Method and system for optimizing the charging time of a vehicle battery

Abstract

A system and method for optimizing the charging time of a battery of a vehicle (106) is disclosed. A plurality of battery parameters, such as the current battery temperature and the current SoC of the battery, are monitored to calculate the battery charging time and the charging cost. The battery charging time and the charging cost are calculated in the standard charging mode and in the discharge charging mode when the current battery temperature is below the predefined temperature threshold and the current SoC of the battery is above the predefined SoC threshold. The charging time and the charging cost in the discharge charging mode are compared to the charging time and the charging cost in the standard charging mode. Furthermore, the battery is charged in the discharge charging mode if the charging time and the charging cost in the discharge charging mode are less than the charging time and the charging cost in the standard charging mode.

Description

TECHNICAL FIELDThe present disclosure relates generally to the field of battery management systems, and more particularly to systems and methods for optimizing the charging time of batteries of vehicles.BACKGROUNDThe following description contains information that may be useful for understanding the present invention. It does not represent an admission that the information contained herein belongs to the prior art or is relevant to the present invention, or that a publication, expressly or implicitly referred to, belongs to the prior art.The rapid electrification of the automobile industry has led to the wide introduction of electric vehicles operated with lithium ion (Li-ion) batteries. One of the main advantages of lithium ion batteries is their high energy density, which under optimal conditions allows a longer range and shorter charging times. However, a major challenge is the rapid charging of Li-ion batteries in cold environments where the initial temperature of the battery is quite low. This challenge arises from the inherent limitations of Li-ion batteries that efficiently capture charge at low temperatures. When a fast charge is attempted at low temperatures, the charging time of vehicles with Li-ion batteries is prolonged. In addition, the charging process is extended considerably if the battery temperature is suboptimal.The main reason for the extended charging time at low temperatures is the reduced charging capacity of lithium-ion batteries. This limitation is further exacerbated by the risk of lithium plating, a phenomenon characterized by the deposition of metallic lithium on the anode of the battery during high current charging. Lithium plating has several adverse effects on battery performance, including reduced battery capacity and reduced overall energy storage potential of the battery. Moreover, lithium dendrites may form during lithium plating, i.e., protrusions of lithium metal may enter the separator within the battery and may cause internal short circuits, battery fires, thermal runaway, and safety risks.The risk of lithium plating necessitates a limitation of the charging current at low temperatures. This limitation substantially extends the charging times and impairs the user-friendliness and the usability of the vehicle. In order to speed up the heating of the battery to an optimum charging temperature, powerful PTC heating elements (positive temperature coefficients) are also required. To raise the temperature of the battery from -15° C. to 50° C., a significant amount of thermal energy is required, which, if not provided efficiently, may result in longer preconditioning times. The existing PTC heating systems for most vehicles are often not sufficient to meet the requirements for rapid preconditioning.In addition, there are various methods and heaters in the prior art for optimizing the charging time of a vehicle battery. One of the methods is disclosed in US9340121B2 (hereinafter referred to as '121 publication). Moreover, a battery having a heater is disclosed in KR20120001340 (hereinafter referred to as '340 publication), and a battery self-heater is disclosed in CN2112373187 (hereinafter referred to as '187 publication).The '121 publication discloses a method for efficiently heating a vehicle battery used for propulsion. It includes monitoring battery state (e.g., temperature and state of charge) and other conditions (e.g., transmission state). If the battery is too cold and the vehicle is in "park mode", power is quickly injected into the battery and drawn back out without considering the driver torque request. This process, which is repeated as needed, uses the internal resistance of the battery to generate heat. The dynamic temperature threshold adjusts to changes in battery power, provides effective heating, and protects the battery, particularly during the idle phases. However, the rapid change of electric current into and out of the battery for heat generation may contribute to increased wear of the battery and shorten its overall life.The '340 publication discloses a vehicle battery having a heater. It consists of an outer housing with terminals, a battery, a heating device, a control device and a switch. The battery is connected to the terminals and is heated by the heater. The controller is part of a heating circuit connected in series with the battery and the heater. It monitors the temperature of the battery and compares it to a target temperature. If the battery is too cold, the controller turns on the heating circuit to heat the battery. A signal connection connects the control device to a central control device for remote control and monitoring, and an alarm system reports when the heating is active. However, the use of multiple components, including heater, controller, and signal connector, may increase the complexity and cost of the vehicle's battery system. In addition, components such as the heater and controller may add weight and space to the vehicle, which may impair performance and capacity of the vehicle.The '187 publication discloses a battery self-heating device designed for power battery packs, especially for use in electric vehicles. It consists of a power battery with two series-connected sub-batteries, a bidirectional DC-DC converter and a control module. The control module controls the bidirectional DC-DC converter to cyclically charge and discharge the sub-battery packs, generating alternating current that generates heat in the internal resistance of the sub-battery packs. For this purpose, an isolated bidirectional DC-DC converter is used. A temperature sensor measures the temperature of the power battery and controls the operation of the controller. The '187' publication ensures heating of the battery pack under cold conditions and improves the performance of the electric vehicle. However, the use of a DC-DC converter and a control module increases the complexity of the maintenance and repair methods for the battery self-heating device. In addition, energy losses may occur, which reduce the overall range of electric vehicles. In addition, the use of the DC-DC converter and controller may increase the weight and size of the battery self-heating device, potentially affecting the overall weight and performance of the vehicle.In view of the above, there is a need for a method and system that overcomes the above disadvantages and allows optimization of the charging time of a battery of a vehicle.The information disclosed in this Background of the Disclosure section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or an indication that this information forms the prior art already known to a person skilled in the art.SUMMARYThe present disclosure overcomes one or more shortcomings of the prior art and provides additional advantages discussed in the present disclosure. Additional features and advantages are realized by the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered part of the claimed disclosure.In a non-limiting embodiment of the present disclosure, a method for optimizing charging time of a battery of a vehicle is disclosed. The method includes monitoring a plurality of battery parameters. The plurality of battery parameters includes a current state of charge (SoC) of the battery and the current battery temperature. The method includes calculating at least a charge time of the battery and the charge cost in a standard charge mode and a discharge charge mode when the current battery temperature is below a predefined threshold temperature and the current SoC of the battery is above a predefined threshold SoC. The method further comprises comparing the calculated charging time of the battery and / or the charging cost in the discharge charging mode with the calculated charging time of the battery and / or the charging cost in the standard charging mode. When at least one of the calculated charge time and the charge cost in the discharge charge mode is less than the calculated charge time and the charge cost in the standard charge mode, the method further includes charging the battery of the vehicle in the discharge charge mode. Charging the battery of the vehicle in the discharge charging mode includes discharging the battery of the vehicle to increase the current battery temperature and charging the battery of the vehicle at the increased temperature.In another non-limiting embodiment of the present disclosure, the calculated charge time is based on the current SoC of the battery.In another non-limiting embodiment of the present disclosure, discharging the battery of the vehicle to increase the current battery temperature further comprises discharging the battery to increase the current battery temperature to one of the following temperatures: a temperature corresponding to the predefined threshold temperature, or a temperature that is below the predefined threshold temperature.In another non-limiting embodiment of the present disclosure, discharging the battery of the vehicle to increase the current battery temperature further comprises discharging the battery to increase the current battery temperature to one of the following temperatures: a temperature corresponding to the predefined threshold temperature, or a temperature that is below the predefined threshold temperature.In a further non-limiting embodiment of the present disclosure, the method includes charging the battery in the default charging mode when the current battery temperature is above a predefined threshold temperature and the current SoC of the battery is below a predefined threshold for the SoC.In a further non-limiting embodiment of the present disclosure, the method includes charging the battery in the default charging mode when the current battery temperature is below the predefined threshold temperature and the current SoC of the battery is below a predefined threshold SoC.In a further non-limiting embodiment of the present disclosure, an electronic control unit (ECU) for optimizing the charging time of a battery of a vehicle is disclosed. The system includes a memory and at least one processor communicatively coupled to the memory. The at least one processor is configured to monitor a plurality of battery parameters, the plurality of battery parameters including a current state of charge (SoC) of the battery and the current battery temperature. The at least one processor is configured to calculate at least a charge time of the battery and a charge cost in a standard charge mode and a discharge charge mode when the current battery temperature is below a predefined threshold temperature and the current SoC of the battery is above a predefined threshold SoC. The at least one processor is configured to compare the calculated charge time of the battery and / or the charge cost in the discharge charge mode to the calculated charge time of the battery and / or the cost in the standard charge mode. When at least one of the calculated charging time and the charging cost in the discharge charging mode is less than the calculated charging time and the charging cost in the standard charging mode, the at least one processor is configured to charge the battery of the vehicle in the discharge charging mode. To charge the battery of the vehicle in the discharge charging mode, the at least one processor is configured to discharge the battery of the vehicle to increase the current battery temperature, and then start charging the battery of the vehicle at the increased temperature.In another non-limiting embodiment of the present disclosure, the calculated charge time is based on the current SoC of the battery.In another non-limiting embodiment of the present disclosure, the at least one processor is configured to discharge the battery of the vehicle to raise the current battery temperature to one of: a temperature corresponding to the predefined threshold temperature or a temperature that is below the predefined threshold temperature.In a further non-limiting embodiment of the present disclosure, the at least one processor is configured to charge the battery in the default charging mode when the current battery temperature is above a predefined threshold temperature and the current SoC value of the battery is below a predefined SoC threshold.In a further non-limiting embodiment of the present disclosure, the at least one processor is configured to charge the battery in the default charging mode when the current battery temperature is below the predefined threshold temperature and the current SoC of the battery is below a predefined threshold for the SoC.The foregoing summary is illustrative only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments and features described above, other aspects, embodiments and features will become apparent by reference to the drawings and the following detailed description.BRIEF DESCRIPTION OF THE DRAWINGSThe accompanying drawings, which form a part of this disclosure, illustrate exemplary embodiments and together with the description, serve to explain the principles disclosed. In the figures, the same numbers are used to indicate like features and components. Some embodiments of apparatuses and / or methods according to the embodiments of the present subject matter will now be described, by way of example only, and with reference to the accompanying figures, in which: FIG. 1 illustrates an example environment 100 for optimizing charging time of a battery of a vehicle, according to an embodiment of the present disclosure; FIG. 2 shows a block diagram 200 of a system for optimizing the charge time of the battery of the vehicle in accordance with an embodiment of the present disclosure; FIG. 3 ashows an exemplary detailed table 300 athat illustrates the charging time with respect to various temperatures and the state of charge (SoC) of the battery in the standard charging mode according to an embodiment of the present disclosure; FIG. 3 bshows an exemplary detailed table 300 brepresenting the charging time with respect to various temperatures and the state of charge (SoC) of the battery in the discharge charging mode according to an embodiment of the present disclosure; FIG. 3 cshows an example detailed improvement table 300 crepresenting the improvement of the charging time with the discharge charging mode compared to the standard charging mode according to an embodiment of the present disclosure; and FIG. 4 is a flow chart illustrating a method 400 for optimizing the charge time of the battery of the vehicle according to an embodiment of the present disclosure.Those skilled in the art should appreciate that all block diagrams included herein represent conceptual views of systems embodying the principles of the present subject matter. It will also be understood that all flowcharts, flowcharts, state transition diagrams, pseudo code, and the like represent various processes that are substantially embodied in a computer readable medium and that can be executed by a computer or processor, regardless of whether or not such a computer or processor is explicitly illustrated.DETAILED DESCRIPTIONAs used herein, the word "exemplary" is used in the sense of "serving as an example, instance, or illustration.". Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be considered preferred or advantageous over other embodiments.While the disclosure is susceptible to various modifications and alternative forms, a specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is intended to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the disclosure.The terms "comprises," "including," or other variations thereof are intended to cover a non-exclusive inclusion, such that a device, apparatus, or method comprising a list of components or steps not only includes those components or steps, but may also include other components or steps not expressly listed or associated with such device or apparatus or method. In other words, one or more elements in an apparatus or system or apparatus that are initiated with "comprises... a" do not exclude, without further limitations, the presence of other elements or additional elements in the apparatus or system or apparatus.In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings, which form a part hereof, and in which is shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is therefore not to be taken in a limiting sense.The rapid growth of electric vehicles is based on lithium-ion batteries (Li-ion), which are known for their high energy density. However, rapidly charging these batteries in cold environments presents a challenge. Lithium ion batteries have difficulty in efficiently receiving charge at low temperatures, resulting in longer charging times. However, in order to shorten the charging time, a high charging current is supplied at low temperatures, resulting in lithium platings that cause capacity reduction in the batteries and lithium-dendrite growth (as explained above). The risk of lithium plating necessitates a limitation of the charging current at low temperatures. This limitation substantially extends the charging times and impairs the user-friendliness and the usability of the vehicle. The prior art solutions for optimizing the battery charging process involve preconditioning the battery with a PTC heater to bring the temperature of the battery to an optimum charge starting temperature. However, the temperature of the battery may not reach the optimal temperature when the travel to the charging station is a short distance. In addition, the use of a PTC heater may result in a longer preconditioning time.The present disclosure provides a method and system for overcoming the foregoing challenges in charging Li-ion batteries under low temperature conditions. The method and system overcome the foregoing challenges by allowing a battery of a vehicle to be charged in either a default charging mode or a discharge charging mode based on the current state of charge (SoC) and the temperature of the battery. A detailed explanation of the proposed solution will be given in the following sections in conjunction with Figs. 1-4.FIG. 1 shows an example environment 100 for optimizing the charging time of a battery of a vehicle 106, according to an embodiment of the present disclosure. The environment 100 includes a system 102 configured to optimize the charge time of a user's vehicle 106 battery. In one embodiment, the vehicle 106 is an electric vehicle. In an example, the user may be an owner of the vehicle 106. In another example, the user may be any person driving the vehicle 106. Additionally, the environment 100 includes an electric vehicle supply device (EVSE) 108. In one embodiment, the vehicle 106 is a car (as shown in FIG. 1 ). In another embodiment, the vehicle 106 may not be limited to a car. In one embodiment, the system 102 may be installed in the vehicle 106. In another embodiment, the system 102 may be connected to the vehicle 106 via the Internet of Things. In another embodiment, the system 102 may be communicatively and operatively connected to the vehicle 106. The system 102 may include an electronic control unit (ECU) 104. In addition, the system 102 may include one or more additional components (discussed in detail in FIG. 2 ). The one or more additional components of the system 102 may cooperate with one another to optimize the charge time of the battery of the vehicle 106.The system 102 may be configured to charge the battery of the vehicle 106 in at least one of a default charging mode and a discharge charging mode based on a current battery temperature and a current SoC of the battery. In one embodiment, the vehicle's battery may be normally charged during the default charging mode. However, in the discharge charging mode, the battery of the vehicle may be discharged first to increase the temperature of the battery of the vehicle, and once the temperature of the battery is sufficiently increased, the battery may then be charged.FIG. 2 shows a block diagram 200 of the system 102 for optimizing the charging time of the battery of the vehicle 106. The system 102 may be installed in the vehicle 106, as explained in FIG. 1. The system 102 may include the ECU 104 and one or more temperature sensors 202. Moreover, the ECU 104 may include, but is not limited to, memory 204, at least one processor 206, and an input / output interface (I / O) 208. I / O interface 208, at least one processor 206, and memory 204 may be operatively and communicatively coupled to each other. The memory 204 may store the current battery temperature, the current SoC of the battery, the predefined threshold battery temperature, and the predefined threshold SoC for the battery of the vehicle 106.In one implementation, the at least one processor 206 may be implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuits, and / or any devices that process signals based on operating instructions. Among other capabilities, the at least one processor 206 may be configured to fetch and execute computer readable instructions stored in the memory 204. I / O interface 208 may include a variety of software and hardware interfaces, e.g., a web interface, a graphical user interface, and the like. I / O interface 208 may enable system 102 to communicate with other computing components of the vehicle (not shown in the figures). I / O interface 208 may enable a variety of communications within a variety of networks and protocol types, including wired networks, e.g., LAN, cable, etc., and wireless networks such as WLAN, cellular, or satellite.The at least one processor 206 of the ECU 104 may be configured to monitor a plurality of battery parameters. The plurality of battery parameters includes a current state of charge (SoC) of the battery and the current battery temperature. Generally, the SoC refers to the state of charge of a battery relative to the capacity of the battery. The SoC is generally expressed in percent, with 0% being empty or unloaded and 100% being fully loaded. In one embodiment, the at least one processor 206 may be configured to monitor the current battery temperature using the one or more temperature sensors 202. The one or more temperature sensors 202 may be connected to the ECU 104.The at least one processor 206 of the ECU 104 may be configured to calculate the charging time of the battery and / or the charging cost in a standard charging mode and a discharging charging mode when the current battery temperature is below a predefined threshold temperature and the current SoC of the battery is above a predefined threshold for the SoC. The charge time of the battery and the charge cost in the standard charge mode and the discharge charge mode are calculated based on the plurality of battery parameters. For example, if the current battery temperature is 1° Celsius, which is below the predefined temperature threshold (e.g., 10° Celsius), and the current SoC value of the battery is 30%, which is above the predefined SoC threshold (e.g., 15%), the system 102 may calculate the charging time of the battery and / or the charging cost in the default charging mode and the discharge charging mode. In another embodiment, the charge time is calculated based on the current SoC value of the battery and / or the current battery temperature.In an exemplary embodiment, the at least one processor 206 may be configured to display the charge time of the battery and the charge cost in the default charge mode and the discharge charge mode on a display screen of the vehicle 106. The charge time of the battery and the charge cost are displayed on the display screen of the vehicle 106 to allow the user to select between the default charge mode and the discharge charge mode. The user may select either the default charging mode or the discharging charging mode via the display screen of the vehicle 106 based on the displayed charging time and the charging cost. In one embodiment, the display screen may be a touch screen display having an input / output interface.However, in another exemplary embodiment, the decision to select between the default charging mode and the discharge charging mode may be made by the at least one processor 206. To this end, the at least one processor 206 may compare the calculated charge time of the battery and / or the charge cost in the discharge charge mode to the calculated charge time of the battery and / or the charge cost in the standard charge mode. For example, when the charging time until reaching 90% SoC in the standard charging mode is calculated to be 21 minutes, and the charging time until reaching 90% SoC in the discharge charging mode is calculated to be 12 minutes. The at least one processor 206 may be configured to compare the charging time of 21 minutes in the default charging mode with the charging time of 12 minutes in the discharge charging mode. The charging time in the discharge charging mode is 9 minutes shorter than the charging time in the standard charging mode. Therefore, the at least one processor 206 may be configured to charge the battery of the vehicle 106 in the discharge charging mode. Further, the at least one processor 206 may be configured to compare the charging cost in the discharge charging mode to the charging cost in the standard charging mode.The at least one processor 206 may be configured to charge the battery of the vehicle 106 in the discharge charging mode when at least one of the calculated charging times and charging costs in the discharge charging mode is less than the calculated charging time and charging costs in the default charging mode. In the discharge charging mode, the at least one processor 206 may be configured to discharge the battery of the vehicle 106 to increase the current battery temperature and begin charging the battery of the vehicle 106 at the increased temperature. The at least one processor 206 may be configured to discharge the battery of the vehicle to increase the current battery temperature to one of the following temperatures: a temperature corresponding to the predefined threshold temperature, or a temperature that is below the predefined threshold temperature based on the current SoC of the battery. In one example, the current battery temperature is 2° Celsius, the predefined threshold temperature is 10° Celsius, the current SoC of the battery is 20%, and the predefined threshold SoC of the battery is 15%. The at least one processor 206 may be configured to discharge the battery to increase the current battery temperature from 2° Celsius. During discharging, the current SoC value of the battery decreases to 15% (the predefined threshold value for the SoC value), and the current temperature of the battery is increased from 2° C. to 7° C. The at least one processor 206 can then start the charging process of the battery at the elevated temperature of 7° Celsius. In one embodiment, the at least one processor 206 may be configured to discharge the battery until the current SoC reaches the predefined threshold SoC or until the current battery temperature reaches the predefined threshold temperature.In one embodiment, the at least one processor 206 may be configured to charge the battery in the default charging mode when the current battery temperature is above the predefined threshold temperature and the current SoC of the battery is below a predefined threshold SoC. In one embodiment, the predefined threshold temperature may vary depending on the current ambient conditions and the current SoC of the battery. In another embodiment, the threshold temperature may be set by the user of the vehicle 106. For example, if the predefined threshold temperature is 10° Celsius and the current battery temperature is 13° Celsius, which is above the predefined threshold temperature, and the current SoC value of the battery is below the predefined threshold (e.g., 1%), then the system 102 may be configured to charge the battery in the default charging mode.In another embodiment, the at least one processor 206 may be configured to charge the battery in the default charging mode when the current battery temperature is below the predefined threshold temperature and the current SoC of the battery is below a predefined threshold SoC. For example, if the predefined threshold temperature is 10° Celsius and the current battery temperature is -1° Celsius, which is below the predefined threshold temperature, and the current SoC of the battery is below the threshold SoC (e.g., 1%), the at least one processor 206 may be configured to charge the battery in the default charging mode. The at least one processor 206 may be configured to charge the battery in the default charging mode when the current battery temperature is below the predefined threshold temperature and the current SoC of the battery is below a predefined threshold SoC, as the battery rapidly assumes charge during the lower SoC (e.g., 1%) compared to the average SoC (e.g., 68%).The at least one processor 206 may be configured to discharge and charge the battery of the vehicle using the EVSE 108 (as shown in FIG. 1 ). In one embodiment, the EVSE 108 is an infrastructure that powers the vehicle 106 with electrical energy to charge the battery of the vehicle 106. In an example, the EVSE 108 may be a charging station. In another embodiment, the EVSE 108 enables the vehicle 106 to be discharged.Moreover, the charging time of the battery and the charging cost may vary with respect to different temperatures and SoCs of the battery in both the standard charging mode and the discharge charging mode (explained in detail in FIGS. 3 aand 3 b ).FIG. 3 ashows an exemplary detailed table 300 athat illustrates the charging time with respect to various temperatures and the state of charge (SoC) of the battery in the standard charging mode according to an embodiment of the present disclosure. Table 200a shows the charge time to achieve 80% SoC of the battery in the standard charge mode. At a temperature of -25° C. and a SoC of 20%, the charging time until 80% SoC is reached can be, for example, about 69 minutes. At a temperature of -20° Celsius and a SoC of 20%, the charging time until 80% SoC is reached may be about 58 minutes. At a temperature of -15° Celsius and a SoC of 40%, the charging time until 80% SoC is reached may be about 46 minutes. Table 200a shows the charging time until 80% SoC is reached at a temperature of -25° Celsius to 10° Celsius and a SoC of 20% to 75% in the standard charging mode.FIG. 3 b shows an example detailed table 300 b depicting the charging time with respect to various temperatures and the state of charge (SoC) of the battery in the discharge charging mode according to an embodiment of the present disclosure. Table 300b shows the charge time for achieving 80% SoC of the battery in the discharge charge mode. In one example, at a temperature of -25° Celsius and a SoC of 20%, the charge time to reach 80% SoC may be about 28 minutes. At a temperature of -20° Celsius and a SoC value of 20%, the charging time until 80% SoC is reached can be about 25 minutes. At a temperature of -15° Celsius and a SoC of 40%, the charging time until 80% SoC is reached may be about 12.6 minutes. Table 200a shows the charging time until reaching 80% SoC at a temperature of -25° Celsius to 10° Celsius and a SoC of 20% to 75% in the discharge charging mode.It follows that, at a battery temperature of 10° Celsius or less, the charging time in the discharge charging mode is shorter than in the standard charging mode. Thus, the charging time is improved with the discharge charging mode (as shown in FIG. 3 c).FIG. 3 cshows an example detailed improvement table 300C illustrating the improvement of the charging time in the discharge charging mode compared to the default charging mode according to an embodiment of the present disclosure. Table 300c shows the improved charging time in the discharge charging mode compared to the standard charging mode. At a temperature of -25° C. and a SoC of 20%, the charging time until 80% SoC is reached is improved, for example, by about 40 minutes. At a temperature of -20° C. and a SoC value of 20%, the charging time until 80% SoC is reached is improved by about 33 minutes. At a temperature of -10° C. and a SoC of 40%, the charging time until 80% SoC is reached is improved by about 25 minutes. Table 200c shows the improved charging time until 80% SoC is reached at a temperature of -25° Celsius to 10° Celsius and a SoC of 20% to 75%.As a result, charging in the discharge charging mode results in an improved charging time compared to charging in the standard charging mode. A method for optimizing the charge time of the battery of the vehicle 106 is explained in FIG. 4.FIG. 4 is a flow chart illustrating a method 400 for optimizing the charge time of the battery of the vehicle 106, according to an embodiment of the present disclosure. The method 400 will be explained with reference to FIGS. 1 to 3c. The method 400 performs steps for optimizing the charge time of the battery of the vehicle 106. The steps of the method 400 are described herein using the at least one processor 206 of the system 102. For a description of the method 400, the reference numerals are used in conjunction with FIGS. 1 to 3c. The method begins with step 402.In step 402, the method 400 may include monitoring a plurality of battery parameters. The plurality of battery parameters includes the current state of charge (SoC) of the battery and the current battery temperature (as explained in FIG. 2 ). In one embodiment, to monitor the plurality of battery parameters, the at least one processor 206 and / or the one or more temperature sensors 202 may be used.In step 404, method 400 may include checking a condition whether the current battery temperature is below the predefined threshold temperature and the current SoC of the battery is above the predefined threshold SoC. In one embodiment, the predefined threshold temperature may be set by the system 102 based on the current ambient conditions and the current SoC of the battery. In one example, the predefined threshold temperature may vary depending on the current ambient conditions and the current SoC of the battery. In another embodiment, the predefined threshold temperature may be set by the user of the vehicle 106. If the condition is met, step 408 is executed. Alternatively, if the condition is false, step 406 is executed.In step 406, method 400 may include charging the battery in the default charging mode. In one embodiment, the method 400 may include charging the battery in the default charging mode when the current battery temperature is above the predefined threshold temperature and the current SoC of the battery is below the predefined threshold SoC. In another embodiment, the method 400 may include charging the battery in the default charging mode when the current battery temperature is below the predefined threshold temperature and the current SoC value of the battery is below the predefined threshold SoC.In step 408, the method 400 may include at least calculating the charge time of the battery and the charge cost in the default charge mode and the discharge charge mode (as explained in FIG. 2 ). In one embodiment, the at least one processor 206 may be used to calculate at least the charge time of the battery and the charge cost.In step 410, method 400 may include comparing the calculated charge time of the battery and / or the charge cost in the discharge charge mode to the calculated charge time of the battery and / or the charge cost in the default charge mode. In one embodiment, the at least one processor 206 may be used to compare the calculated charge time of the battery and / or the charge cost in the discharge charge mode to the calculated charge time of the battery and / or the charge cost in the default charge mode.At step 412, method 400 may include checking a condition whether at least one of the calculated charging times and charging costs in discharge charging mode is less than the calculated charging time and charging costs in standard charging mode. If the condition is met, the method 400 follows step 414. If the condition is false, the method 400 again follows step 406.In step 414, the method 400 includes charging the battery of the vehicle in the discharge charging mode. Further, in step 414 a, the method 400 may include discharging the battery of the vehicle to increase the current battery temperature. The battery of the vehicle is discharged to raise the current battery temperature to one of the following temperatures: a temperature corresponding to the predefined threshold temperature, or a temperature that is below the predefined threshold temperature based on the current SoC of the battery. In one example, assume that the current battery temperature is 2° Celsius, the predefined threshold temperature is 10° Celsius, the current SoC of the battery is 20%, and the predefined threshold SoC of the battery is 15%. The battery is discharged to increase the current battery temperature from 2° Celsius. During the discharging operation, the current SoC value of the battery decreases to 15% (the predefined threshold value for the SoC value), and the current temperature of the battery is increased from 2° C. to 7° C. In one embodiment, the battery is discharged until the current SoC reaches the predefined threshold SoC or until the current battery temperature reaches the predefined threshold temperature. In addition, step 414 bis executed once the current SoC value falls to the predefined threshold SoC.In step 414 b, the method 400 includes beginning charging the battery of the vehicle at elevated temperature (e.g., 7° Celsius) using the EVSE 108.The steps illustrated are for purposes of explaining the exemplary embodiments shown, and it should be understood that ongoing technological development will alter the manner in which particular functions are performed. These examples are illustrative and not restrictive. Moreover, the boundaries of the functional building blocks have been arbitrarily set here for ease of description. Other boundaries may be defined as long as the specified functions and their relationships are appropriately performed.Those skilled in the art will understand that the terms used herein are generally to be understood as "open" terms (e.g., the term "including" should be interpreted as "including, but not limited to", the term "having" should be interpreted as "having at least", the term "comprising" should be interpreted as "comprising, but not limited to", etc.). For convenience in explanation, the introductory terms "at least one" and "one or more" may be used in the detailed description to initiate enumerations. However, the use of such terms should not be construed such that the introduction of an enumeration by the indefinite articles "a" or "an" limits a particular portion of the description containing such an introduced enumeration to inventions containing only such an enumeration, even though the introductory terms "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and / or "an" should typically be construed to mean "at least one" or "one or more") are included in the enumerations; the same applies to the use of certain articles to initiate such enumerations. Even though a particular portion of the specification introduced is explicitly recited, those skilled in the art will recognize that such enumeration should typically be construed to mean at least the recited number (e.g., the mere enumeration of "two enumerations" without other modifiers typically means at least two enumerations or two or more enumerations).Although various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are illustrative and not restrictive, the true scope and spirit being indicated by the following detailed description.The advantages of the embodiment of the present disclosure are presented hereinIn one embodiment, the present disclosure provides a system and method for improving charging time of a battery of a vehicle without energy losses as occur during heating with PTC heaters.In one embodiment, the present disclosure provides a system for optimizing the charging time of the battery of a vehicle by charging the battery in the discharge charging mode. During the discharge charging mode, the temperature of the battery rises more strongly than in prerequisite-based charging. If the battery generates additional heat, it can be used for heating the vehicle interior. Thus, the need to plan preconditioning is eliminated.REFERENCE NUMERALS100 Environment 102 System 104 Electronic control unit 106 Vehicle 108 Electric vehicle supply device (EVSE) 200 Block diagram 202 One or more temperature sensors 204 Memory 206 At least one processor 208 Input / output interface 300A A example detailed table for a default charging mode 300B A example detailed table for a discharge charging mode 300C A example detailed improvement table 400 Methods 402- 414 Method stepsReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedUS 9340121B2

[0006] KR 20120001340

[0006] CN 212373187

[0006]

Claims

A method (400) for optimizing charging time of a battery of a vehicle (106), the method (400) comprising: monitoring (402) a plurality of battery parameters, wherein the plurality of battery parameters comprises a current state of charge (SoC) of the battery and the current battery temperature; calculating (408) a charging time of the battery and / or charging cost in a default charging mode and a discharging charging mode if the current battery temperature is below a predefined threshold temperature and the current SoC of the battery is above a predefined threshold SoC; comparing (410) the calculated charging time of the battery and / or charging cost in the discharging charging mode with the calculated charging time of the battery and / or charging cost in the default charging mode; and if the calculated charging time and / or charging cost in the discharge charging mode is less than the calculated charging time and / or charging cost in the standard charging mode, charging (414) the battery of the vehicle in the discharge charging mode, wherein charging the battery of the vehicle in the discharge charging mode comprises: discharging (414a) the battery of the vehicle to increase the current battery temperature; and beginning charging (414b) the battery of the vehicle at the increased temperature.The method of claim 1, wherein the calculated charge time is based on the current SoC of the battery.The method of claim 1, wherein discharging (414a) the battery of the vehicle to increase the current battery temperature further comprises discharging the battery to increase the current battery temperature to one of: a temperature corresponding to the predefined threshold temperature or a temperature that is below the predefined threshold temperature.The method of claim 1, further comprising charging (406) the battery in the default charging mode when the current battery temperature is above the predefined threshold temperature and the current SoC of the battery is below a predefined threshold SoC.The method of claim 1, further comprising charging (406) the battery in the default charging mode when the current battery temperature is below the predefined threshold temperature and the current SoC of the battery is below a predefined threshold SoC.An electronic control unit (ECU) (104) for optimized charging of an electric vehicle (EV) battery (106), the ECU (104) comprising: a memory (204); and at least one processor (206) communicatively connected to the memory (204), the at least one processor (206) configured to: monitor a plurality of battery parameters, wherein the plurality of battery parameters comprises a current state of charge (SoC) of the battery and the current battery temperature; calculate the charging time of the battery and / or the charging cost in a standard charging mode and a discharge charging mode when the current battery temperature is below a predefined temperature threshold and the current SoC value of the battery is above a predefined SoC threshold; comparing the calculated charging time of the battery and / or the charging cost in the discharge charging mode with the calculated charging time of the battery and / or the cost in the standard charging mode; and when the calculated charging time and / or the charging cost in the discharge charging mode is less than the calculated charging time and / or the charging cost in the standard charging mode, charging the battery of the vehicle (106) in the discharge charging mode, wherein the charging of the battery of the vehicle in the discharge charging mode comprises: discharging the battery of the vehicle (106) to increase the current battery temperature; and starting charging the battery of the vehicle (106) at an increased temperature.The ECU (104) of claim 6, wherein the calculated charge time is based on the current SoC of the battery.The ECU (104) of claim 6, wherein to discharge the battery of the vehicle (106), the at least one processor is further configured to: discharge the battery to increase the current battery temperature to one of: a temperature equal to the predefined threshold temperature or a temperature less than the predefined threshold temperature.The ECU (104) of claim 6, wherein the at least one processor (206) is further configured to charge the battery in the default charging mode when the current battery temperature is above a predefined threshold temperature and the current SoC of the battery is below a predefined threshold SoC.The ECU (104) of claim 6, wherein the at least one processor (206) is further configured to charge the battery in the default charging mode when the current battery temperature is below a predefined threshold temperature and the current SoC of the battery is below a predefined threshold SoC.

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