Battery control system and method based on a derated state of a vehicle

Abstract

A battery system for a vehicle includes: a first positive terminal, a second positive terminal, and a negative terminal; a switch; at least two battery modules, each battery module including at least three strings of battery cells configured to be connected, at different times: in series via a first switch of the switch and to the first positive terminal; in parallel via a second switch of the switch and to the second positive terminal; and disconnected from both the first positive terminal and the second positive terminal; and a switch control module configured to adjust at least one of an upper limit for charging the battery strings and a lower limit for discharging the battery strings based on a derated state of the vehicle.

Description

Technical Field

[0001] This disclosure relates to vehicles, and more particularly to the battery systems of vehicles. Background Technology

[0002] The information provided in this section is for the purpose of presenting the general background of this disclosure. The work of the currently named inventors, to the extent described in this section, and in all aspects of that description which at the time of filing may not be regarded as prior art, is neither expressly nor implicitly considered prior art to this disclosure.

[0003] Some types of vehicles consist solely of an internal combustion engine that generates propulsive torque. Hybrid vehicles include both an internal combustion engine and one or more electric motors. Compared to vehicles using only an internal combustion engine, some types of hybrid vehicles utilize both an electric motor and an internal combustion engine in an attempt to achieve greater fuel efficiency. Furthermore, some types of hybrid vehicles achieve a greater torque output than an internal combustion engine can achieve on its own.

[0004] Some example types of hybrid vehicles include parallel hybrid vehicles, series hybrid vehicles, and other types of hybrid vehicles. In a parallel hybrid vehicle, an electric motor operates in parallel with an engine to combine the power and range advantages of the engine with the efficiency and regenerative braking advantages of the electric motor. In a series hybrid vehicle, the engine drives a generator to produce electricity for the electric motor, which in turn drives a transmission. This allows the electric motor to take on some of the power responsibilities of the engine, which may permit the use of a smaller and potentially more efficient engine. This application applies to electric vehicles, hybrid vehicles, and other types of vehicles. Summary of the Invention

[0005] In one feature, a battery system for a vehicle includes: a first positive terminal, a second positive terminal, and a negative terminal; a switch; at least two battery modules, each of the at least two battery modules including at least three battery cell strings configured to be connected in series to the first positive terminal via a plurality of first switches in the switch; connected in parallel to the second positive terminal via a plurality of second switches in the switch; and disconnected from both the first and second positive terminals at different times; and a switch control module configured to: adjust at least one of (a) an upper limit for charging the battery cell strings and (b) a lower limit for discharging the battery cell strings based on a derating state (DS) of the vehicle; and control the switching of the switch, thereby achieving (a) limiting the discharge of the battery cell strings to the adjusted lower limit and (b) limiting the charging of the battery cell strings to at least one of the adjusted upper limit.

[0006] In a further feature, the switch control module is configured to adjust at least one of (a) an upper limit and (b) a lower limit based on the health status of the battery including the at least two battery modules.

[0007] In a further feature, the switch control module is configured to: when the vehicle's DS is in a first state, adjust at least one of (a) the upper limit and (b) the lower limit by a first amount; and when the vehicle's DS is in a second state, adjust at least one of (a) the upper limit and (b) the lower limit by a second amount, wherein the second amount is greater than the first amount.

[0008] In a further feature, the switch control module is configured to adjust at least one of (a) the upper limit and (b) the lower limit by a third amount when the vehicle's DS is in the third state, wherein the third amount is greater than the second amount.

[0009] In a further feature, the switch control module is configured to: adjust (a) an upper limit for charging the battery string and (b) a lower limit for discharging the battery string, based on the vehicle's DS; and control the switching of the switch, thereby achieving (a) limiting the discharge of the battery string to the adjusted lower limit and (b) limiting the charging of the battery string to the adjusted upper limit.

[0010] In a further feature, the switch control module is further configured to: determine the target state of charge (SOC) of the battery string based on the vehicle's DS; and control the switching of the switch, thereby adjusting the SOC of the battery string toward the target SOC.

[0011] In a further feature, the switch control module is further configured to: determine the order of the battery strings; and control the switching of the switches, thereby adjusting the SOC of the battery strings toward the target SOC in that order.

[0012] In a further feature, the switch control module is configured to determine the order of the battery strings based on the temperature and SOC of the battery strings.

[0013] In a further feature, the switch control module is configured to determine the order of the battery strings based on the health status of the batteries, which include at least two battery modules.

[0014] In a further feature, the switch control module is further configured to: determine the target temperature range of the battery string based on the vehicle's DS; and control the switching of the switch, thereby adjusting the temperature of the battery string toward the target temperature range.

[0015] In a further feature, the switch control module is further configured to: determine the order of the battery strings; and control the switching of the switches, thereby adjusting the temperature of the battery strings toward a target temperature range in that order.

[0016] In a further feature, the switch control module is configured to determine the order of the battery strings based on the temperature and SOC of the battery strings.

[0017] In a further feature, the switch control module is configured to determine the order of the battery strings based on the health status of the batteries, including the at least two battery modules.

[0018] In one feature, a battery system for a vehicle includes: a first positive terminal, a second positive terminal, and a negative terminal; a switch; at least two battery modules, each of the at least two battery modules including at least three battery cell strings configured to be connected in series to the first positive terminal via a plurality of first switches in the switch; connected in parallel to the second positive terminal via a plurality of second switches in the switch; and disconnected from both the first and second positive terminals at different times; and a switch control module configured to: determine a target temperature range and a target state of charge (SOC) of the battery strings based on the vehicle's derating state (DS); determine the order of the battery strings; and control the switching of the switch, thereby adjusting the temperature and SOC of the battery strings toward the target temperature range and the target SOC respectively according to the order of the battery strings.

[0019] In a further feature, the switch control module is configured to determine the order of the battery strings based on the temperature and SOC of the battery strings.

[0020] In a further feature, the switch control module is configured to determine the order of the battery strings based on the health status of the batteries, including the at least two battery modules.

[0021] In a further feature, the switch control module is configured to control the switching of the switch to adjust the temperature of the battery string toward a target temperature range before adjusting the SOC of a battery string toward the target SOC.

[0022] In a further feature, the switch control module is configured to control the switching of the switch to adjust the SOC of the battery string toward the target SOC before adjusting the temperature of the battery string toward the target temperature range.

[0023] In a further feature, the switch control module is configured to control the switching of the switch to adjust the SOC of the battery string toward the target SOC before adjusting the temperature of the battery string toward the target temperature range.

[0024] In one feature, a method for a vehicle includes: adjusting at least one of (a) an upper limit for charging a battery string and (b) a lower limit for discharging a battery string, based on a derating state (DS) of the vehicle, the battery including: a first positive terminal, a second positive terminal, and a negative terminal; a switch; at least two battery modules, wherein each of the at least two battery modules includes at least three battery cell strings configured to at different times: be connected in series to the first positive terminal via a plurality of first switches in the switch; be connected in parallel to the second positive terminal via a plurality of second switches in the switch; and be disconnected from both the first and second positive terminals; and controlling the switching to achieve (a) limiting the discharge of the battery string to the adjusted lower limit and (b) limiting the charging of the battery string to the adjusted upper limit.

[0025] This invention provides the following technical solutions: 1. A battery system for a vehicle, the battery system comprising: First positive terminal, second positive terminal, and negative terminal; switch; At least two battery modules, wherein each of the at least two battery modules comprises at least three battery cell strings, the battery cell strings being configured to operate at different times: The first switches are connected in series and connected to the first positive terminal via a plurality of first switches in the switch; A plurality of second switches in the switch are connected in parallel and connected to the second positive terminal; and Disconnection from both the first positive terminal and the second positive terminal; and The switch control module is constructed as follows: Based on the derating state (DS) of the vehicle, adjust at least one of (a) the upper limit for charging the battery string and (b) the lower limit for discharging the battery string; and Controlling the switching of the switch thereby achieving at least one of (a) limiting the discharge of the battery string to an adjusted lower limit and (b) limiting the charging of the battery string to an adjusted upper limit.

[0026] 2. The battery system according to claim 1, wherein the switch control module is configured to further adjust at least one of (a) the upper limit and (b) the lower limit based on the health state of the battery including the at least two battery modules.

[0027] 3. The battery system according to Scheme 1, wherein the switch control module is configured as follows: When the DS of the vehicle is in a first state, at least one of (a) the upper limit and (b) the lower limit is adjusted by a first amount; and When the DS of the vehicle is in the second state, at least one of (a) the upper limit and (b) the lower limit is adjusted by a second amount. The second quantity is greater than the first quantity.

[0028] 4. The battery system according to Scheme 3, wherein the switch control module is configured to: when the DS of the vehicle is in the third state, adjust at least one of (a) the upper limit and (b) the lower limit by a third amount. The third quantity is greater than the second quantity.

[0029] 5. The battery system according to Scheme 1, wherein the switch control module is configured as follows: Based on the DS of the vehicle, adjust both (a) the upper limit for charging the battery string and (b) the lower limit for discharging the battery string; and Controlling the switching of the switch thereby achieving (a) limiting the discharge of the battery string to an adjusted lower limit and (b) limiting the charging of the battery string to an adjusted upper limit.

[0030] 6. The battery system according to claim 1, wherein the switch control module is further configured as follows: The target state of charge (SOC) of the battery string is determined based on the DS of the vehicle; and The switch is controlled to adjust the SOC of the battery string toward the target SOC.

[0031] 7. The battery system according to claim 6, wherein the switch control module is further configured as follows: Determine the order of the battery strings; and Controlling the switching of the switch thereby adjusts the SOC of the battery string toward the target SOC in the stated sequence.

[0032] 8. The battery system according to claim 7, wherein the switch control module is configured to determine the order of the battery strings based on the temperature and SOC of the battery strings.

[0033] 9. The battery system according to claim 8, wherein the switch control module is configured to further determine the order of the battery string based on the health status of the battery including the at least two battery modules.

[0034] 10. The battery system according to claim 1, wherein the switch control module is further configured to: The target temperature range of the battery string is determined based on the vehicle's DS; and The switch is controlled to adjust the temperature of the battery string toward the target temperature range.

[0035] 11. The battery system according to claim 10, wherein the switch control module is further configured to: Determine the order of the battery strings; and The switch is controlled to turn, thereby adjusting the temperature of the battery string toward the target temperature range in the stated sequence.

[0036] 12. The battery system according to claim 11, wherein the switch control module is configured to determine the order of the battery strings based on the temperature and SOC of the battery strings.

[0037] 13. The battery system according to claim 12, wherein the switch control module is configured to further determine the order of the battery string based on the health status of the battery including the at least two battery modules.

[0038] 14. A battery system for a vehicle, the battery system comprising: First positive terminal, second positive terminal, and negative terminal; switch; At least two battery modules, wherein each of the at least two battery modules comprises at least three battery cell strings, the battery cell strings being configured to operate at different times: The first switches are connected in series and connected to the first positive terminal via a plurality of first switches in the switch; A plurality of second switches in the switch are connected in parallel and connected to the second positive terminal; and Disconnection from both the first positive terminal and the second positive terminal; and The switch control module is constructed as follows: Based on the derating state (DS) of the vehicle, the target temperature range and the target state of charge (SOC) of the battery string are determined. Determine the order of the battery strings; and The switch is controlled to adjust the temperature and SOC of the battery string toward the target temperature range and the target SOC, respectively, in the order of the battery string.

[0039] 15. The battery system according to claim 14, wherein the switch control module is configured to determine the order of the battery strings based on the temperature and the SOC of the battery strings.

[0040] 16. The battery system according to claim 15, wherein the switch control module is configured to further determine the order of the battery string based on the health status of the battery including the at least two battery modules.

[0041] 17. The battery system according to claim 14, wherein the switch control module is configured to: control the switching of the switch to adjust the temperature of the battery string toward the target temperature range before adjusting the SOC of a battery string toward the target SOC.

[0042] 18. The battery system according to claim 14, wherein the switch control module is configured to: control the switching of the switch to adjust the SOC of the battery string toward the target SOC before adjusting the temperature of a battery string toward the target temperature range.

[0043] 19. The battery system according to claim 14, wherein the switch control module is configured to: control the switching of the switch to adjust the SOC of the battery string toward the target SOC before adjusting the temperature of a battery string toward the target temperature range.

[0044] 20. A method for a vehicle, the method comprising: Based on the derating state (DS) of the vehicle, at least one of (a) an upper limit for charging the battery string and (b) a lower limit for discharging the battery string is adjusted, wherein the battery comprises: First positive terminal, second positive terminal, and negative terminal; switch; At least two battery modules, wherein each of the at least two battery modules comprises at least three battery cell strings, the battery cell strings being configured to operate at different times: The first switches are connected in series and connected to the first positive terminal via a plurality of first switches in the switch; A plurality of second switches in the switch are connected in parallel and connected to the second positive terminal; and Disconnection from both the first positive terminal and the second positive terminal; and Controlling the switching of the switch thereby achieving at least one of (a) limiting the discharge of the battery string to an adjusted lower limit and (b) limiting the charging of the battery string to an adjusted upper limit.

[0045] Further applicability of this disclosure will become apparent from the detailed description, claims, and drawings. The detailed description and specific examples are intended for illustrative purposes only and are not intended to limit the scope of this disclosure. Attached Figure Description

[0046] This disclosure will be more fully understood from the detailed description and accompanying drawings, in which: Figure 1 This is a functional block diagram of an example engine control system; Figure 2 This is a functional block diagram of an example battery system for a vehicle; Figures 3A-3B This is a schematic diagram of an example implementation including a battery system; Figure 4 This is a functional block diagram of an example implementation of a battery module in an open-circuit (X) configuration; Figure 5 Example illustration of a battery module in series (S) configuration; Figure 6 Example illustration of a battery module in a parallel (P) configuration; Figure 7 This is a functional block diagram of an example switch control module; Figure 8 Includes example time series for operation in power mode during charging; Figure 9 This is a flowchart illustrating an example method for a SOC (System-on-Chip) of balanced batteries and battery modules. Figure 10 This is a flowchart depicting an example method for setting the charging and discharging limits of a battery string based on the vehicle's derating state; and Figure 11 This is a flowchart depicting an example method for adjusting the temperature and SOC of the battery string in priority order based on the vehicle's derating status.

[0047] In the accompanying drawings, reference numerals may be reused to identify similar and / or identical elements. Detailed Implementation

[0048] The battery has a first terminal on its casing for outputting a first operating voltage (e.g., 48 V) and a second output terminal on its casing for outputting a second operating voltage (e.g., 12 V). In the example, the battery may be a vehicle battery. The battery includes multiple battery modules and multiple switches. Each battery module includes multiple battery strings, and each battery string includes multiple battery cells. These switches are configured to connect the strings together in series to the first output terminal and independently to the second output terminal. These strings can also be disconnected from both the first and second output terminals.

[0049] The control module uses an estimated or measured value of the SOC of the battery strings and controls the switches during operation in certain power modes to minimize the SOC error across the battery strings and battery modules. This ensures that each battery string is charged and discharged as evenly as possible and maximizes battery life.

[0050] In some cases, one or more components of a vehicle are degraded, altering the vehicle's derating state. The control module selectively adjusts the limits for charging and discharging the battery strings based on this derating state. This extends battery life. The control module can also determine the target SOC and target temperature range for each battery string based on the vehicle's derating state. The control module can sequentially adjust the temperature and SOC of each battery string towards the target temperature range and target SOC. Given the vehicle's derating state and battery lifespan, this prepares each battery string for optimal power delivery.

[0051] Now for reference Figure 1 A functional block diagram of an example powertrain system 100 for a hybrid vehicle is presented. While an example of a hybrid vehicle is provided, this application is applicable to non-vehicle applications and other types of vehicles (e.g., electric, internal combustion engine, etc.). The vehicle's powertrain system 100 includes an engine 102 that burns an air / fuel mixture to produce torque. The vehicle can be non-autonomous or autonomous.

[0052] Air is drawn into the engine 102 through the intake system 108. The intake system 108 may include an intake manifold 110 and a throttle valve 112. By way of example only, the throttle valve 112 may include a butterfly valve with rotatable blades. The engine control module (ECM) 114 controls the throttle actuator module 116, and the throttle actuator module 116 regulates the opening of the throttle valve 112 to control the airflow into the intake manifold 110.

[0053] Air from the intake manifold 110 is drawn into the cylinders of the engine 102. Although the engine 102 includes multiple cylinders, a single representative cylinder 118 is shown for illustrative purposes. By way of example only, the engine 102 may include 2, 3, 4, 5, 6, 8, 10, and / or 12 cylinders. The ECM 114 can instruct the cylinder actuator module 120 to selectively deactivate some cylinders in certain situations, which can improve fuel efficiency.

[0054] Engine 102 can be operated using a four-stroke cycle or another suitable engine cycle. The four strokes of the four-stroke cycle described below will be referred to as the intake stroke, compression stroke, combustion stroke, and exhaust stroke. During each rotation of the crankshaft (not shown), two of these four strokes occur within cylinder 118. Therefore, for cylinder 118 to experience all four strokes, two crankshaft rotations are necessary. For a four-stroke engine, one engine cycle corresponds to two crankshaft rotations.

[0055] When cylinder 118 is activated, air from intake manifold 110 is drawn into cylinder 118 through intake valve 122 during the intake stroke. ECM 114 controls fuel actuator module 124, which adjusts fuel injection to achieve a desired air / fuel ratio. Fuel may be injected into intake manifold 110 at a central location or at multiple locations (e.g., near intake valve 122 of each cylinder). In various embodiments (not shown), fuel may be injected directly into the cylinder or into a mixing chamber / port associated with the cylinder. Fuel actuator module 124 may interrupt fuel injection to the deactivated cylinder.

[0056] The injected fuel mixes with air in cylinder 118 to create an air / fuel mixture. During the compression stroke, a piston (not shown) within cylinder 118 compresses the air / fuel mixture. Engine 102 can be a compression ignition engine, in which case compression causes ignition of the air / fuel mixture. Alternatively, engine 102 can be a spark ignition engine, in which case spark actuator module 126 energizes spark plug 128 in cylinder 118 based on a signal from ECM 114, which ignites the air / fuel mixture. Some types of engines, such as homogeneous charge compression ignition (HCCI) engines, can perform both compression ignition and spark ignition. The timing of the spark can be defined relative to the time when the piston is in its highest position (which will be referred to as top dead center (TDC)).

[0057] The spark actuator module 126 can be controlled by a timing signal that specifies how far before or after the TDC (Temperature Directional Control) the spark is generated. Because the piston position is directly related to the crankshaft rotation, the operation of the spark actuator module 126 can be synchronized with the crankshaft position. The spark actuator module 126 can disable the spark supply to the deactivated cylinder or provide a spark to the deactivated cylinder.

[0058] During the combustion stroke, the combustion of the air / fuel mixture drives the piston downward, which in turn drives the crankshaft. The combustion stroke can be defined as the time between when the piston reaches TDC and when it returns to its lowest position (which will be called bottom dead center (BDC)).

[0059] During the exhaust stroke, the piston begins to move upward from the BDC and discharges combustion byproducts through exhaust valve 130. The combustion byproducts are then discharged from the vehicle via exhaust system 134.

[0060] Intake valve 122 can be controlled by intake camshaft 140, while exhaust valve 130 can be controlled by exhaust camshaft 142. In various embodiments, multiple intake camshafts (including intake camshaft 140) can control multiple intake valves (including intake valve 122) of cylinder 118 and / or can control intake valves (including intake valve 122) of multiple exhaust cylinders (including cylinder 118). Similarly, multiple exhaust camshafts (including exhaust camshaft 142) can control multiple exhaust valves of cylinder 118 and / or can control exhaust valves (including exhaust valve 130) of multiple exhaust cylinders (including cylinder 118). Although camshaft-based valve actuation has been shown and discussed, camless valve actuators can be implemented. Although separate intake and exhaust camshafts are shown, a single camshaft with a convex angle for both intake and exhaust valves can be used.

[0061] Cylinder actuator module 120 can deactivate cylinder 118 by preventing the opening of intake valve 122 and / or exhaust valve 130. The opening time of intake valve 122 can be changed relative to piston TDC by intake cam phaser 148. The opening time of exhaust valve 130 can be changed relative to piston TDC by exhaust cam phaser 150. Phaser actuator module 158 can control intake cam phaser 148 and exhaust cam phaser 150 based on signals from ECM 114. In various embodiments, cam phasing can be omitted. Variable valve lift (not shown) can also be controlled by phaser actuator module 158. In various other embodiments, intake valve 122 and / or exhaust valve 130 can be controlled by actuators other than the camshaft, such as electromechanical actuators, electrohydraulic actuators, electromagnetic actuators, etc.

[0062] Engine 102 may include one, one, or more booster devices that supply pressurized air to intake manifold 110. For example, Figure 1 A turbocharger is shown, comprising a turbocharger turbine 160-1 driven by exhaust gas flowing through an exhaust system 134. A supercharger is another type of supercharging device.

[0063] The turbocharger also includes a turbocharger compressor 160-2, which is driven by the turbocharger turbine 160-1 and compresses the air leading to the throttle valve 112. The wastegate (WG) 162 controls the exhaust flow through and around the turbocharger turbine 160-1. The wastegate may also be referred to as a (turbocharger) turbine bypass valve. The wastegate 162 allows exhaust to bypass the turbocharger turbine 160-1 to reduce the compression of the intake air supplied by the turbocharger. The ECM 114 can control the turbocharger via the wastegate actuator module 164. The wastegate actuator module 164 can regulate the turbocharger boost by controlling the opening of the wastegate 162.

[0064] A cooler (e.g., a booster air cooler or intercooler) dissipates some of the heat contained in the compressed air charge, which is generated as the air is compressed. Although shown separately for illustrative purposes, the turbocharger turbine 160-1 and turbocharger compressor 160-2 are mechanically linked to each other, thereby placing the intake air very close to the hot exhaust. The compressed air charge can absorb heat from components of the exhaust system 134.

[0065] Engine 102 may include an exhaust gas recirculation (EGR) valve 170 that selectively redirects exhaust gas back to intake manifold 110. EGR valve 170 may receive exhaust gas upstream of turbocharger turbine 160-1 in exhaust system 134. EGR valve 170 may be controlled by EGR actuator module 172.

[0066] The crankshaft position can be measured using a crankshaft position sensor 180. The engine speed can be determined based on the crankshaft position measured using the crankshaft position sensor 180. The engine coolant temperature (ECT) sensor 182 can be used to measure the temperature of the engine coolant. The ECT sensor 182 can be located within the engine 102 or at other locations along the coolant circulation path, such as the radiator (not shown).

[0067] The pressure within the intake manifold 110 can be measured using a manifold absolute pressure (MAP) sensor 184. In various embodiments, engine vacuum, which is the difference between ambient air pressure and the pressure within the intake manifold 110, can be measured. The mass airflow (MAF) sensor 186 can be used to measure the mass flow rate of air flowing into the intake manifold 110. In various embodiments, the MAF sensor 186 may be located in a housing that also includes a throttle valve 112.

[0068] One or more throttle position sensors (TPS) 190 can be used to measure the position of the throttle valve 112. Intake air temperature (IAT) sensor 192 can be used to measure the temperature of the air drawn into the engine 102. One or more other sensors 193 may also be implemented. Other sensors 193 include an accelerator pedal position (APP) sensor, a brake pedal position (BPP) sensor, and may include a clutch pedal position (CPP) sensor (e.g., in the case of a manual transmission), and may include one or more other types of sensors. The APP sensor measures the position of the accelerator pedal within the passenger compartment of the vehicle. The BPP sensor measures the position of the brake pedal within the passenger compartment of the vehicle. The CPP sensor measures the position of the clutch pedal within the passenger compartment of the vehicle. Other sensors 193 may also include one or more acceleration sensors that measure the longitudinal (e.g., front / rear) acceleration and the lateral (latitudinal) acceleration of the vehicle. An accelerometer is one example type of acceleration sensor, although other types of acceleration sensors may be used. The ECM 114 can use the signals from the sensors to make control decisions for the engine 102.

[0069] ECM 114 can communicate with transmission control module 194, for example, to coordinate engine operation using gear shifting in transmission 195. ECM 114 can communicate with hybrid control module 196, for example, to coordinate the operation of engine 102 and electric motor 198. While an example of an electric motor is provided, multiple electric motors can be implemented. Electric motor 198 can be a permanent magnet electric motor or another suitable type of electric motor that outputs voltage based on anti-electromagnetic force (EMF) when freely rotating, such as a direct current (DC) electric motor or a synchronous electric motor. In various embodiments, the various functions of ECM 114, transmission control module 194, and hybrid control module 196 can be integrated into one or more modules.

[0070] Each system that alters engine parameters can be referred to as an engine actuator. Each engine actuator has associated actuator values. For example, the throttle actuator module 116 can be referred to as an engine actuator, and the throttle opening area can be referred to as an actuator value. Figure 1 In the example, the throttle actuator module 116 adjusts the throttle opening area by adjusting the angle of the blades of the throttle valve 112.

[0071] Spark actuator module 126 may also be referred to as an engine actuator, and the corresponding actuator value can be the spark advance relative to the cylinder TDC. Other engine actuators may include cylinder actuator module 120, fuel actuator module 124, phaser actuator module 158, wastegate actuator module 164, and EGR actuator module 172. For these engine actuators, the actuator values ​​may correspond to the cylinder activation / deactivation sequence, fuel injection rate, intake and exhaust cam phaser angles, target wastegate opening, and EGR valve opening, respectively.

[0072] ECM 114 can control actuator values ​​to cause engine 102 to output torque based on a torque request. ECM 114 can determine the torque request, for example, based on one or more driver inputs (such as APP, BPP, CPP, and / or one or more other suitable driver inputs). ECM 114 can determine the torque request, for example, using one or more functions or lookup tables that associate the driver input(s) with the torque request.

[0073] In some cases, the hybrid control module 196 controls the electric motor 198 to output torque, for example, to supplement the engine torque output. The hybrid control module 196 can also control the electric motor 198 to output torque for vehicle propulsion when the engine 102 is shut down.

[0074] Hybrid control module 196 will receive power from battery 208 ( Figure 2 The electric power of the battery is applied to the electric motor 198 to cause the electric motor 198 to output positive torque. The battery is discussed further below. The electric motor 198 can output torque to, for example, the input shaft of the transmission 195, the output shaft of the transmission 195, or another component. The clutch 200 can be implemented to engage the electric motor 198 with the transmission 195 and disengage the electric motor 198 from the transmission 195. One or more transmission devices can be implemented between the output of the electric motor 198 and the input of the transmission 195 to provide one or more predetermined gear ratios between the rotation of the electric motor 198 and the rotation of the input of the transmission 195. In various embodiments, the electric motor 198 may be omitted. In vehicles (such as electric vehicles and autonomous vehicles), the battery 208 can be used to supply redundant power to various systems, such as Automotive Safety Integrity Level (ASIL) systems and Advanced Driver Assistance Systems (ADAS), and to provide multiple output voltages (e.g., 12 volts and 48 volts).

[0075] ECM 114 starts engine 102 via starter motor 202. ECM 114 or another suitable module of the vehicle engages starter motor 202 with engine 102 for engine starting events. For example, ECM 114 may engage starter motor 202 with engine 102 upon receiving a key ON command. For instance, a driver may enter a key ON command via one or more ignition keys, buttons, and / or switches that actuate the vehicle or its remote key. Starter motor 202 may engage a flywheel coupled to the crankshaft or one or more other suitable components that drive the rotation of the crankshaft.

[0076] ECM 114 can also start the engine in response to an automatic start command during an automatic stop / start event or an engine start command in response to a navigation event. Automatic stop / start events include shutting off engine 102 when the vehicle is stopped, the driver has depressed the brake pedal, and the driver has not yet entered the key OFF command. An automatic start command can be generated when engine 102 is shut off in response to an automatic stop / start event, for example, when the driver releases the brake pedal and / or depresses the accelerator pedal.

[0077] Navigation events may include the ECM 114 shutting off engine 102 when the vehicle is moving (e.g., the vehicle speed exceeds a predetermined speed, such as 50 mph), the driver does not apply pressure to the accelerator pedal, and the driver has not yet entered a key OFF command. An engine start command may be generated when engine 102 is shut off in response to a navigation event, such as when the driver depresses the accelerator pedal. The driver may enter a key OFF command, for example, via actuating one or more ignition keys, buttons, and / or switches, as discussed above.

[0078] A starter motor actuator (such as a solenoid) can actuate the starter motor 202 to engage with the engine 102. For example only, the starter motor actuator can engage a starter pinion with a flywheel coupled to the crankshaft. In various embodiments, the starter pinion can be coupled to the starter motor 202 via a drive shaft and a one-way clutch. The starter actuator module 204 controls the starter motor actuator and the starter motor 202 based on signals from the starter control module, as discussed further below. In various embodiments, the starter motor 202 can remain engaged with the engine 102.

[0079] In response to a command to start engine 102 (e.g., an automatic start command, an engine start command for the end of a navigation event, or when a key ON command is received), starter actuator module 204 supplies current to starter motor 202 to start engine 102. Starter actuator module 204 may also actuate starter motor actuator to engage starter motor 202 with engine 102. After engaging starter motor 202 with engine 102, for example, to allow gear engagement, starter actuator module 204 may supply current to starter motor 202.

[0080] Applying an electric current to the starter motor 202 drives the rotation of the starter motor 202, which in turn drives the rotation of the crankshaft (e.g., via a flywheel). The period during which the starter motor 202 drives the crankshaft to start the engine 102 can be referred to as engine crank start.

[0081] The starter motor 202 draws power from the battery 208 to start the engine 102. Once the engine 102 is running after an engine starting event, the starter motor 202 is disengaged from or disconnected from the engine 102, and the current flow to the starter motor 202 may be interrupted. For example, the engine 102 may be considered to be running when the engine speed exceeds a predetermined speed (such as a predetermined idle speed). For example only, the predetermined idle speed could be approximately 700 revolutions per minute (rpm) or another suitable speed. When the engine 102 is running, engine crank starting can be considered to have been completed.

[0082] Generator 206 converts the mechanical energy of engine 102 into alternating current (AC) power. For example, generator 206 may be coupled to a crankshaft (e.g., via gears or belts) and convert the mechanical energy of engine 102 into AC power by applying a load to the crankshaft. Generator 206 rectifies the AC power into DC power and stores the DC power in battery 208. Alternatively, a rectifier external to generator 206 may be implemented to convert AC power into DC power. Generator 206 may be, for example, an alternator. In various embodiments, such as in the case of a belt-driven alternator starter (BAS), starter motor 202 and generator 206 may be implemented together. In various embodiments, one or more direct current (DC) to DC converters may be implemented.

[0083] Figure 2This is a functional block diagram of an example battery system for a vehicle. Battery 208 has at least two (positive) output terminals and one negative terminal to provide at least two direct current (DC) operating voltages. For example only, battery 208 may have a first positive (e.g., 48 volts (V) nominal) terminal 210, a negative terminal 212, and a second positive (e.g., 12 V nominal) terminal 214. While an example of battery 208 with a 48 V nominal operating voltage and a 12 V nominal operating voltage is provided, battery 208 may have one or more other operating voltages.

[0084] Battery 208 includes multiple battery modules, such as first battery module 224-1, ..., and Nth battery module 224-N (“battery module 224”), where N is an integer greater than or equal to 2. In various embodiments, N may be equal to 2, 3, 4, 5, 6, 8, 10, 12 or another suitable number.

[0085] The following text is about Figure 4 Further discussion reveals that each of the battery modules 224 comprises multiple battery strings. Each battery string can be independently replaceable. The ability to independently replace battery strings allows the battery 208 to include a shorter warranty period and lower warranty costs. The battery strings can also be independently isolated, for example, in the event of a failure in one battery string. In various embodiments, the battery 208 may have the form factor of a standard automotive-grade 12V battery.

[0086] Battery 208 includes multiple switches, such as first switch 232-1, ..., Nth switch 232-N (collectively referred to as "switch 232"). Switch 232 enables the battery strings of battery module 224 to be connected in series, in parallel, or in a combination of series and parallel to provide a target output voltage and capacity at the output terminals.

[0087] The switch control module 240 controls the switch 232 to provide the desired output voltage and capacity at the output terminals. As discussed further below, the switch control module 240 uses model predictive control (MPC) or another type of balancing control to control the switch 232 to balance the state of charge (SOC) of the battery strings as closely as possible. The switch control module 240 also controls the switch 232 based on the temperature of the battery strings and the temperature of the battery modules themselves.

[0088] Figures 3A-3B This is a schematic diagram including an example battery system, which includes a battery 208. An array of battery strings can be connected in series (via switch 232, e.g., Figure 2Multiple switches in switch 232 are connected to a first positive terminal 210 and a negative terminal 212 to provide a first nominal output voltage (e.g., 48 V) via the first positive terminal 210. Individual battery strings in the battery string can be connected (via multiple switches in switch 232) to a second positive terminal 214 and a negative terminal 212 to provide a second nominal output voltage (e.g., 12 V) via the second positive terminal 214. The number of battery strings connected to the first positive terminal 210 and the second positive terminal 214 determines the portion of the total capacity of battery 208 available at each of the positive terminals.

[0089] like Figure 3B As shown, the first group of vehicle electrical components operates using one of the two or more operating voltages of battery 208. For example, this first group of vehicle electrical components may be connected to a second positive terminal 214. This first group of vehicle electrical components may include, for example, but not limited to, ECM 114 and other vehicle control modules, starter motor 202 and / or other electrical loads, such as a first 12V load 304, a second 12V load 308, other control modules 312, a third 12V load 316, and a fourth 12V load 320. In various embodiments, a switching device 324 may be implemented.

[0090] like Figure 3A As shown, the second set of vehicle electrical components operates using another of the two or more operating voltages of battery 208. For example, this second set of vehicle electrical components may be connected to the first positive terminal 210. This second set of vehicle electrical components may include, for example, but not limited to, generator 206 and various electrical loads, such as a 48 V load 328. Generator 206 may be controlled to charge battery 208.

[0091] Each of the switches 232 can be an insulated gate bipolar transistor (IGBT), a field-effect transistor (FET) (such as a metal-oxide-semiconductor FET (MOSFET)), or another suitable type of switch.

[0092] Figure 4 This is a functional block diagram of an example implementation of one of the battery modules 224 (numbered battery module 404) and a set of switches 232. Each of the battery modules 224 may be the same as 404, and each set of switches 232 may be connected in the same manner as 404.

[0093] Battery module 404 includes three battery strings 408, 412, and 416. Battery strings 408-416 are identical, and each includes four battery cells 420, 424, 428, and 432. Battery cells 420-432 are connected in series to provide a second operating voltage (e.g., 12 V). Each of battery cells 420-432 may be, for example, a 3 V battery cell or have another suitable voltage to provide the second operating voltage when battery cells 420-432 are connected in series. Battery cells 420-432 may be, for example, lithium iron phosphate (LFP) battery cells or have another suitable chemistry.

[0094] The negative terminals of battery strings 408-416 are connected to negative terminal 212. When switches 436 and 440 are closed, the negative terminals of battery strings 408 and 412 are connected to negative terminal 212 via switches 436 and 440, respectively. Switches 436 and 440 can be opened to disconnect the negative terminals of battery strings 408 and 412 from negative terminal 212. The negative terminal of battery string 416 can be directly connected to negative terminal 212.

[0095] The positive terminal of battery string 416 is connected to the negative terminal of battery string 412, such that battery strings 412 and 416 are connected in series when switch 444 is closed. Switch 444 can be opened to disconnect the positive terminal of battery string 416 from the negative terminal of battery string 412. The positive terminal of battery string 412 is connected to the negative terminal of battery string 408, such that battery strings 412 and 408 are connected in series when switch 448 is closed. Switch 448 can be opened to disconnect the positive terminal of battery string 412 from the negative terminal of battery string 408.

[0096] Switches 452, 456, and 460 connect and disconnect the positive terminals of battery strings 408, 412, and 416 from a first bus (e.g., a 12V bus), which is connected to a second positive terminal 214. Switch 464 connects and disconnects the positive terminal of battery string 408 from a second bus (e.g., a 48V bus), which is connected to a first positive terminal 210.

[0097] The switch control module 240 controls the switching of the switches (switch groups) of each of the battery modules 224. At any given time, the switch control module 240 can actuate the switches associated with the battery modules, causing the battery modules to be in an open circuit (X) configuration, a series (S) configuration, or a parallel (P) configuration. Figure 4 An example illustration includes a battery module 404 in an open-circuit (X) configuration. When the battery module is in the open-circuit (X) configuration, all battery strings of the battery module are disconnected from both the first positive terminal 210 and the second positive terminal 214.

[0098] Figure 5An example illustration includes a battery module 404 in a series (S) configuration. When the battery module is in the series (S) configuration, all the battery strings of the battery module are connected in series and connected to the first positive terminal 210. This is accomplished by closing switches 444, 448, and 464 and opening all other switches 436, 440, 452, 456, and 460. When the battery module is in the series (S) configuration, none of these battery strings are connected to the second positive terminal 214.

[0099] Figure 6 An example illustration includes a battery module 404 in a parallel (P) configuration. When the battery module is in the parallel (P) configuration, all battery strings of the battery module are connected in parallel to the second positive terminal 214. This is accomplished by closing switches 452, 456, 460, 436, and 440 and opening all other switches 444, 448, and 464. When the battery module is in the parallel (P) configuration, none of these battery strings are connected to the first positive terminal 210.

[0100] like Figure 2 As illustrated, each of the battery modules 224 also includes multiple temperature sensors, such as temperature sensors 250-1, ..., 250-N. For example, a battery temperature sensor may be provided for each battery string, and this battery temperature sensor measures the temperature of the battery string.

[0101] Figure 7 This is a functional block diagram of an example embodiment of the switch control module 240. The switching module 704 applies signals to the switches 232 (switch group) (e.g., gate terminals) of the battery module 224 to control the actuation of the switches 232 and control whether each of the battery modules 224 is in an open circuit (X) state, a series (S) state, or a parallel (P) state.

[0102] The switching module 704 applies a signal based on input from the model predictive control (MPC) module 708. While an example of the MPC module 708 is provided, another type of balance control module can be used. The MPC module 708 determines the predicted power mode, the actual / target current power mode, the phase duration, and the string and module connection and disconnection times within the prediction range (e.g., the next 9 seconds or another suitable time period) based on one or more operating parameters, and generates an output for the switching module 704. The MPC module 708 further generates the output based on constraint conditions 712 set by constraint module 716. Examples of constraint conditions 712 include, for example: when its battery module is in X-connection, the battery string cannot be connected to either the first positive terminal 210 or the second positive terminal 214. The battery string cannot be connected to both the first positive terminal 210 and the second positive terminal 214 simultaneously. Alternatively, the battery string can be allowed to be connected to both the first positive terminal 210 and the second positive terminal 214 simultaneously. When the battery module is to be connected in parallel (P) mode, the battery string cannot be connected to the second positive terminal 214 multiple times. The duration of each phase can be constrained to meet the requirements at the first positive terminal 210. The connection duration of each string can or can not be limited (constrained) until the end of the phase. The number of channels (battery strings) in each battery module can be constrained to meet the requirements at the second positive terminal 210. Therefore, the MPC module 708 can better and faster balance the SOC of the battery strings and battery modules.

[0103] One, more, or all of the constraints 712 may be fixed. In various implementations, one or more of the constraints 712 may be variable. The constraint module 716 may set variable constraints based on one or more operating parameters 714. Examples of operating parameters 714 include, for example, the current power mode, the predicted power mode, the prediction duration of the current power mode, and other example operating parameters.

[0104] As stated above, the MPC module 708 can set the time periods for stages, the connection time periods for modules, and the connection time periods for strings based on the operation parameter 714. For example, the MPC module 708 can use lookup tables to set the time periods for stages, strings, and modules respectively, and these lookup tables associate the operation parameter with these time periods.

[0105] The State of Charge (SOC) module 718 determines the current SOC 720 of each of the battery strings. In other words, the SOC module 718 determines the current SOC 720 of each of the battery strings individually. The SOC module 718 may determine the current SOC of the battery string based, for example, on at least one of the voltage across the battery string and the current to and from the battery string. The SOC module 718 may determine the current SOC of the battery string using at least one of equations and lookup tables that relate voltage and / or current to SOC. In various embodiments, the SOC module 718 may determine the SOC of the battery string based on the impedance of the battery string to more accurately correlate voltage and current with SOC. The SOC module 718 performs this operation for each battery string. Temperature, voltage, and current of the battery string 724 may be measured using temperature sensors, voltage sensors, and current sensors, respectively. The SOC of the battery string corresponds to the ratio of the remaining charge of the battery string to the maximum charge of the battery string.

[0106] MPC module 708 can control the switching of each switch (via switching module 704) to minimize the error (e.g., sum of squared errors) between the state of charge (SOC) of the battery strings for the current power mode. MPC module 708 can further control the switching of each switch based on the current output demand via the first positive terminal 210 and the second positive terminal 214, and the predicted output demand from the first positive terminal 210 and the second positive terminal 214. The current output demand and the predicted output demand are illustrated in 728.

[0107] To balance the SOC of string 720, MPC is used. MPC module 708 sets the stage duration, the number of battery strings connected when in P mode, and the duration for which each battery string is connected in P mode for each of the three stages (stage 1, stage 2, and stage 3). The durations of these stages can be set to different lengths based on string and / or module SOC balance. Each power mode has an associated set of configurations (X mode, P mode, or S mode) for the battery module 224 used for that power mode. A table illustrating the power mode and battery module mode for each stage is provided below. Switching module 704 repeatedly cycles through stages (stage 1, stage 2, stage 3, then back to stage 1, etc.) until the power mode is changed. Power mode Phase 1 Phase 2 Phase 3 Condition 1 (XXX mode) XXX XXX XXX OFF 2 (XXP mode) XXP PXX XPX 12V sleep mode 3 (XXS mode) XXS SXX XSX 48V Low Power Mode with Diagnostics 4 (XPP mode) XPP PXP PPX 12V Medium Power Mode with Diagnostics 5 (SXP mode) SXP PSX XPS Low-power 2-volt mode with diagnostics 6 (XSS mode) XSS SXS SSX 48V medium power with diagnostics 7 (PPP model) PPP PPP PPP 12V high-power crank start mode 8 (PPS mode) PPS SPP PSP Normal 2-volt mode 9 (PSS mode) PSS SPS SSP Normal 2-volt mode 10 (SSS mode) SSS SSS SSS 48V High Power Mode

[0108] The example table above provides the corresponding battery module modes for each stage. For example, in Power Mode 5 (SXP mode), during the first stage (Stage 1), the first battery module operates in series (S) mode, the second battery module operates in open circuit (X) mode, and the third battery module operates in parallel (P) mode. Before the end of the first stage, only one string of the third battery module (operating in P mode) can be disconnected to better balance the strings of the third battery module. During the second stage (Stage 2) of Power Mode 5, the first battery module operates in parallel (P) mode, the second battery module operates in series (S) mode, and the third battery module operates in open circuit (X) mode. Before the end of the second stage, only one string of the first battery module (operating in P mode) can be disconnected to better balance the strings of the first battery module. During the third stage (Stage 3) of Power Mode 5, the first battery module operates in open circuit (X) mode, the second battery module operates in parallel (P) mode, and the third battery module operates in series (S) mode. Before the end of the third phase, only one string of the second battery module (operating in P mode) can be disconnected to better balance the strings of the second battery module.

[0109] MPC module 708 can set the duration (length) of each of the first, second, and third stages based on the balance of the SOC of each battery string and each battery module. For example, in XXP mode, if the multiple battery strings of a battery module (e.g., on average) have a lower SOC than the other two battery modules, during charging, MPC module 708 can set one or more stages of that battery module operating in parallel (P) mode to be longer than one or more stages of the other two battery modules. This will result in the other two battery modules increasing their SOC less than the SOC of that one battery module, resulting in a more balanced SOC across these battery modules. During discharging, if the multiple battery strings of a battery module (e.g., on average) have a lower SOC than the other two battery modules, MPC module 708 can set one or more stages of that battery module operating in parallel (P) mode to be shorter than one or more stages of the other two battery modules. This will result in the other two battery modules decreasing their SOC more than the SOC of that one battery module, resulting in a more balanced SOC across these battery modules.

[0110] MPC module 708 can set the duration (length / period) of each battery string connected to the second positive terminal 214 for each phase to balance the SOC of each battery string in each module. For example, during charging, when one battery string in a battery module has a lower SOC than the other battery strings in the same module, MPC module 708 can set the duration of that battery string connected to the second positive terminal 214 to be longer than the duration of the other battery strings in the same module. This will cause the SOC of that battery string in the same module to increase more than the SOC of the other battery strings in the same module, resulting in a more balanced SOC within the battery module. MPC module 708 performs this operation for each battery module. During discharging, when one battery string in a battery module has a lower SOC than the other battery strings in the same module, MPC module 708 can set the duration of that battery string connected to the second positive terminal 214 to be shorter than the duration of the other battery strings in the same module. This will cause the SOC of that battery string in the same module to decrease less than the SOC of the other battery strings in the same module, resulting in a more balanced SOC within the battery module. When operating in parallel (P) mode, the MPC module 708 performs this operation for each battery module.

[0111] As another example, during charging, when one battery string of a battery module has a higher SOC than the other battery strings in the same module, the MPC module 708 can set the duration for which that battery string is connected to the second positive terminal 214 such that the battery string is disconnected before the end of the phase (i.e., set to be shorter than the phase) and the other two battery strings are connected to the second positive terminal 214 for the entire phase (i.e., set to the length of the phase). This will increase the SOC of that battery string in the battery module to a lesser extent than the SOC of the other battery strings in the battery module, making the SOC more balanced within the battery module. The MPC module 708 performs this operation for each battery module. During discharging, when one battery string of a battery module has a lower SOC than the other battery strings in the same module, the MPC module 708 can set the duration for which that battery string is disconnected before the end of the phase (i.e., set to be shorter than the phase) and the other two battery strings are connected to the second positive terminal 214 for the entire phase (i.e., set to the length of the phase). This will reduce the State of Charge (SOC) of one battery string in the battery module to a smaller extent than the SOC of the other battery strings in the battery module, resulting in a more balanced SOC within the battery module. When operating in parallel (P) mode, the MPC module 708 performs this operation for each battery module.

[0112] Figure 8This includes an example time series for operation in Power Mode 5 (SXP) when battery 208 is charged through the second positive terminal 214 while simultaneously being charged or discharged (e.g., with a small current) through the first positive terminal 210. 804 is the first stage (stage 1), 808 is the second stage (stage 2), and 812 is the third stage (stage 3). As used herein, MNO mode may mean that the first battery module operates in mode M, the second battery module operates in mode N, and the third battery module operates in mode O, where M, N, and O are each of parallel (P), series (S), or open circuit (X). For example, the first stage includes SXP mode, where the first battery module operates in series (S) mode, the second battery module operates in open circuit (X) mode, and the third battery module operates in parallel (P) mode. The second stage includes operation in PSX mode, where the first battery module operates in parallel (P) mode, the second battery module operates in series (S) mode, and the third battery module operates in open circuit (X) mode. The third stage includes operation in XPS mode, in which the first battery module operates in open circuit (X) mode, the second battery module operates in parallel (P) mode, and the third battery module operates in series (S) mode.

[0113] exist Figure 8 In the example, MPC module 708 sets the duration of the second stage to be longer than the duration of the third stage and sets the duration of the third stage to be shorter than the duration of the first stage. During charging via the second positive terminal 214, the battery string of the first battery module (which is connected in parallel (P) mode in the second stage) is allowed to be charged more than that of other battery modules, and the battery string of the second battery module (which is connected in parallel (P) mode during the third stage) is allowed to be charged less than that of the battery string of the third battery module. The third battery module operates in parallel (P) mode in the first stage.

[0114] During the first phase 804, the MPC module 708 connects the third battery string 824 of the third battery module to the second positive terminal 214 for a total duration shorter than that of the first battery string 816 and the second battery string 820 of the third battery module. This allows the first battery string 816 and the second battery string 820 of the third battery module to charge more than the third battery string 824 of the third battery module, in order to balance the SOC of the first battery string 816, the second battery string 820, and the third battery string 824 of the third battery module.

[0115] During the second phase 808, the MPC module 708 connects the first battery string 828 of the first battery module to the second positive terminal 214 for a total duration shorter than that of the second battery string 832 and the third battery string 836 of the first battery module. This allows the second battery string 832 and the third battery string 836 of the first battery module to charge more than the first battery string 828 of the first battery module, in order to balance the SOC of the first battery string 828, the second battery string 832, and the third battery string 836 of the first battery module.

[0116] During the third phase 812, the MPC module 708 connects the second battery string 844 of the second battery module to the second positive terminal 214 for a total duration shorter than that of the first battery string 840 and the third battery string 848 of the second battery module. This allows the first battery string 840 and the third battery string 848 of the second battery module to charge more than the second battery string 844 of the second battery module, in order to balance the SOC of the first battery string 840, the second battery string 844, and the third battery string 848 of the second battery module.

[0117] If the power mode does not change, control then returns to stage 1. In other words, control continues from stage 1 to stage 2 to stage 3, and then repeats stages 1-3 in the same order.

[0118] Although discussed in the diagram of charging Figure 8 However, similar principles apply to discharge scenarios. For example, if the SOC of the third string of the first, second, and third battery modules is lower than the SOC of the first and second strings of the first to third battery modules, respectively, then the MPC module 708 can connect the third string of the first to third battery modules to the second positive terminal 214 during the corresponding phase, with a total duration shorter than that of the first and second strings of the first to third battery modules. This results in the third string discharging less than the first and second strings and balances the SOC of each battery string.

[0119] Figure 9 This is a flowchart illustrating an example method for determining the State of Charge (SOC) of the battery strings of the battery modules of the balancing battery 208 (e.g., using MPC control). Control begins at 904, where the SOC module 718 determines the SOC of the battery strings (first, second, and third) of each (first, second, and third) in the battery modules 224 of the battery 208.

[0120] At 908, the SOC module 718 can determine the SOC of the battery modules (first, second, and third) based on the battery strings of each module. For example, the SOC module 718 can determine the SOC of the first battery module based on the average SOC of the battery strings (first, second, and third) of the first battery module. The SOC module 718 can determine the SOC of the second battery module based on the average SOC of the battery strings (first, second, and third) of the second battery module. The SOC module 718 can determine the SOC of the third battery module based on the average SOC of the battery strings (first, second, and third) of the third battery module.

[0121] At 912, the MPC module 708 determines the power mode (such as those described above) based on operating parameters and requirements. The MPC module 708 can select one of the above power modes, such as SXP mode, XPP mode, XXP mode, or another of the above modes.

[0122] At 916, the MPC module 708 determines the stage duration (the time periods of the first, second, and third stages) based on the power mode and SOC of the battery module. For example, for discharge in XXP mode, the MPC module 708 may set the duration of the stage when the battery modules are connected in parallel (P) mode to be shorter than the duration of other stages when the SOC of that battery module is less than the SOC of other battery modules. The MPC module 708 uses MPC to determine the stage duration, and these stage durations may differ. In other words, these stage durations are not constrained (via constraint 712) to be the same.

[0123] At 920, the MPC module 708 determines the duration for which each string of each battery module is connected within each phase. As discussed above, only one string of a battery module that will operate in P mode during a phase can be disconnected before the end of that phase. For example, during charging in P mode, when two battery strings have a lower SOC than another battery string, the MPC module 708 can charge these two battery strings for a longer period (until the end of the phase) than the other battery string (which is disconnected before the end of the phase). During discharging, when multiple battery strings have a higher SOC than another battery string, the MPC module 708 can discharge these battery strings for a longer period than the other battery string. The MPC module 708 uses MPC to determine the duration of the battery strings and can, via constraint 712, set only one battery string of each battery string of the battery module to be disconnected before the end of the phase (during which the battery module will operate in P mode).

[0124] In various implementations, 912 and 916 can be executed simultaneously by MPC module 708. The optimization cost criterion can be zero when all string SOCs are equal, and it can become larger as the differences between SOCs increase. One possible formula for this cost criterion is a weighted sum of the squared differences between adjacent pairs of SOCs in a cyclic chain that includes all strings, obtained within the planning scope consisting of one or more complete cycles through three stages. To avoid overheating any string, additional penalties, such as the cost of the total connection time for the strings, can be added. The variables in the optimization are the stage duration and the duration for which each string is connected in a P-configuration. Minimization of the cost criterion is subject to constraint 712. Violating the constraint increases the cost of the possibility and thus prevents that possibility from being selected and used. Given the output requirement and prediction 728, MPC module 708 can evaluate the cost criterion for any set of connection durations. The solution to the minimization problem is to balance the set of stage durations and string connection durations of the string SOCs as close as possible within the planning scope, subject to constraint 712 and taking into account any additional penalty terms.

[0125] At 924, switching module 704 actuates switch 232 based on power mode, phase duration, and battery string duration. Control returns to 904 for the next cycle.

[0126] Charging or discharging a battery string or module for a longer period than another battery string or module of the same type causes the temperature of that battery string or module to increase relative to the others. The temperature of the battery modules and strings can be naturally dissipated to meet various power demands from the output terminals, which can change rapidly.

[0127] Return to reference Figure 7 The switch control module 240 may further include a temperature module 740 that receives the temperatures 744 of the battery strings. As discussed above, the temperatures 744 of the battery strings can be measured using temperature sensors. Cell temperatures may be additionally or alternatively measured by temperature sensors. The temperature module 740 determines the temperature 748 (module temperature) of each battery module. The temperature module 740 determines the temperature 748 of the battery module based on the temperatures 744 of the battery strings. For example, the temperature module 740 may set the temperature 748 of the battery module based on the average temperature 744 of the battery strings, or the temperature 748 of the battery module may be set to be equal to the average temperature 744 of the battery strings. The temperature module 740 may use one or more equations and / or lookup tables relating the battery string temperature to the battery module temperature to determine the temperature 748 of the battery module. The temperature module 740 determines the temperature 748 of each battery module.

[0128] The switching module 704 can further control the switching of the switch 232 based on the temperature 744 of the battery string and / or the temperature 748 of the battery module, respectively.

[0129] The current flow to or from the battery strings or battery modules is the source of heating the battery strings or battery modules. MPC module 708 can set a power mode to adjust the temperature of the battery strings or battery modules based on the more or less rapid heating of one or more battery strings or battery modules. In various embodiments, a battery heating and cooling system 752 may be included. Heating and cooling system 752 may supply a fluid (e.g., a liquid) to specific battery strings to heat or cool those battery strings. Heating and cooling system 752 may heat the fluid to heat one or more battery strings. Heating and cooling system 752 may cool the fluid to cool one or more battery strings.

[0130] Switching module 704 controls the switching of switch 232 to limit the charging of the battery string (upper limit) to the maximum SOC. Switching module 704 also controls the switching of switch 232 to limit the discharging of the battery string (lower limit) to a minimum SOC less than the maximum SOC. Limiting module 756 sets the maximum SOC and the minimum SOC.

[0131] The limiting module 756 can set the maximum SOC based on a predetermined maximum SOC value and a percentage. For example, the limiting module 756 can set the maximum SOC to a percentage greater than the predetermined maximum SOC. As an example, if the percentage is 5%, the limiting module 756 can set the maximum SOC to 105% x the predetermined maximum SOC (1.05 * predetermined maximum SOC). The limiting module 756 can also set the minimum SOC based on a predetermined minimum SOC value and a percentage. For example, the limiting module 756 can set the minimum SOC to a percentage less than the predetermined minimum SOC. As an example, if the percentage is 5%, the limiting module 756 can set the minimum SOC to 95% x the predetermined minimum SOC (0.95 * predetermined minimum SOC). For example, the predetermined maximum SOC could be approximately 88% SOC or another suitable value. The predetermined minimum SOC could be approximately 15% SOC or another suitable value.

[0132] The limiting module 756 sets the percentage based on the state of health (SOH) 760 of the battery 204 and the derating status (DS) 764 of the vehicle. The derating status module 768 monitors the operating status of vehicle components and sets DS 764 based on these operating statuses.

[0133] When all components of the vehicle are fully operable, the derating state module 768 can set DS 764 to a first state (DS0). When one or more components are degraded, the derating state module 768 can set DS 764 to a second state (DS1). When one or more additional components are degraded, or further downgraded than the second state, the derating state module 768 can set DS 764 to a third state (DS2). When one or more components are degraded, or further downgraded than the third state, the derating state module 768 can set DS 764 to a fourth state (DS3), and so on. Although an example of four states has been discussed, more than four states are possible. The derating state module 768 can set the state of DS 764 based on the operability state of a component, for example, using one or more lookup tables that associate operability state with DS state. An increase in the state of DS 764 can indicate an increase in the degradation of (multiple) vehicle components.

[0134] SOH module 772 determines SOH 760. SOH 760 may correspond to the current maximum capacity (e.g., SOC) of battery 204 relative to (e.g., divided by) a predetermined rated maximum capacity of battery 204. The predetermined maximum rated capacity of battery 204 may correspond to the capacity of a new battery 204. The current maximum capacity of battery 204 may initially be at or near the predetermined maximum rated capacity and may decrease over time as battery 204 ages. SOH module 772 may set SOH 760, for example, based on the maximum SOC that battery 204 can be charged to, or in another suitable manner. For example, SOH module 772 may determine the maximum SOC of each battery string and determine the maximum SOC of the battery based on, for example, the average of the maximum SOCs of the battery strings.

[0135] The following provides an example table of percentages for different DS states and SOH. This application can also be applied to other percentages. The left column indicates the DS state. The top row is the SOH. The entry for each combination of DS state and SOH is a percentage. For SOH entries between SOH entries, the limiting module 756 can determine the percentage by interpolation between the percentages of the corresponding SOH. DS\SOH 10 20 30 40 50 60 70 80 90 100 DS0 0 0 0 0 0 0 0 0 0 0 DS1 10 10 8 8 5 3 2 1 0 0 DS2 25 25 20 20 10 10 5 5 5 5 DS3 25 25 20 20 10 10 5 5 5 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

[0136] Priority module 776 determines the priority 780 of each battery string, used for adjusting the strings (charging or discharging) and / or adjusting (heating or cooling) the strings respectively. Switching module 704 controls the switching of switch 232 according to the priority 780 order to adjust the SOC of each string and / or adjust the temperature of each string respectively. Priority 780 can be, for example, first (level 1), second (level 2), third (level 3), fourth (level 4), etc.

[0137] Priority module 776 determines priority 780 based on SOH 760, the individual SOC of each string, and the individual temperature of each string. Example tables of priorities for different temperatures and SOCs are provided below for a given SOH. These tables may differ for different SOH values. Priority module 776 can determine which table to use to determine priorities based on SOH 760.

[0138] In the table below, strings containing an 'x' may have four priority levels for adjusting SOC and / or temperature. Strings containing a '3' may have three priority levels for adjusting SOC and / or temperature. Strings containing a '2' may have two priority levels for adjusting SOC and / or temperature. Strings containing a '1' may have one priority level for adjusting SOC and / or temperature. Switching module 704 controls switch 232 to adjust the SOC and / or temperature of the battery string in descending order from first to fourth priority. Switching module 704 (or temperature control module) may additionally or alternatively use heating / cooling system 752 to adjust the temperature. Temperature / SOC 0 10 20 30 40 50 60 70 80 90 100 < -20℃ x x x x x x x x x x x 20℃ to 0℃ x x x x x x x x x x 2 0 to 25℃ x x x x x x 3 3 2 1 2 25℃ to 45℃ x x x x x 3 3 2 1* 1 2 45℃ to 55℃ x x x x x 3 3 2 1 1 2 > 55℃ x x x x x x 3 2 11 2 x .

[0139] In the table above, cells marked with an asterisk (*) have their temperature and SOC adjusted according to priority (if possible) to achieve target SOC and target temperature range. Prioritization module 776 determines the target cells (target SOC and temperature range) based on DS 764, the current load on battery 204 (e.g., 12 V and 48 V requirements), available charging resources, and / or one or more other operating parameters. Prioritization module 776 may determine the target cells, for example, using equations or lookup tables that correlate DS and other operating parameters with the target cells (target SOC and temperature range).

[0140] In various embodiments, the switching module 704 can adjust the state of charge (SOC) of the battery string to the target SOC (in order of priority) before adjusting the temperature of the battery string to the target SOC. In various embodiments, the switching module 704 can adjust the temperature of the battery string to the target SOC (in order of priority) simultaneously with adjusting the temperature of the battery string to the target SOC (in order of priority).

[0141] Figure 10 This is a flowchart depicting an example method for setting charging and discharging limits based on the vehicle's DS 764. Control begins at 1004, where the SOC module 718 determines the SOC 720 of each battery string, and temperature sensors determine the temperature 744 of each battery string.

[0142] At 1008, the derating status module 768 determines the vehicle's DS 764 based on the condition of the vehicle components. At 1012, the SOH module 772 determines the SOH of the battery 208. At 1016, the limiting module 756 determines the percentage of adjustment upper and lower limits based on DS 764 and SOH 760, as discussed above.

[0143] At 1020, the limiting module 756 sets the upper and lower limits based on percentages, as discussed above. At 1024, the switching module 704 controls the switching of the switch 232 to limit the charging and discharging of the battery 204 to the upper and lower limits.

[0144] Figure 11 This is a flowchart depicting an example method for adjusting or adjusting the temperature and / or SOC of each battery string towards or to a target. Control begins at 1104, where the SOC module 718 determines the SOC 720 of each battery string, and temperature sensors determine the temperature 744 of each battery string.

[0145] At 1108, priority module 776 selects a priority table from a set of priority tables based on SOH 760. Each priority table can be associated with SOH or a range of SOH. An example table of SOH 760 (within the range of SOH) is provided above.

[0146] At 1112, the priority module 776 determines the priority for adjusting the temperature and / or SOC of each battery string based on the temperature and SOC of the battery strings from the priority table. For example, given the SOC and temperature of a battery string, the priority module 776 determines the priority of that battery string based on the cell in the priority table that falls within the battery string. At 1116, the priority module 776 determines the target SOC and target temperature range of the battery string (corresponding to a cell in the priority table) based on the vehicle's DS 764. The priority module 776 may determine the target SOC and target temperature range based on one or more other parameters.

[0147] At 1120, the switching module 704 controls the switching of switch 232 to adjust the temperature and SOC of the battery string to the target temperature range and target SOC in a priority order (e.g., first to fourth levels). In the case of a given vehicle's DS764, this optimally extends the life of battery 204.

[0148] The foregoing description is merely illustrative in nature and is in no way intended to limit this disclosure, its application, or use. The broad teachings of this disclosure can be implemented in various forms. Therefore, while this disclosure includes specific examples, its true scope should not be so limited, as other modifications will become apparent upon examination of the drawings, specification, and the following claims. It should be understood that one or more steps within the method may be performed in a different order (or simultaneously) without altering the principles of this disclosure. Furthermore, while each of the embodiments described above is described as having certain features, any one or more of those features described with respect to any embodiment of this disclosure may be implemented in any other embodiment and / or combined with features from any other embodiment, even if such combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and the arrangement of one or more embodiments with respect to each other remains within the scope of this disclosure.

[0149] Spatial and functional relationships between components (e.g., between modules, circuit elements, semiconductor layers, etc.) are described using a variety of terms, including “connection,” “joint,” “link,” “adjacent,” “closest,” “on top of,” “above,” “below,” and “set.” Unless explicitly described as “direct,” when describing the relationship between a first and a second component in the above disclosure, the relationship can be a direct relationship in which no other intervening components exist between the first and second components, or it can be an indirect relationship (spatially or functionally) between the first and second components. As used herein, the phrases A, B, and C at least one should be interpreted as referring to the logic (A OR B OR C) using non-exclusive logic OR, and should not be interpreted as referring to “at least one of A, at least one of B, and at least one of C.”

[0150] In the accompanying drawings, the direction of arrows, as indicated by the arrows, typically illustrates the flow of information of interest (such as data or instructions). For example, when components A and B exchange various types of information, but the information transmitted from component A to component B is relevant to the illustration, the arrow may point from component A to component B. This unidirectional arrow does not imply that no other information is transmitted from component B to component A. Furthermore, for information sent from component A to component B, component B may send a request for the information or an acknowledgment of receipt of the information to component A.

[0151] In this application (including the definitions below), the term "module" or "controller" may be replaced by the term "circuit". The term "module" may refer to, be part of, or include the following: application-specific integrated circuit (ASIC); digital, analog, or mixed-signal analog / digital discrete circuit; digital, analog, or mixed-signal analog / digital integrated circuit; combinational logic circuit; field-programmable gate array (FPGA); processor circuitry (shared, dedicated, or grouped) that executes code; memory circuitry (shared, dedicated, or grouped) that stores code executed by the processor circuitry; other suitable hardware components that provide the described functionality; or combinations of some or all of the above, such as in a system-on-a-chip.

[0152] A module may include one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces that connect to a local area network (LAN), the Internet, a wide area network (WAN), or a combination thereof. The functionality of any given module of this disclosure may be distributed among multiple modules connected via the interface circuits. For example, multiple modules may allow for load balancing. In further examples, a server (also referred to as a remote or cloud) module may perform a function on behalf of a client module.

[0153] As used above, the term "code" can include software, firmware, and / or microcode, and can refer to programs, routines, functions, classes, data structures, and / or objects. The term "shared processor circuitry" covers a single processor circuitry that executes some or all of the code from multiple modules. The term "group processor circuitry" covers a processor circuitry that, in combination with additional processor circuitry, executes some or all of the code from one or more modules. References to multiple processor circuitry cover multiple processor circuitry on a discrete die, multiple processor circuitry on a single die, multiple cores of a single processor circuitry, multiple threads of a single processor circuitry, or a combination of the above. The term "shared memory circuitry" covers a single memory circuitry that stores some or all of the code from multiple modules. The term "group memory circuitry" covers a memory circuitry that, in combination with additional memory, stores some or all of the code from one or more modules.

[0154] The term memory circuit is a subset of the term computer-readable medium. As used herein, the term computer-readable medium does not cover transient electrical or electromagnetic signals propagated through a medium (such as a carrier wave); therefore, the term computer-readable medium can be considered tangible and non-transient. Non-limiting examples of non-transient, tangible computer-readable media are non-volatile memory circuits (such as flash memory circuits, erasable programmable read-only memory circuits, or mask read-only memory circuits), volatile memory circuits (such as static random access memory circuits or dynamic random access memory circuits), magnetic storage media (such as analog or digital magnetic tape or hard disk drives), and optical storage media (such as CDs, DVDs, or Blu-ray discs).

[0155] The apparatus and methods described in this application can be implemented, in part or in whole, by a dedicated computer created by a general-purpose computing mechanism to perform one or more specific functions embodied in a computer program. The function blocks, flowchart components, and other elements described above serve as software specifications that can be routinely translated into a computer program by skilled technicians or programmers.

[0156] A computer program includes processor-executable instructions stored on at least one non-transitory, tangible, computer-readable medium. A computer program may also include or depend on stored data. A computer program may encompass a basic input / output system (BIOS) for interacting with the hardware of a special-purpose computer, device drivers for interacting with specific devices of a special-purpose computer, one or more operating systems, user applications, background services, background applications, etc.

[0157] Computer programs may include: (i) descriptive text to be parsed, such as HTML (Hypertext Markup Language), XML (Extensible Markup Language), or JSON (JavaScript Object Notation); (ii) assembly code; (iii) object code generated from source code by a compiler; (iv) source code executed by an interpreter; and (v) source code compiled and executed by a just-in-time (JIT) compiler, etc. As an example only, source code may be written in languages ​​including C, C++, C#, Objective-C, Swift, Haskell, Go, SQL, R, Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, JavaScript®, HTML5 (Hypertext Markup Language version 5), Ada, ASP (Dynamic Server Web Pages), PHP (PHP: Hypertext Preprocessing Language), Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash®, Visual Basic®, Lua, MATLAB, SIMULINK, and Python®.

Claims

1. A battery system for a vehicle, the battery system comprising: First positive terminal, second positive terminal, and negative terminal; switch; At least two battery modules, wherein each of the at least two battery modules comprises at least three battery strings, the battery strings being configured to operate at different times: The first switches are connected in series and connected to the first positive terminal via a plurality of first switches in the switch; A plurality of second switches in the switch are connected in parallel and connected to the second positive terminal; and Disconnection from both the first positive terminal and the second positive terminal; and The switch control module is constructed as follows: Based on the derating state (DS) of the vehicle, adjust at least one of (a) the upper limit for charging the battery string and (b) the lower limit for discharging the battery string; and Controlling the switching of the switch thereby achieving at least one of (a) limiting the discharge of the battery string to an adjusted lower limit and (b) limiting the charging of the battery string to an adjusted upper limit.

2. The battery system according to claim 1, wherein, The switch control module is configured to further adjust at least one of (a) the upper limit and (b) the lower limit based on the health status of the battery including the at least two battery modules.

3. The battery system according to claim 1, wherein, The switch control module is configured as follows: When the derated state of the vehicle is in the first state, at least one of (a) the upper limit and (b) the lower limit is adjusted by a first amount; as well as When the vehicle's derated state is in the second state, at least one of (a) the upper limit and (b) the lower limit is adjusted by a second amount. The second quantity is greater than the first quantity.

4. The battery system according to claim 3, wherein, The switch control module is configured to: when the vehicle's derated state is in the third state, adjust at least one of (a) the upper limit and (b) the lower limit by a third amount. The third quantity is greater than the second quantity.

5. The battery system according to claim 1, wherein, The switch control module is configured as follows: Based on the derating state of the vehicle, both (a) the upper limit for charging the battery string and (b) the lower limit for discharging the battery string are adjusted. as well as Controlling the switching of the switch thereby achieving (a) limiting the discharge of the battery string to an adjusted lower limit and (b) limiting the charging of the battery string to an adjusted upper limit.

6. The battery system according to claim 1, wherein, The switch control module is further configured as follows: The target state of charge (SOC) of the battery string is determined based on the derating state of the vehicle. as well as The switch is controlled to adjust the state of charge of the battery string toward the target state of charge.

7. The battery system according to claim 6, wherein, The switch control module is further configured as follows: Determine the order of the battery strings; and The switching of the switch is controlled, thereby adjusting the state of charge of the battery string toward the target state of charge in the stated sequence.

8. The battery system according to claim 7, wherein, The switch control module is configured to determine the order of the battery strings based on the temperature and state of charge of the battery strings.

9. The battery system according to claim 8, wherein, The switch control module is configured to further determine the order of the battery string based on the health status of the battery, including the at least two battery modules.

10. The battery system according to claim 1, wherein, The switch control module is further configured as follows: The target temperature range of the battery string is determined based on the derating state of the vehicle; and The switch is controlled to adjust the temperature of the battery string toward the target temperature range.

11. The battery system according to claim 10, wherein, The switch control module is further configured as follows: Determine the order of the battery strings; and The switch is controlled to turn, thereby adjusting the temperature of the battery string toward the target temperature range in the stated sequence.

12. The battery system according to claim 11, wherein, The switch control module is configured to determine the order of the battery strings based on the temperature and state of charge of the battery strings.

13. The battery system according to claim 12, wherein, The switch control module is configured to further determine the order of the battery string based on the health status of the battery, including the at least two battery modules.

14. A battery system for a vehicle, the battery system comprising: First positive terminal, second positive terminal, and negative terminal; switch; At least two battery modules, wherein each of the at least two battery modules comprises at least three battery strings, the battery strings being configured to operate at different times: The first switches are connected in series and connected to the first positive terminal via a plurality of first switches in the switch; A plurality of second switches in the switch are connected in parallel and connected to the second positive terminal; and Disconnection from both the first positive terminal and the second positive terminal; and The switch control module is constructed as follows: Based on the derating state (DS) of the vehicle, the target temperature range and the target state of charge (SOC) of the battery string are determined. Determine the order of the battery strings; and The switch is controlled to adjust the temperature and state of charge of the battery string toward the target temperature range and the target state of charge, respectively, in the order of the battery string.

15. The battery system according to claim 14, wherein, The switch control module is configured to determine the order of the battery strings based on the temperature and state of charge of the battery strings.

16. The battery system according to claim 15, wherein, The switch control module is configured to further determine the order of the battery string based on the health status of the battery, including the at least two battery modules.

17. The battery system according to claim 14, wherein, The switch control module is configured to control the switching of the switch to adjust the temperature of the battery string toward the target temperature range before adjusting the state of charge of a battery string toward the target state of charge.

18. The battery system according to claim 14, wherein, The switch control module is configured to control the switching of the switch to adjust the state of charge of the battery string toward the target state of charge before adjusting the temperature of a battery string toward the target temperature range.

19. The battery system according to claim 14, wherein, The switch control module is configured to control the switching of the switch to adjust the state of charge of the battery string toward the target state of charge before adjusting the temperature of a battery string toward the target temperature range.

20. A method for a vehicle, the method comprising: Based on the derating state (DS) of the vehicle, at least one of (a) an upper limit for charging the battery string and (b) a lower limit for discharging the battery string is adjusted, wherein the battery comprises: First positive terminal, second positive terminal, and negative terminal; switch; At least two battery modules, wherein each of the at least two battery modules comprises at least three battery strings, the battery strings being configured to operate at different times: The first switches are connected in series and connected to the first positive terminal via a plurality of first switches in the switch; A plurality of second switches in the switch are connected in parallel and connected to the second positive terminal; and Disconnection from both the first positive terminal and the second positive terminal; and Controlling the switching of the switch thereby achieving at least one of (a) limiting the discharge of the battery string to an adjusted lower limit and (b) limiting the charging of the battery string to an adjusted upper limit.

Images