack for the vehicle's upcoming arrival at or passage through the one or more upcoming locations, and can determine a temperature pre-regulation plan for the battery pack based on the predicted ambient temperature and the battery pack's duty cycle. The temperature pre-regulation plan includes one or more of the following: (a) adjusting the time for heating or cooling the battery pack before one or more of the upcoming locations, and / or (b) adjusting the location for heating or cooling the battery pack before the one or more upcoming locations.

[0010] In one example, a method includes determining an upcoming predicted ambient temperature for a vehicle having a propulsion system at least partially powered by an onboard battery pack, and determining a temperature pre-conditioning plan for the battery pack based on the predicted ambient temperature. The temperature pre-conditioning plan instructs heating and / or cooling of the battery pack to reduce deviations in the measured temperature of the battery pack from a desired temperature range compared to an unheated or uncooled battery pack. Attached Figure Description

[0011] Referring to the accompanying drawings, the subject matter of the invention can be understood from the following description of non-limiting embodiments, in which:

[0012] Figure 1 An example of a battery monitoring system is shown;

[0013] Figure 2 A flowchart illustrating an example of a method for monitoring and / or controlling temperature regulation of a battery assembly is shown.

[0014] Figure 3 An example of a transportation network is shown;

[0015] Figure 4 An example of the temperature of a battery assembly without heating or cooling is shown, based on a temperature pre-regulation plan; and

[0016] Figure 5 This shows another example of the temperature of the battery assembly when it is heated or cooled according to a temperature pre-conditioning plan. Detailed Implementation

[0017] One or more embodiments of the subject matter of the invention described herein include battery management systems and methods for controlling the temperature of an energy storage device (e.g., a battery or battery assembly, and these terms are used interchangeably herein). The system and method may be implemented in some embodiments to increase the lifespan of the energy storage device. The system and method described herein can be used to calculate, predict, or otherwise determine the expected temperature of a battery. This operation may be achieved with reference to expected or predicted ambient temperatures to which the battery may be exposed in the future. In some embodiments, the system and method may calculate, predict, or otherwise determine the battery's duty cycle during a future period. The system and method may plan and implement a temperature pre-conditioning process for the battery with reference to predicted ambient temperatures and expected duty cycles, etc. Pre-conditioning can reduce the expected battery charge required to maintain the battery within a desired temperature range during that future period.

[0018] In some embodiments, the expected performance of ambient temperature can be determined by systems and methods, and knowledge can be shared among sensors in other applications to adapt or modify the expected performance. The expected environmental function can take into account time (e.g., time of year, such as a season, time of day, etc.), previous history of environmental behavior in past years, and external inputs from a database (e.g., weather forecast services). In one embodiment, the battery is configured in a vehicle. Since the vehicle is mobile, the expected ambient temperature can be determined in part based on the expected future location and the predicted ambient temperature at that location when the vehicle is expected to arrive. While ambient temperature is intended to be discussed herein and throughout, other environmental conditions (e.g., pressure, wind speed, humidity) are also expected to be available and can be used to facilitate system determination.

[0019] This system and method can determine the battery's duty cycle based on prior knowledge of the duty cycle, sharing this knowledge among other batteries and systems (e.g., energy management systems) that determine or plan the vehicle's journey to improve vehicle efficiency (e.g., reduce fuel consumption and / or battery usage). The system and method can use environmental and duty cycle predictions to regulate the battery, thereby reducing the battery energy required to maintain it within a desired operating temperature range. Power sources for battery regulation include roadside charging stations, onboard power systems (e.g., prime mover engines, electric turbines, or auxiliary generators), energy transfer from other sources (catenches, third rails, etc.), dynamic braking, and energy transfer from the battery itself. In one embodiment, the source can provide thermal energy instead of electrical energy to replace or supplement the regulation process. The heat source can be, for example, the exhaust gas from a fuel cell or internal combustion engine.

[0020] In one example, a vehicle could be parked overnight in a cool garage (ambient temperature 12°C). It's possible to schedule the vehicle to leave the garage in the morning and drive to the summit within one hour in sub-zero temperatures (ambient temperature expected not to exceed -18°C). Then, the vehicle could be scheduled to drive for four hours in cold weather before descending to a lower altitude where the ambient temperature is expected to be 38°C. The desired temperature range for the battery pack is likely between approximately 21°C and approximately 26°C. A pre-conditioning plan can be created based on this information to preheat the battery pack to 29°C 15 minutes before leaving the garage. This plan could specify preheating the battery pack by using electricity from the utility grid to power the heating and / or cooling components, thus conserving the energy stored in the battery pack for later use to power the vehicle and / or its loads. Upon leaving the garage, the ambient temperature drops immediately. This preheating can help maintain the battery pack within the desired temperature range for a longer period and is expected to remain within the desired temperature range during the ascent. During the descent portion of the journey, the program can instruct the use of energy derived from dynamic braking to heat the battery pack to 25°C (e.g., to power heating and / or cooling of the pack). The program can also instruct the final dynamic braking event (and / or other energy) to be used to cool the battery pack (or a radiator thermally connected to the battery pack) to a predetermined temperature. A suitable example temperature could be less than 21°C. Adjustments can be made at lower altitudes before the vehicle ascends and experiences high temperatures.

[0021] Figure 1An example of a battery monitoring system 100 is shown. The monitoring system may be partially or wholly included within the power supply system 102. For example, some components of the monitoring system may be included in the power supply system, and one or more components may be located outside the power supply system. Alternatively, all components of the monitoring system may be included in the power supply system. In the illustrated embodiment, the power supply system is a vehicle. For example, the power supply system may be a rail vehicle (e.g., a locomotive), an automobile, a truck, a bus, an agricultural vehicle, a mining vehicle, etc. Alternatively, the power supply system may be a stationary system. The power supply system includes a battery assembly 104, wherein the battery assembly 104 includes one or more energy storage devices (e.g., battery cells). The battery assembly may store electrical energy, which may be used to power one or more loads of the power supply system. For example, the battery assembly may output potential and / or current to power a propulsion system 106 and / or one or more auxiliary loads 108.

[0022] A propulsion system can be represented by one or more components (e.g., one or more motors) driven to propel a power supply system. Optionally, the propulsion system may include an engine and / or an alternator or generator, which operates to individually supply electrical energy to a powered load of the power supply system (e.g., an electric motor). The battery assembly and the engine may operate at different times and / or simultaneously to power the motor driving the power supply system. Auxiliary loads may be powered by the battery assembly and / or the propulsion system to perform tasks that do not propel the power supply system. For example, auxiliary loads may include display devices, monitoring devices (e.g., sensors), etc.

[0023] An example of an auxiliary load is the heating and / or cooling assembly 110. Figure 1The term "heating / cooling assembly" (as shown) can alter the temperature of battery components, the interior of power supply systems, etc. Heating and / or cooling assemblies can be represented as resistance heating elements, heating blankets, forced air heating systems, heating, ventilation, and air conditioning (HVAC) systems, cooling systems (e.g., using air-cooled or liquid coolants), radiators, Peltier devices, compressed air systems, etc. Hardware components formed in or included in the heating and / or cooling assembly can be adjusted according to the season. For example, during colder seasons (e.g., winter and / or early spring), heat blankets or heating pads can be placed above, around, or near the battery components, while during warmer seasons (e.g., summer and / or early autumn), additional fans can be added or installed. In embodiments where energy is derived from liquefied natural gas (LNG) systems, regasifiers or other systems that provide heat to cryogenic fluids may be present and can be used in conjunction with the embodiments described herein. Optionally, the heating and / or cooling assembly may include one or more conduits or other heat conductors (e.g., radiators) that transfer heat from the propulsion system (e.g., an engine) to the battery assembly to heat the battery assembly according to a temperature pre-regulation scheme, as described herein. The heating and / or cooling assembly may include a cooling circuit of the propulsion system operable to cool the battery assembly. For example, the heating and / or cooling assembly may include one or more conduits through which coolant (e.g., water, antifreeze, etc.) draws heat from the battery assembly and cools it. Optionally, the heating and / or cooling assembly may be a heat storage body, such as a radiator, that draws or conducts heat away from the battery assembly to cool it. The heating and / or cooling assembly may heat or cool the battery assembly, and / or may heat or cool a radiator thermally connected to the battery assembly to heat or cool the battery assembly.

[0024] In the example shown, the power supply system includes a collection device 112 that can conduct or otherwise receive current from external or off-board power sources. In one example, the collection device may be a pantograph receiving current from a live catenary. In another example, the collection device may be a conductive shoe or brush receiving current from a live rail. Alternatively, the collection device may be a conductive coil that receives energy wirelessly via induction. In yet another example, the collection device may be a connector, cable, etc., that can be inserted into a current source (e.g., a cable that can be coupled to a socket in a public power grid).

[0025] The power supply system may include a controller 114, which represents hardware circuitry having and / or being connected to one or more processors (e.g., one or more microprocessors, one or more integrated circuits, one or more field-programmable gate arrays, etc.) that controls the operation of the monitoring system and / or power supply system as described herein. The controller may generate control signals and send them to components of the power supply system and / or monitoring system to control the operation of those components.

[0026] Communication device 116 represents receiving, transmitting, and / or transceiver circuitry that can communicate with one or more devices located outside the power supply system or off-vehicle. For example, communication device may represent or include one or more antennas 118, modems, etc. Communication device may be used by the controller and / or other components of the power supply system and / or monitoring system for wireless communication with locations outside the vehicle.

[0027] Optionally, the energy management system 120 ( Figure 1 The “EMS” (as shown) may be included in the power supply system and / or monitoring system. The energy management system may represent hardware circuitry including one or more processors and / or connected to one or more processors. This circuitry and / or processor may be the same as or separate from the circuitry and / or processor of the controller (e.g., circuitry and / or processor other than the controller's circuitry and / or processor). The energy management system determines an operational plan for the power supply system to achieve one or more objectives within specified constraints. In one example, the energy management system may determine a trip plan that specifies the operational settings for the vehicle at different locations, times, distances, etc., of the upcoming trip. These operational settings allow the vehicle to travel within constraints (e.g., speed limits, forces applied to the vehicle and / or the route, maintaining a safe distance from other vehicles or objects, etc.) while driving forward to achieve objectives (e.g., reducing fuel consumption, battery energy consumption, emissions generation, etc.). Operational settings may include throttle settings, braking settings, speed, etc.

[0028] Optionally, the power supply system may include a braking system 122. The braking system may be represented as a friction brake, an air brake, a dynamic brake (e.g., one or more traction motors of a propulsion system can also generate braking force through dynamic braking), etc. Optionally, the power supply system may include input and / or output devices 124 (…). Figure 1 The “I / O device” shown refers to an device that receives input from the operator and / or presents information to the operator. Input and / or output devices can be represented as electronic displays, touch screens, keyboards, microphones, speakers, etc.

[0029] Figure 2 A flowchart illustrating an example of a method 200 for monitoring and / or controlling the temperature regulation of a battery assembly is shown; this method may represent an operation performed by a monitoring system (e.g., a controller) to pre-regulate the temperature of the battery assembly. This can improve the operation of the battery assembly and / or extend its lifespan compared to operating the power supply system without pre-regulating the temperature of the battery assembly.

[0030] In step 202, the predicted ambient temperature at the upcoming time and / or upcoming location is determined. The predicted ambient temperature can be the temperature at a future time and / or location that the power supply system has not yet reached but is planning to reach. For example, the predicted ambient temperature could be the expected temperature at the location where the power supply system is planned to travel, the current location of the power supply system, the place the power supply system is moving towards, etc. The predicted ambient temperature can be a predicted temperature, a temperature determined based on one or more previous temperature measurements at the upcoming location, etc. The predicted ambient temperature can be obtained from a meteorological service agency (e.g., the National Weather Service). The predicted ambient temperature at the upcoming location or time can include a single predicted temperature or can include a range of predicted ambient temperatures. For example, the predicted ambient temperature at the upcoming location and time could be 22°C, or it could be a temperature range including 20°C to 24°C.

[0031] Predicting ambient temperature can be based on a season of the calendar year. During this period, the power supply system will be in the location it is approaching. For example, if a vehicle is traveling towards a location in the summer, the predicted ambient temperature during this period may be higher than if the vehicle were traveling towards the same location in the winter. Predicting ambient temperature can also be based on the geographical location of the approaching location. For example, if the power supply system is located near or surrounded by a large body of water, the predicted ambient temperature may be lower than if the power supply system were far from the water.

[0032] Predicted ambient temperature can be based on previous temperature distributions from one or more previous dates. For example, the predicted ambient temperature can be the average or median temperature calculated from multiple previous temperature measurements of the location (same season, month, etc.). Alternatively, the predicted ambient temperature can be determined based on the altitude of the upcoming location. For example, it can be predicted that locations at higher altitudes will be cooler than locations at lower altitudes. The predicted ambient temperature can be determined based on the upcoming location (urban or rural area). It can be determined that the temperature at the upcoming location in an urban area will be higher than if the location were in a rural area. The predicted ambient temperature can be determined based on whether the upcoming location is in an airflow-restricted area. An airflow-restricted area can be a location or a group of locations that are at least partially enclosed (e.g., tunnels, valleys, buildings).

[0033] Since the temperature, though not yet measured, has been determined through calculation or otherwise, it is predictable. The predicted ambient temperature can be determined based on the vehicle's or another vehicle's journey to or from one or more upcoming or nearby locations within a threshold distance of the vehicle's planned journey.

[0034] In some cases, predicted ambient temperature can be determined based on one or more temperature measurements. Sensors can be placed in different locations and measure the ambient temperature in these areas. These sensors can report the measured temperatures to a controller, which can then determine the ambient temperature at the point where the power supply system will arrive.

[0035] Figure 3 An example of a transportation network 300 is shown. The transportation network may include several interconnected routes 302 (e.g., routes 302A-C), such as tracks, roads, paths, etc. A power supply system may travel within and / or through the transportation network along the routes. As described above, multiple temperature sensors 304 (e.g., sensors 304A-F) may be located at different locations within the transportation network. Some of these sensors 304A-F may be roadside sensors because they are fixed. Optionally, one or more other vehicles 306 include temperature sensors 304F. This type of temperature sensor can be a mobile sensor because it moves with the vehicle. Roadside and / or mobile sensors may transmit the measured ambient temperature to the controller (directly or indirectly via one or more other devices and / or systems (e.g., beacons, wireless repeaters, buildings or facilities 310, charging stations 312)). For example, the temperature sensor may include or be connected to another communication device to transmit the measured ambient temperature. Buildings or facilities can refer to dispatchers, railway stations, parking garages or parking lots, other types of garages, maintenance stations, weather stations (such as observation posts for observing weather conditions), etc.

[0036] The controller can receive measured temperatures from one or more sensors located at or near the location where the power supply system is about to arrive, and can predict the upcoming temperature at that location. For example, if the power supply system is moving towards or planned to be moved by sensor 304C, the controller can check the temperature measured by sensor 304C. The controller can determine the time required for the power supply system to reach location 312 at or near sensor 304C, the time of year when the vehicle will arrive at that location, the time of day when the vehicle will arrive at that location, the altitude of the location, whether the location is in an air-restricted area, whether the location is in an urban or rural environment, etc. The controller can determine the predicted ambient temperature based on one or more of these factors. For example, if the ambient temperature measured by sensor 304C is measured in the early morning, but the power supply system does not arrive at the location until the afternoon, the controller can increase the measured ambient temperature to determine the predicted ambient temperature. In another example, if the ambient temperature measured by sensor 304C is measured during clear weather, but the power supply system does not arrive at the location until when there is a possibility of snow or rain, the controller can decrease the measured ambient temperature to determine the predicted ambient temperature.

[0037] Return to Figure 2 The method described herein, in step 204, determines the duty cycle of the battery pack in the power supply system. This duty cycle can be expressed as the time during which the battery pack releases potential energy or current to one or more loads. For example, the duty cycle can indicate the time and / or location when the battery pack in the power supply system is discharging, the time and / or location when the battery pack in the power supply system is not discharging, and / or the time and / or location when the battery pack in the power supply system is charging. The duty cycle can specify that the battery pack releases energy for the first 30 minutes, then does not release energy for the next hour, then releases energy for the next 45 minutes, then charges with energy from a charging station for the next 90 minutes, etc. The duty cycle can be determined for periods of movement of the power supply system (e.g., as a vehicle), periods of stationary operation of the power supply system (e.g., as a vehicle), and / or operation of a stationary power supply system.

[0038] The controller can determine a duty cycle to achieve one or more objectives when the operation of the battery assembly and / or power supply system is subject to one or more constraints. The controller can determine the duty cycle based on the state of charge of the battery assembly, one or more upcoming opportunities to charge the battery assembly, and / or one or more upcoming needs to release the energy stored in the battery assembly. For example, upcoming opportunities to charge the battery assembly may include upcoming time periods where the power supply system is scheduled or planned to be in a location or state that generates or receives electrical energy to charge the battery assembly. These opportunities may include times and / or locations where the power supply system is located at charging stations (e.g., wireless or wired charging stations) in the transportation network: along a charged suspension chain 314 (e.g., ...). Figure 3 (As shown) it is traveling along electrified railway 316, where the energy collection equipment can obtain energy to charge the battery pack; Figure 3 The route (as shown) travels along a section of the road, where the propulsion system can generate current (excess current exceeding the current required to power the loads of the power supply system) to charge the battery pack, and the braking system can generate current (e.g., through dynamic braking) to charge the battery pack, etc. The upcoming need to release the energy stored in the battery pack may include: an upcoming time period and / or location requiring energy from the battery pack to power the propulsion system to propel the power supply system; an upcoming time period and / or location requiring energy from the battery pack to power heating and / or cooling components to heat or cool the battery pack; and / or an upcoming time period and / or location requiring energy from the battery pack to power one or more other loads of the power supply system.

[0039] In step 206, a temperature pre-conditioning plan for the battery assembly is determined. The temperature pre-conditioning plan may include the upcoming time and / or location of the power supply system where the battery assembly will be heated or cooled (e.g., by heating and / or cooling the assembly). The plan may heat and / or cool the battery assembly to maintain it within a specified temperature range. Optionally, the plan may heat and / or cool the battery assembly to reduce temperature deviations of the battery assembly outside the specified temperature range.

[0040] The pre-conditioning plan may include conditioning time and / or conditioning location during which the battery assembly is heated or cooled prior to one or more upcoming times or locations where the predicted ambient temperature is expected. The temperature pre-conditioning plan may be determined by the controller to maintain the battery assembly temperature within a desired temperature range during travel to or through one or more upcoming locations and / or during upcoming times (e.g., when the power supply is stationary), and during operation of the power supply system.

[0041] Pre-conditioning plans can be created and / or modified based on the battery module's duty cycle. For example, if the battery module's duty cycle is decreasing, the pre-conditioning plan may instruct the controller to control heating and / or cooling components to preheat the battery module before the duty cycle decreases. The duty cycle can be pre-planned or scheduled, and the pre-conditioning plan may include the time period for heating and / or cooling components to heat the battery module before the duty cycle decreases (where heating terminates at the start of the duty cycle decrease or after the start of the decrease). In another example, the duty cycle may not be pre-planned or scheduled, but the controller can modify the plan to include heating the battery module in response to a decrease in the battery module's duty cycle. When the battery discharge frequency is low or less frequent, the battery module's duty cycle may be reduced.

[0042] The planned adjustment time and / or location can achieve a continuous temperature profile for the battery module. A continuous profile can include continuous changes in the battery module temperature. Alternatively, the profile can be discontinuous, but may include one or more temperature abrupt changes and / or temperature pauses.

[0043] The pre-conditioning plan can specify the energy source for heating or cooling the battery assembly. For example, the plan can instruct the propulsion system to generate current to power the heating and / or cooling assembly at a planned first time and / or a planned first location to heat or cool the battery assembly; instruct the heating and / or cooling assembly to heat or cool the battery assembly at a planned second time and / or a planned second location; instruct another load (e.g., an electric heating blanket) to heat the battery assembly at a planned third time and / or a planned third location; instruct a roadside charging device to power the heating and / or cooling assembly at a planned fourth time and / or location; and instruct the heating and / or cooling assembly to be powered by a catenary or electrified rail at a planned fifth time and / or location, etc.

[0044] The controller can create or modify pre-tuning plans to instruct which of the different energy sources to use to power the heating and / or cooling components. In this way, the battery components can be heated or cooled at different times and / or locations based on several factors. These factors can include availability, system impact, weighting associated with different energy sources, and / or cost, etc. For example, during the time and / or segment of the vehicle's upcoming journey, where charging stations are unavailable or few are available, battery component usage can be given a lower weight than the propulsion system. During other times and / or segments of the upcoming journey, the battery components can be given a greater weight than the propulsion system (e.g., during segments where fuel on the vehicle may be scarce or less available). In other words, in areas with abundant off-board energy or braking energy feedback, the controller can draw more power from the battery components, while in areas with scarce charging opportunities, the controller can more cautiously deplete the battery component's reserves and offset this depletion by running the fuel engine to provide propulsion.

[0045] In another example, the controller may draw power from the battery assembly because the cost of that power is lower than that drawn from the propulsion system. This may occur during times and / or periods of the journey when charging the battery assembly is less expensive than using the propulsion system's fuel engine. In other embodiments, the controller selectively selects the battery assembly on the propulsion system to draw power from based on other factors. These other factors may include the availability of charging stations, catenaries, and / or energized tracks available for charging the battery assembly, and / or dynamic braking available to provide energy (e.g., during downhill sections of the journey).

[0046] The controller can select which power source to use to power the thermal management system, referred to as the heating and / or cooling components. The thermal management system can heat or cool the battery assembly, which draws power from a source at least in part based on various factors. In one embodiment, the controller selects a source with lower cost and / or higher weighting to ensure that a pre-conditioning plan instructs a more efficient source to power the heating and / or cooling components to heat or cool the battery assembly throughout the entire power supply cycle or operation of the system.

[0047] In one embodiment, the temperature pre-conditioning plan includes the controller instructing heating and / or cooling components to use energy from a non-vehicle or external energy source to heat or cool the battery components. The non-vehicle or external energy source can be an energy source not located within the power supply system (e.g., a roadside charging station, a catenary, or an electrified track). For a vehicle's power supply system, if the delay in vehicle movement is not too long, the pre-conditioning plan can instruct the controller to use the non-vehicle energy source to heat or cool the battery components. For example, when the vehicle stops at a charging station, the plan can instruct the non-vehicle power source to supply power to the heating and / or cooling components to heat or cool the battery components, provided the vehicle stopping time delay is less than a threshold delay. This threshold delay can be short enough to ensure that the vehicle does not miss one or more previously scheduled stops and / or arrives at its intended destination later than a previously scheduled time.

[0048] Optionally, when the vehicle stops at a charging station, the program may instruct a non-vehicle power source to supply power to the heating and / or cooling components to heat or cool the battery components, provided that the time delay of the vehicle stopping or the economic cost of that time is less than a threshold cost. Some vehicles may be contractually obligated to transport goods or passengers, so the economic cost may further include penalties for transporting goods or passengers later than the contractually agreed time. If the economic loss from delaying vehicle movement to supply power to the heating and / or cooling components to heat or cool the battery components is less than the threshold cost, the program may instruct the controller to allow the vehicle to stop and supply power to the heating and / or cooling components from the roadside charging station. Otherwise, the program may instruct the controller to keep the vehicle moving instead of stopping to supply power to the heating and / or cooling components from the current drawn from the roadside charging station.

[0049] Provided that a non-vehicle power source is available within a certain distance, this plan can instruct the non-vehicle power source to supply power to the heating and / or cooling components to heat or cool the battery pack while the vehicle is moving. Catenaries, electrified tracks, wireless charging stations, etc., can provide power to the vehicle and its heating and / or cooling components while the vehicle is moving within a certain distance, as these extend along different lengths of the route. Roadside charging stations located at a specific point and not extending to the length of the route are not available within a certain distance. If a non-vehicle power source is unavailable within a certain distance, the plan can instruct the controller not to stop the vehicle and to draw energy from the non-vehicle power source to power the heating and / or cooling components.

[0050] Pre-conditioning plans may prioritize the use of current or potential supplied from sources other than the battery assembly. A pre-conditioning plan may instruct the controller to direct current or potential to heating and / or cooling components (e.g., using one or more switches) before directing it to the battery assembly. For example, the plan may direct current from the propulsion system or off-board power to power the heating and / or cooling components to first heat or cool the battery assembly before charging it.

[0051] A pre-conditioning plan can instruct fewer than all battery modules to be heated or cooled at different times and / or locations. The pre-conditioning plan may include instructions to heat or cool the first string of battery cells in a battery module, rather than instructions to heat or cool different second strings of battery cells in the same battery module. Different battery strings can be heated or cooled at different times according to the plan. For example, the plan may instruct the heating and / or cooling components to cool the first string of battery cells in the battery module to a greater degree than the second string of battery cells in the battery module, and to make the second string of battery cells used to power the vehicle before the first string of battery cells. This pre-conditions the cooler first string of battery cells for subsequent heating due to increased ambient temperature, while the warmer second string of batteries is used first to power the load and / or propulsion system. The selection of which batteries are heated or cooled (more and / or before others) can be based on the usage of the battery cells (e.g., which batteries have been used more, which batteries have been used for longer, which batteries will power the load before others, etc.), the chemistry of the battery cells, and / or the location of the battery cells within the battery module. For example, some batteries can be located near the outlet or output of heating and / or cooling components and can be heated or cooled more easily than other batteries.

[0052] The pre-conditioning plan can optionally instruct the heating and / or cooling of the battery assembly through its operation. For example, the plan could instruct the controller to use passive balancing between different cells or cell strings within the battery assembly to control the discharge current of the battery assembly. This passive balancing can increase the temperature of the battery assembly. The plan could instruct the use of passive balancing to heat the battery assembly before a predicted drop in ambient temperature and / or before a planned or anticipated increase in the battery assembly's duty cycle. Conversely, the plan could instruct the cessation of passive balancing to avoid heating the battery assembly. Ceasing the use of passive balancing reduces the heat generated by the battery assembly and allows the battery assembly to be cooled before a predicted rise in ambient temperature and / or before a planned or anticipated decrease in the battery assembly's duty cycle.

[0053] A pre-conditioning plan can instruct different times for heating or cooling the battery module based on the expected time to heat or cool it to a specified or desired temperature. The plan can instruct the heating or cooling of the battery module to begin earlier when more heating or cooling is required (e.g., due to a more extreme predicted ambient temperature) and later when less heating or cooling is required (e.g., due to a predicted ambient temperature closer to the battery module's current temperature). The expected time for heating or cooling the battery module can be based on a default or measured rate at which the battery module can be heated or cooled due to the chemical properties of the cells within it. Optionally, this rate can be based on the heating and / or cooling capabilities of the heating and / or cooling components. For example, some heating and / or cooling components can heat or cool the battery module faster than others. The plan can instruct a faster start to heating or cooling of the battery module compared to components that heat or cool more slowly than others.

[0054] Preconditioning plans may include heating or cooling the battery components before starting the power supply system or its load. For example, in a cold environment, the plan may instruct the battery components to be heated before starting the power supply system to begin the day's operation (e.g., using energy from the utility grid (e.g., by heating the battery components with an electric blanket)).

[0055] In one embodiment, because the pre-conditioning plan is at least in part based on a predicted ambient temperature (which is also determined based on one or more other factors or information, such as the battery module's duty cycle, the available energy for powering the heating and / or cooling components), the actual ambient temperature may differ from the predicted ambient temperature. For example, a rise or fall in the predicted ambient temperature may not actually occur. To prevent or reduce wasted or unnecessary heating or cooling of the battery module when the ambient temperature is less warm or cold than the predicted ambient temperature, the predicted ambient temperature used in this plan may be determined to prevent the battery module temperature under "worst-case" conditions. Specifically, this may involve the plan changing or determining the predicted ambient temperature to prevent the battery module from reaching a specified temperature associated with battery module performance degradation (e.g., the "worst-case" predicted ambient temperature). For example, if the predicted ambient temperature includes a temperature range where the lower end is the freezing point but the rest of the range is above the freezing point, the plan may determine the predicted ambient temperature to be the temperature within the range that prevents the battery module from reaching the freezing point (even if some or most of the temperatures within the predicted ambient temperature range are above the freezing point).

[0056] Optionally, the program can determine or modify the predicted ambient temperature based on the range of possible or predicted ambient temperatures. For example, the program can be created or modified (e.g., by a controller) to use the average or median value of the temperature within the predicted ambient temperature range (as the predicted ambient temperature for the upcoming location and / or time).

[0057] Optionally, the plan can determine or modify the predicted ambient temperature based on the difference between the current temperature of the battery assembly and the predicted ambient temperature. The plan can be created or modified (e.g., by a controller) to determine the predicted ambient temperature at an upcoming location and / or time as an average, median, midpoint, etc., between the current battery assembly temperature and previous predicted ambient temperatures at that location and / or time. For example, at an upcoming time, the ambient temperature at a location predicted by a meteorological department might be 4°C. The current temperature of the battery assembly might be 20°C. The plan can be created or modified to correlate the predicted ambient temperature at the upcoming location and time with 12°C (e.g., a midpoint between 4 and 20°C). As described herein, this predicted ambient temperature can be used to determine whether and when to heat the battery assembly.

[0058] Predicted ambient temperature can be calculated based on a weighted average of predicted temperatures. For example, predicted weather conditions (e.g., temperature) can be based on different inputs or factors, and can differ from weather conditions from different sources (e.g., different sensors and / or weather forecast services). The predicted ambient temperature for an upcoming location at an upcoming time can be calculated as the average of different temperatures from different inputs (e.g., different sensors, different weather services, temperatures previously measured at the same time of day and / or the same time of year, etc.). Temperatures from different inputs can be associated with different weights (e.g., coefficients). For example, the weight of a predicted temperature from a meteorological department or weather station may be higher than the weight of a previously measured temperature, but lower than the weight of a currently measured temperature for the upcoming location. The predicted ambient temperature for that location can be calculated by adding a first product (the product of the meteorological service - predicted temperature and a first coefficient) to a second product (the product of the previously measured temperature and a second coefficient) to a third product (the product of the currently measured temperature and a third coefficient), and then dividing the sum of these three products by 3. The first coefficient can have a maximum value (e.g., maximum weight), the second coefficient can have a minimum value (e.g., minimum weight), and the third coefficient can have a value between the first and second coefficients.

[0059] In step 208, the temperature of the battery assembly is changed according to a pre-adjustment plan. For example, according to this plan, the battery assembly may be heated and / or cooled by heating and / or cooling components. The plan may instruct the heating or cooling of the battery assembly to maintain its temperature within a specified or desired temperature range during operation or relocation of the power supply system. Optionally, the plan may instruct the heating or cooling of the battery assembly to reduce any deviation of its temperature from the specified or desired temperature range during operation or relocation of the power supply system.

[0060] In one embodiment, the temperature of the battery assembly can be determined and compared to a pre-regulated temperature to determine whether to heat or cool the battery assembly, thereby ensuring that the battery assembly temperature follows the plan or remains within a specified acceptable temperature range. The temperature of the battery assembly can be measured by one or more temperature sensors. Optionally, the temperature of the battery assembly can be determined by calculating or identifying the average, median, maximum, or minimum of several measured temperatures of the battery assembly. In another example, the temperature of the battery assembly can be estimated based on other measurements. For example, the temperature of the battery assembly casing, connectors, coolant flowing through the battery assembly, etc., can be determined. The battery assembly temperature can be estimated based on the measurement results. For example, the battery assembly can be estimated to be a value higher than the measured temperature by a specified amount. In another example, the resistance or current conducted into or out of the battery assembly, or conducted through joints or connectors connected to the battery assembly, can be measured and used to estimate the battery assembly temperature. A higher resistance or current can be estimated for a higher temperature, and a lower resistance or current can be estimated for a lower temperature.

[0061] In step 210, the battery assembly supplies power to one or more loads of the power supply system. Heating and / or cooling components may heat or cool the battery assembly according to a temperature pre-regulation plan before and / or during operation (e.g., moving or stationary operation of the power supply system) to improve the performance and lifespan of the battery assembly.

[0062] Optionally, the method may include modifying or rescheduling the temperature pre-conditioning plan. One or more factors used to create the plan may change after the plan is created. For example, the duty cycle of the battery components may change, the predicted ambient temperature may change, the cost of using one or more energy sources may change, etc. The method may include modifying the plan after its creation, taking into account one or more of these changes.

[0063] This plan can be modified and / or rewritten by the operator of the power supply system. The operator can provide inputs to the input and / or output devices to change which power source is used to power the heating and / or cooling components, thereby heating or cooling the battery pack. For example, the plan could instruct the propulsion system to supply current to the heating and / or cooling system to heat or cool the battery pack. However, the operator can also provide inputs to cause the battery pack to power the heating and / or cooling components to heat or cool the battery pack. The controller can provide the operator with cost information for making this overclocking decision, such as how much less energy will be available from the battery pack to power the propulsion system and / or other loads if the battery pack is used to power the heating and / or cooling components. The input and / or output devices can display or audibly present information informing the operator which power source is currently being used and / or will be used to power the heating and / or cooling components to heat or cool the battery pack. This information can help the operator decide whether to adopt the overclocking plan or allow the use of the energy determined by the plan to power the heating and / or cooling system.

[0064] Figure 4 An example of the battery assembly temperature 400 without heating or cooling the battery assembly according to a temperature pre-conditioning plan is shown; and the battery assembly temperature is shown along a horizontal axis 402 representing time and a vertical axis 404 representing temperature. Optionally, the horizontal axis may represent different locations during the power supply system's journey. Figure 4 The diagram also shows ambient temperatures 406 associated with different times or locations. These ambient temperatures can be used to predict ambient temperatures as mentioned above. Figure 4 The expected or specified temperature range 408 is shown. This temperature range can represent the ideal operating temperature of the battery pack to improve battery pack operation (e.g., faster charging speed, more energy storage, etc.) and / or increase battery pack life.

[0065] The ambient temperature initially remains very cool until around the 8th or 9th hour. During this period, the battery temperature simultaneously decreases and falls below the lower end of the desired temperature range. Therefore, the battery module's lifespan and / or operation may be reduced relative to the temperature of the battery module maintained within the desired temperature range. The ambient temperature then rises rapidly and remains elevated during the period from the 9th to the 13th hour. Figure 4 As shown, this increase in heat can also raise the temperature of the battery module to, reach, and exceed the desired temperature range. Then, the ambient temperature decreases again, causing the temperature of the battery module to drop back to and fall below the desired temperature range.

[0066] As shown in the figure, Figure 4During the time period shown, a significant portion of the battery module's temperature was outside the expected range. Changes in ambient temperature causing the battery module to operate outside the expected range degrade its performance and lifespan.

[0067] Conversely, preheating and / or precooling the battery modules based on the operating cycle and / or predicted ambient temperature can increase the time period during which the battery module temperature is maintained within the desired temperature range. Figure 5 Another example is shown where the battery assembly temperature 500 is being heated or cooled according to a temperature pre-regulation plan. The battery assembly temperature is shown along a horizontal axis 402 representing time and a vertical axis 404 representing temperature. Optionally, the horizontal axis could represent different locations during the power supply system's journey. Figure 5 The document also shows an ambient temperature of 406 and a expected or specified temperature range of 408. Figure 5 Availability 502 of electrical energy sources for powering heating and / or cooling components to heat and / or cool battery components according to a temperature pre-regulation plan is also shown. These availability indicators specify the time periods and / or locations during which propulsion systems, roadside chargers, catenaries, electrified tracks, etc., can be used to power heating and / or cooling components to heat or cool battery components (therefore, the battery components do not need to power the heating and / or cooling components). The value of availability 502 at 1.0 along the second vertical axis 504 represents the time periods during which other energy sources (e.g., besides the battery components) can be used to power heating and / or cooling components. The value of availability 502 at 0.0 along the second vertical axis 504 represents the time periods during which other energy sources cannot be used to power heating and / or cooling components.

[0068] The pre-conditioning program allows the controller to instruct the heating and / or cooling components to begin heating the battery pack along the horizontal axis after 5 hours. As shown in the diagram, this prevents the battery pack temperature from dropping below the lower end of a specified temperature range. This is because without this heating, the battery pack temperature would drop. For example, from 5 to 8 hours, the temperature of a battery pack without pre-conditioning ( Figure 4 Below the specified temperature range, far below the pre-adjusted temperature of the battery assembly. Figure 5During an 8-hour period, the controller can instruct another energy source to heat the battery pack. For example, between 5 and 8 hours, the controller can instruct the battery pack to power the heating and / or cooling components to heat the battery pack. However, during the 8-hour period along the horizontal axis, a pre-regulation plan can instruct the controller to control an energy source other than the battery pack to power the heating and / or cooling components to heat the battery pack. This reduces the energy released from the battery pack compared to having the battery pack power the heating and / or cooling components alone. Alternatively, the pre-regulation plan and the controller can instruct other energy sources and the battery pack to power the heating and / or cooling components for periods from 5 to 8 hours.

[0069] Due to the anticipated drop in ambient temperature, the pre-conditioning plan can instruct the battery modules to be heated during this period, up to the 9th hour along the horizontal axis. This reduces the extent to which the battery module temperature falls below a specified temperature range and / or the duration for which the battery module temperature remains below a specified temperature range, up to the 10th hour along the horizontal axis.

[0070] After the 9th hour, the pre-conditioning plan can instruct the battery pack to be cooled when and / or before the predicted or anticipated rise in ambient temperature during the 9th hour. This prevents the battery pack temperature from rising above the upper limit of a specified temperature range, reduces the extent to which the battery pack becomes hotter above the specified temperature range, and / or limits the time the battery pack remains above the specified temperature range. The pre-conditioning plan can also cause the controller to instruct the heating and / or cooling of the battery pack before the predicted ambient temperature drops along the horizontal axis at or after the 25th hour.

[0071] like Figure 4 and Figure 5 The temperature comparison of the battery modules shows that heating and / or cooling the battery modules according to a pre-regulation plan can reduce the number and / or magnitude (e.g., the magnitude) of temperature deviations from the desired temperature range. Compared to battery module temperatures without a pre-regulation plan, battery module temperatures achieved using a pre-regulation plan are maintained within the desired range for a longer period, with smaller temperature increases above the specified range, shorter durations of temperature increases above the specified range, smaller temperature drops below the specified range, and shorter durations of temperature drops below the specified range.

[0072] The specified temperature range can be a fixed temperature range or it can be determined by the controller (e.g., calculated). In one example, the specified temperature range can be determined based on the battery chemistry of the battery assembly. Different battery chemistry components (e.g., the contents of a battery cell, such as materials used for the electrolyte, anode, and cathode) can be associated with different temperature ranges (e.g., in memory). The temperature range used for pre-conditioning can be selected based on the battery chemistry included in the battery assembly. In another example, the temperature range can be a default range or an operator-input range.

[0073] The specified temperature range can be based on the age of the battery module and / or its previous use. For example, as the battery module ages or is used more frequently (e.g., longer duty cycles), the temperature range can decrease. Newer battery modules and / or less frequently used battery modules (e.g., those powering loads) can have a wider temperature range, including more temperature options. The specified temperature range can vary depending on the health condition of the battery module. A battery module that cannot store energy as well as before can have a narrower temperature range for the pre-conditioning plan compared to a battery module that can still store energy as well as before. While a battery module that cannot store the same amount of energy will have its operation limited, temperature conditioning will continue according to the pre-conditioning plan (as described herein) until the battery module can be inspected, repaired, or otherwise serviced.

[0074] The specified temperature range can vary at different times and / or locations. For example, during the initial or early use of the battery assembly, the specified temperature range may be narrower, and then it may become wider as the battery assembly continues to be used (e.g., within the same day). In another example, the specified temperature range can vary with the energy stored in the battery assembly. As the energy (or state of charge) stored in the battery assembly decreases, the specified temperature range may increase accordingly. Since a wider temperature range is acceptable for the battery assembly, this results in less energy being used by the battery assembly to heat or cool it. This can help prevent the battery assembly from releasing energy to heat or cool it, which might otherwise be needed for other purposes (e.g., propelling the power supply system).

[0075] In one embodiment, the battery monitoring system may deploy a local data collection system that can use machine learning to achieve inference-based learning outcomes. The controller of the battery monitoring system can learn from a set of data (including data from various sensors) and make decisions based on that dataset by making data-driven predictions and adapting to the dataset. In this embodiment, machine learning may include performing multiple machine learning tasks, such as supervised learning, unsupervised learning, and reinforcement learning, through a machine learning system. Supervised learning may include presenting a set of example inputs and a desired output to the machine learning system. Unsupervised learning may include learning algorithms that construct their inputs using methods such as pattern detection and / or feature learning. Reinforcement learning may include a machine learning system that performs in a dynamic environment and then provides feedback on correct and incorrect decisions. In this example, machine learning may include multiple other tasks based on the output of the machine learning system. In this example, the task may be a machine learning problem, such as classification, regression, clustering, density estimation, dimensionality reduction, anomaly detection, etc. In this example, machine learning may include a variety of mathematical and statistical techniques. In the examples, many types of machine learning algorithms can include decision tree-based learning, association rule learning, deep learning, artificial neural networks, genetic learning algorithms, inductive logic programming, support vector machines (SVM), Bayesian networks, reinforcement learning, representation learning, rule-based machine learning, sparse dictionary learning, similarity and metric learning, learning classifier systems (LCS), logistic regression, random forests, K-means, gradient boosting, K-nearest neighbors (KNN), prior algorithms, etc. In the embodiments, certain machine learning algorithms can be used (e.g., for solving constrained and unconstrained optimization problems that can be based on natural selection). In one example, the algorithm can be used to solve a mixed integer programming problem, where some components are restricted to integer values. Algorithms and machine learning techniques and systems can be used in computational intelligence systems, computer vision, natural language processing (NLP), recommender systems, reinforcement learning, building graphical models, etc. In one example, machine learning can be used for vehicle performance and behavior analysis, etc.

[0076] In one embodiment, the battery monitoring system may include a policy engine to which one or more strategies can be applied. These strategies may be at least partially based on characteristics of a given device or environmental item. For control strategies, the neural network may receive inputs of a large number of environmental and task-related parameters. These parameters may include identifiers of a determined trip plan for the vehicle group, data from various sensors, and location and / or position data. The neural network can be trained to generate outputs based on these inputs, where the outputs represent actions or sequences of actions that the vehicle group should take to complete the trip plan. During operation in one embodiment, this can be determined by processing the inputs of parameters through the neural network to generate values ​​at the output nodes that specify the action as the desired action. This action may be translated into a signal that causes the vehicle to move. This operation can be implemented using backpropagation, a feedforward process, closed-loop feedback, or open-loop feedback. Alternatively, the controller's machine learning system may use evolutionary strategy techniques instead of backpropagation to tune various parameters of the artificial neural network. The controller may use a neural network architecture with functions that may not be solvable using backpropagation (e.g., non-convex functions). In one embodiment, the neural network has a set of parameters representing the weights of its node connections. Multiple copies of the network are generated, and then the parameters are tuned differently and simulated. Once the outputs of various models are obtained, their performance can be evaluated using a defined success metric. The optimal model is selected, and the vehicle controller executes the program to achieve the expected input data, thus reflecting the best predicted outcome scenario. Furthermore, a success metric can be achieved by combining optimization results, which can be weighted relative to each other.

[0077] In one embodiment, a method includes determining a predicted ambient temperature at one or more of the following: (a) an upcoming time and / or (b) an upcoming location to which the vehicle will travel or pass. The vehicle has one or more loads that are at least partially powered by a battery assembly on the vehicle. The method further includes determining the duty cycle of the vehicle's battery assembly at one or more of the upcoming time and the upcoming location; and determining a temperature pre-regulation plan for the battery assembly based on the predicted ambient temperature and the duty cycle of the battery assembly. The temperature pre-regulation plan includes one or more of the following: adjusting the time for heating or cooling the battery assembly before one or more of the upcoming time and the upcoming location; adjusting the location for heating or cooling the battery assembly before one or more upcoming locations; electrical energy stored in the battery assembly for heating or cooling the battery assembly and not available for powering one or more loads; a first availability of a non-vehicle charging source for charging the battery assembly; and / or a second availability of an on-board power source to provide power for charging the battery assembly.

[0078] The battery module's duty cycle can be determined to reduce the energy stored in the battery module, which is used to heat or cool the battery module, thereby reducing the deviation of the battery module's initial temperature from a desired temperature range relative to the vehicle's travel to or through one or more upcoming locations during different duty cycles of the battery module. The method may also include determining the desired temperature range based on one or more of the following: battery chemistry, battery module age, number of previous duty cycles, battery module health status, and / or available energy storage at a given time. The method may also include maintaining the battery module's initial temperature within the desired temperature range during travel to or through one or more upcoming locations.

[0079] A temperature pre-regulation plan can be defined to maintain a first temperature of the battery pack within a desired temperature range during the stationary operation of the power supply system. The temperature pre-regulation plan can be a continuous pre-regulation plan. The method may also include pre-cooling the battery pack before the vehicle reaches one or more upcoming locations, which have an elevated temperature relative to one or more of the following: a second temperature at the vehicle's current location or a specified battery temperature.

[0080] The method may include preheating the battery assembly before one or more of the following: (1) the vehicle arrives at one or more upcoming locations where the temperature is lower than a second temperature relative to the vehicle's current location, and / or (2) the battery assembly's first temperature drops below a specified battery temperature. The method may include preheating the battery assembly before the battery assembly's duty cycle decreases. The method may include using energy stored in the battery assembly to heat or cool the battery assembly to maintain the battery assembly's first temperature within a desired temperature range. The predicted ambient temperature may be based on one or more of the following: weather forecasts for the period during which the vehicle will be at one or more upcoming locations, a time of day during which the vehicle will be at one or more upcoming locations, a season of a calendar year during which the vehicle will be at one or more upcoming locations, the geographic location of one or more upcoming locations, and / or previous temperature profiles for one or more previous dates.

[0081] Predicted ambient temperature can be based on the altitude of one or more upcoming locations, the determination of one or more upcoming locations within urban or rural areas, and / or the determination of one or more upcoming locations within airflow-restricted areas. Predicted ambient temperature can also be determined based on one or more previous trips by the vehicle or another vehicle to or from one or more upcoming locations or nearby locations within a threshold distance of the vehicle's planned journey. Predicted ambient temperature can be obtained from one or more roadside sensors located at one or more upcoming locations, or from vehicle sensors or weather stations located on another vehicle traveling ahead of the vehicle with a battery pack.

[0082] This method may include using energy derived from a non-vehicle power source while the vehicle is in motion. For example, current may be drawn from a catenary, electrified rail, etc., while the vehicle continues to move to power one or more loads on the vehicle, power heating and / or cooling components, charge battery packs, etc. The method may also include using energy derived from a charging station before reaching one or more upcoming locations, in response to a travel delay associated with using energy derived from a charging station to heat or cool battery packs being less than a threshold delay. For example, the method may include parking the vehicle at a charging station to power heating and / or cooling components (to heat or cool battery packs), the precursor being that the time required to heat or cool battery packs to a specified temperature using a stationary charging station (when the vehicle is stationary) does not exceed a specified time period. This can help ensure that the vehicle does not fall behind schedule while keeping the battery pack temperature within acceptable ranges.

[0083] In response to the fact that the charging station is available for charging within a certain distance range, it can be determined that the time travel delay is less than a threshold delay. For example, if it is a mobile charging station, catenary, energized track, etc., the delay can be less than that required the vehicle to stop to obtain energy from the charging station (because the vehicle can continue to move while obtaining energy from the charging station). The method may also include selecting the charging station as the energy source for thermal management based at least in part on the fact that the economic cost of obtaining energy from the charging station is acceptable or below a threshold cost. The charging station can be one or more of an energized track, an energized catenary, or a wireless charging system.

[0084] The method may also include thermally conditioning the battery pack using energy obtained from a charging station, either preferentially or before charging the battery pack at the charging station. The method may also include using energy obtained from the operation of an engine on the vehicle for thermal management of the battery pack. The method may also include using heat generated by an engine or fuel cell on the vehicle to heat the battery pack. Furthermore, the method may include using a cooling circuit on the vehicle to cool the battery pack. A temperature pre-conditioning plan may use the vehicle as a heat storage body to absorb heat from the battery pack to cool the battery pack. A temperature pre-conditioning plan may use passive balancing to heat the battery pack. Energy stored in a battery pack with a large charge can be dissipated as heat through passive balancing, and this heat can be used to heat the battery pack, keeping its temperature within an acceptable range. The temperature pre-conditioning plan instructs the cessation of passive balancing to avoid heating the battery pack. The temperature pre-conditioning plan may instruct the first string of battery cells in the battery pack to be cooled more thoroughly than the second string of battery cells in the battery pack, and to allow the second string of battery cells to power the vehicle before the first string of battery cells.

[0085] A temperature pre-conditioning plan can instruct one or more first-string battery cells in the battery pack to power the heating or cooling of the battery pack, while one or more second-string battery cells are not used to power the heating or cooling of the battery pack. Based on one or more of the battery cell usage, battery cell chemistry, and battery cell location, the temperature pre-conditioning plan can instruct the heating or cooling of one or more first-string battery cells in the battery pack, but not the heating or cooling of one or more second-string battery cells in the battery pack. One or more loads include a propulsion system powered by the battery pack to propel the vehicle. One or more loads can include auxiliary loads powered by the battery pack to perform tasks other than propelling the vehicle. A duty cycle and temperature pre-conditioning plan can be determined for the battery pack for vehicle movement. The duty cycle and temperature pre-conditioning plan can be determined when the vehicle is stationary.

[0086] In one embodiment, the system includes one or more processors that can determine the predicted ambient temperature at one or more upcoming locations to which the vehicle will travel. The vehicle has a propulsion system at least partially powered by battery components on the vehicle. The one or more processors can determine the duty cycle of the battery components for the vehicle's upcoming arrival at or passage through one or more upcoming locations, and can determine a temperature pre-conditioning plan for the battery components based on the predicted ambient temperature and the battery components' duty cycle. The temperature pre-conditioning plan includes one or more of the following: (a) adjusting the timing of heating or cooling the battery components before one or more of the upcoming locations and / or (b) adjusting the location of heating or cooling the battery components before one or more of the upcoming locations.

[0087] One or more processors can determine the battery pack's duty cycle to reduce the energy stored in the battery pack, which is used to heat or cool the battery pack, to reduce the deviation of the battery pack's measured temperature from a desired temperature range relative to the vehicle's travel to or through one or more upcoming locations during different duty cycles of the battery pack. One or more processors can determine a temperature pre-conditioning plan to maintain the battery pack's measured temperature within the desired temperature range during travel to or through one or more upcoming locations. One or more processors can determine the desired temperature range based on one or more of the battery pack's battery chemistry, the battery pack's age, or the number of previous duty cycles of the battery pack. One or more processors can determine a temperature pre-conditioning plan to include pre-cooling the battery pack before the vehicle reaches one or more upcoming locations where the temperature is higher than the temperature at the vehicle's current location.

[0088] One or more processors may determine a temperature pre-conditioning plan to include preheating the battery pack before the vehicle reaches one or more upcoming locations where the temperature is lower than the temperature at the vehicle's current location. One or more processors may determine a temperature pre-conditioning plan to include preheating the battery pack before its duty cycle decreases. One or more processors may determine a temperature pre-conditioning plan to reduce the energy stored in the battery pack used to heat or cool the battery pack, thereby reducing the deviation of the battery pack's measured temperature from a desired temperature range relative to when the vehicle travels to or passes one or more upcoming locations without heating or cooling the battery pack.

[0089] One or more processors may determine the predicted ambient temperature based on several factors, including: weather forecasts for the period during which the vehicle will be at one or more upcoming locations; a specific time of day during which the vehicle will be at one or more upcoming locations; a specific season of a calendar year during which the vehicle will be at one or more upcoming locations; or the geographical location of one or more upcoming locations. One or more processors may also determine the predicted ambient temperature based on several factors, including: the altitude of one or more upcoming locations; whether the one or more upcoming locations are located in an urban or rural area; or whether the one or more upcoming locations are located within an airflow-restricted area.

[0090] One or more processors may determine a predicted ambient temperature based on one or more previous journeys of the vehicle or another vehicle to or past one or more upcoming locations. The one or more processors may determine the predicted ambient temperature from one or more roadside sensors located at the one or more upcoming locations, or from vehicle sensors or weather stations located on another vehicle traveling ahead of the vehicle with the battery pack. The one or more processors may determine a temperature pre-conditioning plan to use energy obtained from the roadside charging station to heat or cool the battery pack when the vehicle stops at the roadside charging station before reaching the one or more upcoming locations.

[0091] One or more processors can determine a temperature pre-conditioning plan to instruct the use of energy obtained from a roadside charging station to heat or cool the battery pack before charging the battery pack at the roadside charging station. One or more processors can determine a temperature pre-conditioning plan to instruct the use of energy obtained from the operation of the engine on the vehicle to heat or cool the battery pack. One or more processors can determine a temperature pre-conditioning plan to instruct the use of heat generated by the engine on the vehicle to heat the battery pack.

[0092] One or more processors can determine a temperature pre-conditioning plan to instruct the use of the vehicle's engine cooling circuit to cool the battery pack. One or more processors can determine a temperature pre-conditioning plan to use the vehicle as a heat storage medium to absorb heat from the battery pack to cool it. One or more processors can determine a temperature pre-conditioning plan to instruct the use of passive balancing to heat the battery pack. One or more processors can determine a temperature pre-conditioning plan to instruct the cessation of passive balancing, thereby avoiding heating the battery pack.

[0093] One or more processors can determine a temperature pre-conditioning plan to indicate that the first string of battery cells in the battery assembly is cooled to a higher degree than the second string of battery cells in the battery assembly, and the second string of battery cells is used to power the vehicle before the first string of battery cells.

[0094] In one embodiment, a method includes determining an upcoming predicted ambient temperature for a vehicle. The vehicle has a propulsion system at least partially powered by an onboard battery assembly, and a temperature pre-conditioning plan for the battery assembly is determined based on the predicted ambient temperature. The temperature pre-conditioning plan instructs heating and / or cooling of the battery assembly to reduce any deviation of the measured temperature of the battery assembly from a desired temperature range compared to an unheated or uncooled battery assembly.

[0095] A temperature pre-conditioning plan can be determined based on the costs associated with using different power sources to heat or cool the battery components. The temperature pre-conditioning plan can be determined based on the power sources available to provide electrical energy for heating or cooling the battery components. The temperature pre-conditioning plan can also be determined based on the expected amount of time for heating or cooling the battery components. The temperature pre-conditioning plan can be modified after heating or cooling of the battery components has begun according to it.

[0096] The method may also include modifications to or over-temperature pre-regulation plans based on operator input.

[0097] In one embodiment, a method includes thermally conditioning a battery assembly prior to a determined upcoming time or before the battery assembly arrives at an upcoming location, and selecting a power source for thermal conditioning. In one embodiment, a system includes a controller having one or more processors that can thermally condition the temperature of the battery assembly. The controller can also select a power source for conditioning the battery assembly temperature, the time at which thermal conditioning occurs, or both the power source and the time of thermal conditioning.

[0098] Thermal conditioning can be based at least in part on two factors: 1) the predicted or measured ambient temperature at a determined location, and 2) the actual or expected duty cycle of the battery assembly before or while it is at the determined location. In one embodiment, the heat immersion value is determined by taking into account system mass and the environment. A low-mass system made of aluminum can achieve the predetermined pre-conditioning temperature more quickly. However, its heat retention time may be shorter than that of a high-mass system made of, for example, steel or plastic.

[0099] In one embodiment, thermal deviations of the battery system outside a defined operating range (potentially an optimized operating range) can be monitored and recorded. The frequency, duration, and severity of the deviations can be monitored and recorded (alone or in combination). This catalog of stress events for the battery (or its components—strings, modules, cells) can be used to control vehicle performance, maintenance planning, and / or to determine the health status of the battery system.

[0100] Unless the context explicitly specifies otherwise, the singular form also includes the plural form. "Optional" or "optionally" means that an event or situation subsequently described may or may not occur; such a description may include both the possibility that the event occurs and the possibility that it does not. Approximate terms used throughout the specification and claims may be used to modify any quantitative expressions that allow for change without altering their associated essential function. Therefore, a value modified by one or more terms (e.g., "approximately," "substantially," and "approximately") may not be limited to the specified precise value. At least in some cases, the approximate language may correspond to the precision of the instrument used to measure the value. Scope limitations may be combined and / or interchanged herein and throughout the specification and claims, and unless otherwise indicated by the context or text, such scope may be identified and include all subscopes contained herein.

[0101] This written description uses examples to disclose embodiments and to enable those skilled in the art to practice these embodiments (including making and using any device or system and performing any incorporated methods). The claims define the patentable scope of this disclosure and include other examples that may occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements that do not substantially differ from the literal language of the claims.

Claims

1. A battery management method, comprising: Determine the adjustment time or adjustment position for thermal conditioning of the battery assembly, wherein the determination of the adjustment time or adjustment position is made before either a) or b) the time when the battery assembly will release energy to power one or more loads, or the time when the battery assembly reaches the time when it will release energy to power one or more loads. A first power source is selected for thermally regulating the battery assembly at the regulation time or the regulation position, wherein the first power source is selected from the plurality of different power sources based at least in part on the respective availability of the plurality of different power sources to change the temperature of the battery assembly at the regulation time or the regulation position. The battery assembly is thermally regulated using the power from the first power source at the regulation time or the regulation position.

2. A battery management system, comprising: A controller configured to control heating and / or cooling components on a vehicle to thermally regulate the battery pack on the vehicle, the controller being configured to determine a regulation time, wherein the heating and / or cooling components thermally regulate the battery pack before the vehicle reaches an upcoming location to which it is to travel, the controller being configured to determine the regulation time based at least in part on: 1) the predicted or measured ambient temperature at the upcoming location, and 2) the actual or expected duty cycle of the battery pack when the vehicle reaches the upcoming location, and The controller is configured to determine the availability of a plurality of different power sources over time to power the heating and / or cooling components; the controller is configured to select a first power source from the plurality of different power sources to power the heating and / or cooling components to thermally regulate the battery assembly at least in part based on the availability of the first power source during the conditioning time, the availability of the first power source indicating that the first power source is available to change the temperature of the battery assembly during the conditioning time.

3. A battery management method, comprising: Determine the predicted ambient temperature at one or more of the following locations: (a) at multiple upcoming times and (b) at multiple upcoming locations to which the vehicle will travel or pass; The vehicle has one or more loads, which are at least partially powered by battery components on the vehicle. The duty cycle of the vehicle's battery assembly is determined at each of one or more of the plurality of upcoming times and the plurality of upcoming locations; Determine the availability of multiple different power sources over time to power the heating and / or cooling components on the vehicle for thermal regulation of the battery assembly; Based on the predicted ambient temperature, the duty cycle of the battery module, and the availability of the various power sources, a temperature pre-conditioning plan for the battery module is determined, the temperature pre-conditioning plan including one or more of the following: A first adjustment time and a second adjustment time for heating or cooling the battery assembly before one or more of the plurality of upcoming times and the plurality of upcoming locations. The battery assembly is heated or cooled at a first adjustment position and a second adjustment position before one or more of the plurality of upcoming times and the plurality of upcoming positions. Specifically, based on the availability of the plurality of different power sources to change the temperature of the battery assembly, the temperature pre-regulation plan specifies that an external charging source among the plurality of different power sources is selected to power the heating and / or cooling components to change the temperature of the battery assembly at one or more of the first regulation time and the first regulation position, and an on-board power source among the plurality of different power sources is selected to power the heating and / or cooling components to change the temperature of the battery assembly at one or more of the second regulation time and the second regulation position.

4. The method according to claim 3, wherein, The temperature pre-conditioning plan includes pre-cooling the battery assembly before the vehicle arrives at a first upcoming location among the plurality of upcoming locations, the first upcoming location having a first ambient temperature that is higher than the second ambient temperature of the vehicle's current location, and the temperature pre-conditioning plan includes pre-heating the battery assembly before the vehicle arrives at a second upcoming location among the plurality of upcoming locations, the second upcoming location having a third ambient temperature that is lower than the second ambient temperature of the vehicle's current location.

5. The method according to claim 3, wherein, The external charging source is a charging station, and the charging station is included in the temperature pre-conditioning plan in response to one or more of the following: (i) determining that the travel delay associated with the time of using energy obtained from the charging station to heat or cool the battery assembly is less than a threshold delay; (ii) determining that the economic cost of obtaining energy from the charging station is less than a threshold cost.

6. The method according to claim 3, wherein, The external charging source is a charging station, and the temperature pre-conditioning plan stipulates that energy from the charging station is directed to the heating and / or cooling components to thermally condition the battery assembly before the charging station charges the battery assembly.

7. The method according to claim 3, wherein, The on-board power source is one or more of an engine and a fuel cell used to heat the battery assembly.

8. The method according to claim 3, wherein, The temperature pre-conditioning plan instructs the cessation of passive balancing between different battery cells in the battery assembly to avoid heating the battery assembly.

9. The method according to claim 3, further comprising: The charging station is selected as the first power source to change the temperature of the battery assembly, at least in part, based on the economic cost of obtaining energy from the charging station being equal to or less than a threshold cost.

10. The method according to claim 3, wherein the method further comprises: The battery assembly is thermally conditioned using energy obtained from the charging station, either preferentially or before the charging station charges the battery assembly.

11. The method according to claim 3, wherein the method further comprises: Energy obtained from the operation of the engine on the vehicle is used for thermal management of the battery assembly.

12. The method according to claim 11, wherein the method further comprises: The battery assembly is heated using heat generated by the engine or fuel cell on the vehicle.

13. The method according to claim 11, wherein the method further comprises: The battery assembly is cooled using the cooling circuit on the vehicle.

14. The method according to claim 3, wherein, The temperature pre-conditioning plan instructs the cessation of passive balancing to avoid heating the battery assembly.

15. The method according to claim 3, wherein, The temperature pre-conditioning plan indicates that the first string of battery cells in the battery assembly is cooled to a higher degree than the second string of battery cells in the battery assembly, and the second string of battery cells is used to power the vehicle before the first string of battery cells.

16. The method according to claim 3, wherein, The temperature pre-conditioning plan instructs one or more first string cells in the battery assembly to power the heating or cooling of the battery assembly, while one or more second string cells are not used to power the heating or cooling of the battery assembly.

17. The method according to claim 3, wherein, Based on one or more of the use of battery cells in the battery assembly, the chemical composition of the battery cells, and the location of the battery cells, the temperature pre-conditioning plan instructs heating or cooling one or more first string battery cells in the battery assembly, while not heating or cooling one or more second string battery cells in the battery assembly.

18. The method according to claim 3, wherein, The one or more loads include a propulsion system powered by the battery assembly to propel the vehicle.

19. The method according to claim 3, wherein, The one or more loads include auxiliary loads powered by the battery assembly to perform tasks other than propelling the vehicle.

20. The method according to claim 3, wherein, The duty cycle and temperature pre-conditioning plan are determined for the battery assembly for the movement of the vehicle.

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