METHOD FOR PRECONDITIONING AN ENERGY STORAGE DEVICE FOR A LIMITED ROUTE

Abstract

A method for preconditioning an energy storage device for a vehicle comprises determining a route for the vehicle based on a destination input and estimating the maximum energy available through regenerative braking along the route. The method further comprises selecting a target preconditioning temperature for the energy storage device based on the route and the maximum energy available through regenerative braking, and heating the energy storage device to the target preconditioning temperature to precondition it. A vehicle comprises the energy storage device and a controller that communicates with the energy storage device.

Description

INTRODUCTION

[0001] The disclosure relates to a method for preconditioning an energy storage device and to a vehicle.

[0002] An energy storage device for a vehicle, such as a rechargeable battery or battery pack for an electric vehicle, can be preconditioned, or prepared for optimal performance, by heating or cooling the energy storage device. Such preconditioning can optimize the efficiency, range, and lifespan of the energy storage device. During preconditioning in a cold climate or if the electric vehicle has been idle for a period of time, the energy storage device can draw electrical power from the grid or heat from the vehicle's thermal management system to warm it up. DESCRIPTION

[0003] A method for preconditioning an energy storage device for a vehicle comprises determining a route for the vehicle based on a target input and estimating the maximum energy available through regenerative braking along the route. The method further comprises selecting a target preconditioning temperature for the energy storage device based on the route and the maximum energy available through regenerative braking, and heating the energy storage device to the target preconditioning temperature to precondition it.

[0004] In one case, the energy storage device may have a full preconditioning temperature, and the heating may involve heating the energy storage device to less than the full preconditioning temperature.

[0005] Another aspect of the selection can be to balance the maximum available energy from regenerative braking with the energy required to heat the energy storage device, in order to avoid unnecessary preconditioning of the energy storage device.

[0006] In another aspect, the estimate can include an assessment of every opportunity for regenerative braking along the route and a rejection of outliers.

[0007] Another aspect of the estimate can include measuring the distance of the route.

[0008] In one aspect, the estimate can also include an assessment of the travel time.

[0009] In another aspect, the estimate can be an assessment of traffic volume and traffic speeds along the route.

[0010] In another aspect, the estimate can include an analysis of weather conditions along the route.

[0011] Another aspect of the estimate can include an assessment of the gradient of the route.

[0012] In one aspect, the travel route can connect a vehicle's starting point with a vehicle's destination. Selecting the destination preconditioning temperature can involve evaluating the energy storage device's dwell time at the destination based on a dwell time input and a destination departure time input.

[0013] Another aspect of the procedure is the monitoring of the vehicle's driving behavior along the route.

[0014] In another aspect, the procedure can also include the assignment of a confidence factor for the target preconditioning temperature.

[0015] In another aspect, the target preconditioning temperature can be a minimum temperature required by the energy storage device to capture the maximum available energy from regenerative braking for the journey. The process can further include converting the vehicle's kinetic energy into electrical energy after heating, during deceleration and / or friction braking as the vehicle travels along the route, and transferring this electrical energy to the energy storage device to charge it.

[0016] In another embodiment, a method for preconditioning an energy storage device for a vehicle comprises determining a route for the vehicle based on a destination input, wherein the route connects a starting point and a destination. The method also includes evaluating the travel time along the route and comparing the travel time with a threshold travel time.If the journey duration is less than or equal to the threshold journey duration, the procedure includes estimating a maximum energy available through regenerative braking of the vehicle along the journey route; selecting a target preconditioning temperature for the energy storage device based on the journey route, journey duration and maximum energy available through regenerative braking; and heating the energy storage device to the target preconditioning temperature in order to precondition the energy storage device.

[0017] In one aspect, the procedure can also include monitoring the vehicle's driving behavior and assigning a confidence factor for the target preparation temperature based on that driving behavior.

[0018] Another aspect is that the selection of the target preconditioning temperature may also include the evaluation of the energy storage device's holding time at the destination based on the holding time input and the target departure time input.

[0019] In another aspect, the procedure can also include a prediction of the destination input, a dwell time input, and a destination departure time input based on a time of day.

[0020] Another aspect of the process is the planning of the heating according to the destination input and a start / departure time.

[0021] A vehicle comprises an energy storage device for storing and releasing electrical energy and a controller connected to the energy storage device. The controller contains an instruction set that can be executed to determine a route for the vehicle based on a destination input. The instruction set can also be executed to estimate the maximum energy available from regenerative braking along the route. Furthermore, the instruction set can be executed to select a target preconditioning temperature for the energy storage device based on the route and the maximum available energy from regenerative braking. Finally, the instruction set can be executed to heat the energy storage device to the target preconditioning temperature, thereby preconditioning the energy storage device.

[0022] Furthermore, in one aspect, the vehicle can comprise a multitude of wheels configured to move along the route. The energy storage device can be configured to supply propulsion power to at least one of the multitude of wheels.

[0023] The above features and advantages, as well as other features and associated advantages of this disclosure, will become apparent from the following detailed description of illustrative examples and methods for carrying out the present disclosure in conjunction with the accompanying drawings and claims. Furthermore, this disclosure expressly includes combinations and subcombinations of the elements and features described above and below. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a schematic representation of a side view of a vehicle with a controller that communicates with an energy storage device and contains a set of instructions for executing a procedure for preconditioning the energy storage device. Fig. 2 is a schematic representation of the procedure, which is controlled by the Fig. 1 is executable. Fig. Figure 3 is a schematic representation of a further embodiment of the method of Fig. 2. Fig. 4 is a schematic representation of a user display device used to receive one or more inputs for the procedures of Fig. 1 and Fig. 2 is configured. Fig. Figure 5 is a schematic representation of another embodiment of the user display device. Fig. 4. DETAILED DESCRIPTION

[0024] With reference to the Fig. 1, where identical reference numbers refer to identical elements, generally a vehicle 10 ( Fig. 1) and a procedure 12, 112 ( Fig. 2 and Fig. 3) for preconditioning an energy storage device 14 ( Fig. 1) shown for vehicle 10. Method 12, 112 can be useful for applications requiring excellent performance, range, and lifetime of the energy storage device 14. In particular, method 12, 112 can be useful for preconditioning the energy storage device 14 in preparation for short or limited journeys, e.g., with regard to distance and / or duration, of vehicle 10.

[0025] More precisely, the method 12, 112, as explained in more detail below, can provide a target preconditioning temperature for the energy storage device 14 that is sufficient to heat the energy storage device 14 so that the energy storage device 14 can absorb an optimal amount of energy available through regenerative braking of the vehicle 10 during the short or limited journey, while avoiding energy waste associated with unnecessary or excessive preconditioning of the energy storage device 14.This means that since energy from regenerative braking cannot be efficiently captured by a comparatively cold energy storage device 14, and since the capacity of the energy storage device 14 to absorb electrical energy from regenerative braking may decrease with decreasing temperature of the energy storage device 14, the method 12, 112 can precisely precondition and heat the energy storage device 14 in preparation for a comparatively short distance or driving duration, so that the energy storage device 14 can capture as much energy from regenerative braking as possible without wasting energy required for preconditioning.

[0026] As such, the methods 12, 112 and the vehicle 10 can be useful for automotive applications, such as, but not limited to, electric vehicles, hybrid vehicles and the like. For example, the vehicle 10 can be a motor vehicle powered by at least one internal combustion engine 100 ( Fig. 1), an electric motor 18 ( Fig. 1) and is powered by the energy storage device 14. Alternatively, the method 12, 112 and the vehicle 10 may also be suitable for applications other than motor vehicles, such as in aerospace, shipping, mass transit, agriculture, industry, and rail transport, without being limited thereto. The vehicle 10 may, for example, be a commercial vehicle, an industrial vehicle, a passenger vehicle, an aircraft, a watercraft, a train, or the like, but is not limited thereto. It is also conceivable that the vehicle 10 is a mobile platform, such as an airplane, an all-terrain vehicle (ATV), a boat, a personal mobility device, a robot, or the like, to fulfill the purposes of this disclosure.

[0027] As in Fig. As shown in Figure 1, the vehicle 10 includes an energy storage device 14 configured to store and deliver electrical energy. The energy storage device 14 can be, for example, a rechargeable high-voltage battery or a battery pack. As shown in Fig. As shown in Figure 1, the vehicle 10 can comprise a plurality of energy storage devices 14 that are electrically interconnected to provide an output power to the vehicle 10. That is, the vehicle 10 can have a plurality of wheels 16, e.g., steerable and / or non-steerable wheels, configured to move along a route over a ground surface. Furthermore, the energy storage device 14 can be configured to supply motive power to at least one of the plurality of wheels 16. That is, in some embodiments, the vehicle 10 can be an electric vehicle that receives motive power from the energy storage device 14. As such, the vehicle 10 can comprise one or more electric motors 18 connected to each of the plurality of wheels 16 and configured to drive the plurality of wheels 16.In other embodiments, the vehicle 10 may include an internal combustion engine 100 which may cooperate with the energy storage device 14 to supply the plurality of wheels 16 with driving power.

[0028] The vehicle 10 also includes a controller 20, which communicates with the energy storage device 14 and contains an instruction set that can be executed to precondition the energy storage device 14, as further explained below. That is, the controller 20 can execute the procedure 12, 112 described below to precondition the energy storage device 14. In particular, the controller 20 can include a processor configured to run programmed code and an operating system. The processor can include random-access memory (RAM) and a storage device, such as a hard disk drive. The controller 20 can be programmed to analyze data from the energy storage device 14 and the vehicle 10 and diagnose the presence of a precursor state of procedure 12, 112.The control unit 20 may also contain programming to take further actions relating to aspects of procedure 12, 112, such as heating 30 (. Fig. 2 and Fig. 3) the energy storage device 14, the termination 62 ( Fig. 3) of the procedure 12, 112, the electrical communication with the energy storage device 14, the automatic planning 60 ( Fig. 3) the preconditioning of the energy storage device 14, the monitoring 48 ( Fig. 2 and Fig. 3) the driving behavior of vehicle 10 and the like.

[0029] More precisely, the control unit contains 20, as explained in more detail below and with reference to the Fig. 2 and Fig. 3 described the set of commands that can be executed to determine a route for vehicle 10 based on a destination input 24 ( Fig. 4 and Fig. 5) to determine; to estimate a maximum energy available through regenerative braking of the vehicle 10 along the route; to select a target preconditioning temperature of the energy storage device 14 based on the route and the maximum energy available through regenerative braking; and to heat the energy storage device 14 to the target preconditioning temperature in order to precondition the energy storage device 14.

[0030] Furthermore, the vehicle 10 may include a communication bus configured to enable electronic communication between the components of the vehicle 10, although this is not shown in detail. Each energy storage device 14 may include a sensor 32 ( Fig. 1) included, and the sensor 32, the controller 20, the energy storage device 14 and a user display device 34, 134 ( Fig. 4 and Fig. 5) or a human-machine interface may be electrically connected to the communication bus and transmit data and computer-based commands via it to carry out the aspects of procedure 12, 112.

[0031] As in the Fig. 1 and Fig. As shown in Figure 4, the vehicle 10 can also include a user display device 34 or a human-machine interface configured to receive input from a driver or passenger of the vehicle 10. For example, the user display device 34 can include a computer-based touchscreen display 36 configured to receive destination input 24, departure time input 38, time-at-destination input 40, and the like, and can include toggle switches 42 configured to activate various aspects of the method 12, 112. For example, the toggle switches 42 can activate the method 12, 112 or parts thereof. In another embodiment, as shown in Figure 4, the user display device 34 can be configured to receive destination input 24, departure time input 38, time-at-destination input 40, and the like. Fig. As shown in Figure 5, the user display device 134 can be configured as an input screen or a graphical user interface for a mobile communication device, such as a mobile phone.

[0032] Referring again to Fig. Procedure 2 includes the method 12 for preconditioning the energy storage device 14 for the vehicle 10, the determination 22 of a route for the vehicle 10 based on the destination input 24. For example, before departure, a user of the vehicle 10 can transmit an intended destination for the vehicle 10 as destination input 24 to the user display device 34. The route can establish a connection between a starting location of the vehicle 10, which can be obtained, for example, from global positioning coordinates or other vehicle telemetry, and a destination location of the vehicle 10. Based on the starting location, an on-board computer or controller 20 of the vehicle 10 can determine the route connecting the starting location with the destination location.

[0033] As in Fig. As shown in Figure 2, the method 12 also includes estimating the maximum energy available through regenerative braking of the vehicle 10 along the journey. Regenerative braking can be described as an energy recovery mechanism that decelerates the moving vehicle 10 by converting its kinetic energy into another form of energy, such as electrical energy, which can be used immediately or stored for later use. For the purposes of an electric vehicle 10 or a hybrid vehicle 10, the kinetic energy can be converted into electrical energy and stored in the device 14. By preconditioning the energy storage device 14 before the journey, particularly in extreme climates or after a period of disuse, the energy storage device 14 can be enabled to absorb and store the electrical energy.This means that preconditioning can enable the energy storage device 14 to absorb energy from regenerative braking.

[0034] As a non-restrictive example, during regenerative braking, one or more electric motors 18 ( Fig. 1) The motors of the vehicle 10, which drive the plurality of wheels 16, function as generators when the vehicle 10 decelerates, for example, when a user of the vehicle 10 releases an accelerator pedal or applies the friction brakes of the vehicle 10. Since the plurality of wheels 16 rotate each electric motor 18 during the deceleration of the vehicle 10, the electric motors 18 can convert the kinetic energy of the vehicle 10 into electrical energy, which can generate magnetic resistance that further decelerates the vehicle 10. During regenerative braking, the energy flow reverses, so that the electric motors 18 are no longer powered by the energy storage device 14, but instead transfer electrical energy to the energy storage device 14. The generated electrical energy can be used to charge the device 14 and recover energy that would otherwise be lost as heat during the braking and deceleration of the vehicle 10.

[0035] As in Fig. As further described in section 2, the estimation 26 of the maximum energy available through regenerative braking can involve evaluating every opportunity for regenerative braking along the route and rejecting outliers. That is, the estimation 26 can include evaluating various features of the route and excluding or filtering out results that differ from a main group of results.

[0036] For example, if 80% of the expected regenerative braking along the route is due to gradual changes in gradient, but 20% of the maximum available regenerative braking energy along the route is due to a long, steep descent, it may not be worthwhile to fully condition the energy storage device 14 to a full preconditioning temperature, since full preconditioning requires comparatively more energy than partial preconditioning. That is, the long, steep descent may be an outlier and not be taken into account by procedure 12, 112.

[0037] In another example, the current traffic flow can be filtered out as an outlier if the traffic volume or speed affects the deceleration capabilities of the vehicle 10. Thus, the estimation 26 helps to adapt the procedure 12, 112 to the respective route so that no energy is wasted heating 30 of the energy storage device 14, only to capture energy from a peak during regenerative braking.

[0038] Similarly, for relatively short distances and / or journeys of short duration, it may not be advantageous to heat the energy storage device 14 to the full preconditioning temperature if the route does not provide opportunities for regenerative braking. Therefore, estimation 26 aims to obtain a tailored or precise target temperature for preconditioning that is high enough to prepare the energy storage device 14 to receive electrical energy converted during regenerative braking, but not so high that heating energy is expended during preconditioning that is ultimately wasted because not enough electrical energy is transferred back to the energy storage device 14 during regenerative braking.

[0039] In a non-restrictive example, estimate 26 could include measuring a section of the route and predicting whether, or how many, opportunities for regenerative braking exist along that section. Similarly, estimate 26 could include evaluation 126 ( Fig. 3) include the journey duration, i.e., how long the vehicle 10 can travel between the starting point and the destination, and again the assessment of the possibilities for regenerative braking of the vehicle 10 along the journey route.

[0040] Additionally or alternatively, Estimate 26 can include an assessment of traffic volume and speed along the route. For example, Estimate 26 can consider whether there is stop-and-go traffic along the route. Similarly, Estimate 26 can include an analysis of weather conditions along the route when assessing the possibilities for regenerative braking. For instance, Estimate 26 can take adverse weather conditions along the route into account.

[0041] In another example, estimate 26 can include an assessment of the gradient of the route. For instance, estimate 26 can include an analysis of the number and severity of gradient, incline, and slope changes along the route, and a prediction of the maximum available energy from regenerative braking. Estimate 26 can also take into account the mass of vehicle 10.

[0042] As in Fig. As shown in Figure 2, the method 12 for preconditioning the energy storage device 14 also includes selecting 28 a target preconditioning temperature of the energy storage device 14 based on the driving route and the maximum energy available through regenerative braking, and heating 30 the energy storage device 14 to the target preconditioning temperature in order to precondition the energy storage device 14. That is, the energy storage device 14 can have a full preconditioning temperature, and the heating 30 can include heating the energy storage device 14 to less than the full preconditioning temperature.The heating 30 can, for example, include increasing the operating temperature of the energy storage device by connecting the vehicle 10 to a power grid or activating thermal management components of the vehicle 10, such as resistance heaters, heat pumps and the like.

[0043] The target preconditioning temperature can be described as the minimum temperature required by the device 14 to utilize the maximum available energy from regenerative braking for the journey. Therefore, selection 28 can involve a balance between the maximum energy available through regenerative braking and the energy required to heat the energy storage device 14, thereby avoiding unnecessary or excessive preconditioning of the energy storage device 14. Selection 28 may aim to find a "sweet spot" or an ideal balance such that heating the energy storage device 14 before driving, using energy such as electrical energy from a mains-connected outlet, enables the energy storage device 14 to absorb as much energy as possible from regenerative braking during the journey.

[0044] In some cases, the route may include, for example, a steep, descending hill that provides an opportunity for regenerative braking of the vehicle 10. However, if the amount of electrical energy required to precondition the energy storage device 14 so that it can absorb all the electrical energy generated during regenerative braking on the hill is large, it may not be optimal to precondition the energy storage device 14 before the journey to a level sufficient to capture all the energy from regenerative braking on the hill, both in terms of energy cost and time. Instead, it may be desirable to precondition the energy storage device 14 to an optimal level, i.e.,the target temperature for preconditioning is lower than the full preconditioning temperature in order to avoid unnecessary or excessive preconditioning and to capture an optimal amount of energy available through regenerative braking, rather than the maximum amount of energy available through regenerative braking along the route.

[0045] In another example, which continues to refer to Fig. As described in section 2, the selection of the target preconditioning temperature can also include the evaluation of a holding time of the energy storage device 14 at the destination based on the holding time input 44 ( Fig. 4 and Fig. 5) and a destination departure time target of 46 ( Fig. 4 and Fig. 5) include. The dwell time input 44 can refer to how long the vehicle 10 remains at the destination and is not in operation so that the internal temperature of the energy storage device 14 stabilizes. The destination departure time setting 46 can refer to a desired departure time of the vehicle 10 from the destination. The user of the vehicle 10 can enter one of the two inputs, namely the dwell time input 44 and the destination departure time setting 46, into the user display device 34, 134 to prepare for possible preconditioning.

[0046] For relatively long dwell times, e.g., if the vehicle 10 remains at its destination for an 8-hour workday after a relatively short journey, such as a 10-minute commute, it may not be advisable to precondition the energy storage device 14 to the full preconditioning temperature. This is because the energy required to warm the energy storage device 14 during preconditioning could be wasted if the vehicle 10 is not used again for 8 hours. In this scenario, the energy storage device 14 could lose most of the electrical energy from a power grid that was used to precondition it if it is then left to cool down for 8 hours at a relatively cold temperature after use.

[0047] Conversely, it can be advantageous to use electrical energy to warm the energy storage device 14 if the holding time is relatively short, e.g., during a brief 10-minute stop, so that further energy can be recovered from regenerative braking when the vehicle 10 resumes driving. Therefore, the method 12 includes the selection 28 of a tailored target preconditioning temperature, which avoids unnecessary or excessive preconditioning and energy waste.

[0048] Referring again to Fig. 2. Procedure 12 may also include monitoring 48 of the driving behavior of vehicle 10 along the route. Monitoring 48 may, for example, include assessing whether vehicle 10 is on the route, assessing whether vehicle 10 is driving slower or faster than expected, and assessing whether vehicle 10 is aggressively changing lanes, turning, braking, and the like.

[0049] Furthermore, procedure 12 can also include the assignment of a confidence factor 50 for the target preconditioning temperature based on driving behavior. That is, if the driving conditions or driving behavior differ from the initial inputs 24, 38, 44 ( Fig. 4 and Fig. 5) If the target preconditioning temperature deviates, the confidence factor can indicate to the vehicle 10 and the user that the target preconditioning temperature may need to be adjusted. For example, the assignment 50 can involve setting a 90% confidence factor to indicate that the procedure 12, 112 is 90% certain that the vehicle 10 will stay on the route, travel at the specified speeds, and brake at estimated opportunities. By assigning the confidence factor 50, the procedure 12, 112 can assess the effectiveness of the target preconditioning temperature for the energy storage device 14.

[0050] If the confidence factor falls below a certain threshold, e.g., below 50%, due to the vehicle's driving behavior or a change in route conditions, the vehicle 10 can switch to its temperature control to heat or cool the energy storage device 14. For example, if the procedure 12, 112 detects a higher than expected output power of the energy storage device 14 due to rapid acceleration of the vehicle 10, a higher vehicle speed, additional loads, and / or a significant change in the route, the confidence factor can decrease, and the vehicle 10 can heat or condition the energy storage device 14 for the remainder of the route to minimize the load on the energy storage device 14.

[0051] After heating from 30 to the target preconditioning temperature, the vehicle 10 can indicate to the user that the energy storage device 14 is ready for travel, i.e., optimized for the given route, and that additional heat from electrical energy can be used to condition the passenger compartment of the vehicle 10 to ensure user comfort. Since the energy capacity available for preconditioning the vehicle 10 can be shared between heating the energy storage device 14 and the passenger compartment, the method 12, 112 can enable faster conditioning of the passenger compartment because the target preconditioning temperature is lower than the total preconditioning temperature.Since the method 12, 112 cannot over-precondition and thus save energy, the method 12, 112 can also reduce the stress on the components of the energy storage device 14 and the vehicle 10 caused by temperature changes.

[0052] Another advantage is that heating 30 a cold device 14 in the passenger cabin can cause noise and vibrations, e.g. caused by circulation pumps and rotating compressors, and that the tailored target preconditioning temperature provided by method 12, 112 can also mitigate these phenomena.

[0053] Referring again to Fig. 2. Method 12 may further comprise that, after heating 30, the kinetic energy of the vehicle 10 during deceleration of the vehicle 10 and / or friction braking of the vehicle 10 is converted into electrical energy while the vehicle travels along the route, and that the electrical energy is transferred to the energy storage device 14 in order to charge the energy storage device 14. That is, method 12 may include the use of regenerative braking and the charging of the energy storage device 14 along the route.

[0054] In another embodiment (see Fig. 3) Method 112 includes evaluating the journey duration 126 along the route and comparing the journey duration 56 with a threshold journey duration. For example, the threshold duration could be a distinction between a relatively short journey and a relatively long journey, e.g., 15 minutes or 30 minutes. For relatively long journeys, the energy storage device 14 can heat itself up to the full preconditioning or operating temperature when the energy storage device 14 transfers electrical energy to the vehicle 10. For relatively short journeys, however, the evaluation 126 helps in selecting the target preconditioning temperature, which makes it possible to recover the maximum possible energy from regenerative braking along the route.

[0055] If the journey duration is less than or equal to the threshold journey duration, the procedure 112 includes estimating 26 the maximum energy available through regenerative braking along the journey route; selecting 28 the target preconditioning temperature for the energy storage device 14 based on the journey route, journey duration, and maximum energy available for regenerative braking; and heating 30 the energy storage device 14 to the target preconditioning temperature. That is, the procedure 112 can be performed or continued for comparatively short journeys that include at least some possibility of regenerative braking.

[0056] As with continued reference to Fig. As described in section 3, the procedure 112 can also, in one aspect, predict the target input 24 ( 58 ( Fig. 4 and Fig. 5), the holding time input 44 ( Fig. 4 and Fig. 5) and the target departure time input 46 ( Fig. 4 and Fig. 5) based on a time of day. That is, Procedure 112 can include learning a user's driving habits and predicting when Procedure 12, 112 should begin or continue preconditioning. For example, over time, Procedure 12, 112 can learn the user's habits, driving style, destinations, trip duration and distance, routes, desired cabin temperatures, and similar information.

[0057] Additionally or alternatively, procedure 112 can also include the planning of the heating 30 depending on the target input 24 and a departure time. For example, the user can activate procedure 12, 112 e.g. via the toggle switch 42 ( Fig. 4 and Fig.5) Plan so that preconditioning is completed before vehicle 10 departs from the starting point. That is, if the user knows that vehicle 10 will be used at a certain time of day or on certain days of the week to travel to a recurring destination, the user can set the heating 30 so that preconditioning is completed before departure.

[0058] In summary, it can be said that estimating 26, selecting 28 and heating 30 can involve the evaluation of a large number of variables.

[0059] For example, the temperature of the energy storage device 14 can be a function of the average temperature of the energy storage device 14, the ambient temperature, the power required for electrical heating to heat the coolant for the energy storage device 14, the time, the electrical load, and the initial temperature of the energy storage device 14.

[0060] As another example, the maximum available energy from brake energy recovery or the total recoverable energy for the journey may depend on the gradients of the route, the vehicle speed, the state of charge of the energy storage device 14 and the traffic conditions.

[0061] Similarly, a filtered maximum energy available through regenerative braking, or a filtered total recoverable energy for the journey, can be a function of route gradients, instantaneous power from regenerative braking, vehicle speed, time, and the total recoverable energy for the journey.

[0062] In another, non-restrictive example, the expected energy gain from regenerative braking for the journey distance can be a function of the driving behavior or usage pattern, the distance between the starting point of vehicle 10 and the destination, the soaking time after vehicle 10 has reached the destination, and the likely behavior of the user of vehicle 10.

[0063] As another example, a power derived from the expected energy gain and the service life of the vehicle 10 can be a function of the expected energy gain through regenerative braking for the route and an expected total driving time.

[0064] As further non-restrictive examples of functions and variables for the procedure 12, 112, the target preconditioning temperature can be based on a charging power limit of the energy storage device 14, the temperature of the energy storage device 14 and the expected energy available by regenerative braking for an upcoming journey, and be a function of the power derived from the expected energy gains and the service life of the vehicle 10, a power limit of the energy storage device 14 based on a temperature of the energy storage device 14, a departure time, a current time and a time remaining for preconditioning.

[0065] Similarly, the confidence factor can be a function of the driving behavior, the distance between the starting point of vehicle 10 and the destination, and the likely behavior of the user of vehicle 10.

[0066] The procedure described here 12, 112 can accept hardware inputs, software system inputs and energy system inputs and generate energy management outputs.

[0067] Examples of hardware inputs for the procedure 12, 112 may include wireless communication, the status of a charging plug for the energy storage device 14, thermal high-voltage components of the vehicle 10, the temperature of the energy storage device 14 and the ambient temperature.

[0068] Examples of inputs to the software system for the procedure 12, 112 may include, among other things, vehicle speed, current traffic data, gradient information for the route, user-defined preconditions, navigation data, and thermal and regenerative braking limits of the energy storage device 14 and the vehicle 10.

[0069] Exemplary inputs of the energy system for the procedure 12, 112, may include, among others, the thermal power management of the energy storage device 14, e.g. heating and cooling requirements and power limits, the thermal power management of the passenger cabin, e.g. heating and cooling requirements, as well as the load and expected energy consumption associated with the route.

[0070] Exemplary energy management results of the procedure 12, 112 include, among others, reduced requirements for the preconditioning power for the energy storage device 14, optimized or maximized capture of regenerative braking energy based on the current conditions along the route and thermal high-voltage conditioning.

[0071] In summary, the method 12, 112 can advantageously and precisely heat the energy storage device 14 so that the energy storage device 14 can absorb an optimal amount of energy available from the regenerative braking of the vehicle 10 during the short or limited journey, while simultaneously avoiding energy waste associated with unnecessary or excessive preconditioning of the energy storage device 14. That is to say, the method 12, 112 precisely preconditions and heats the energy storage device 14 in preparation for a comparatively short journey, so that the energy storage device 14 can absorb as much energy as possible from regenerative braking without wasting the energy required for preconditioning.Method 12, 112 adjusts the target preconditioning temperature to the respective driving route, so that no energy is wasted on heating the energy storage device 14 in order to absorb only the energy from a regenerative braking peak. Method 12, 112 avoids overconditioning, thereby saving energy and reducing the stress on the components of the energy storage device 14 and the vehicle 10 caused by temperature fluctuations.

[0072] The embodiments described in this disclosure are intended to serve as non-limiting examples, and other embodiments may take various and alternative forms. Furthermore, the accompanying drawings are not necessarily to scale and may represent a somewhat simplified depiction of various features of this disclosure, including, for example, certain dimensions, orientations, positions, and shapes. The details of such features are partly determined by the intended application and the operating environment of the described embodiments.

[0073] For the purposes of this description, the use of the singular includes the plural and vice versa, unless expressly excluded. The terms "and" and "or" apply in both the subjunctive and disjunctive moods, and the words "including," "containing," "comprehensive," "with," and the like mean "including without limitation." Furthermore, words of approximation such as "about," "essentially," "generally," "approximately," etc., may be used here to mean "at, close to, or almost at" or "within 0-5% of" or "within acceptable manufacturing tolerances," or logical combinations thereof. A component that is "configured" to perform a particular function is capable of performing that function without modifications, and not merely has the potential to perform that function after further modifications.In other words, if the described hardware is explicitly configured to perform the specified function, it is specifically selected, built, implemented, used, programmed, and / or designed for performing that function. Furthermore, the use of ordinal numbers such as "first," "second," and "third" does not necessarily imply an ordered sequence but merely serves to distinguish between multiple instances of an action or structure.

[0074] The detailed description and the drawings or figures are supporting and descriptive of the present teaching, but the scope of the present teaching is defined exclusively by the claims. While some of the best modes and other embodiments for carrying out the present teaching have been described in detail, there are various alternative designs and embodiments for carrying out the present teaching, which are defined in the appended claims. Furthermore, this disclosure expressly includes combinations and subcombinations of the elements and features shown above and below.

Claims

[1] Method for preconditioning an energy storage device for a vehicle, the method comprising: Determining a vehicle's route based on a destination input; Estimating the maximum energy available through regenerative braking of the vehicle along the route; Selecting a target preconditioning temperature for the energy storage device based on the driving route and the maximum available energy from regenerative braking; and Heating the energy storage device to the target preconditioning temperature in order to precondition the energy storage device. [2] Method according to claim 1, wherein the energy storage device further comprises a full preconditioning temperature and the heating comprises heating the energy storage device to less than the full preconditioning temperature. [3] Method according to claim 1, wherein the selection involves balancing the maximum available energy from regenerative braking and the energy required to heat the energy storage device, in order to avoid unnecessary preconditioning of the energy storage device. [4] Method according to claim 1, wherein the estimation comprises evaluating each possibility for regenerative braking along the route and rejecting outliers. [5] Method according to claim 1, wherein the route connects a starting point of the vehicle and a destination point of the vehicle, and wherein the selection of the destination preconditioning temperature further comprises evaluating a holding time of the energy storage device at the destination based on a holding time input and a destination departure time input. [6] Method according to claim 1, further comprising monitoring the driving behavior of the vehicle along the route. [7] Method according to claim 1, further comprising assigning a confidence factor for the target preconditioning temperature. [8] Method according to claim 1, wherein the target preconditioning temperature is a minimum temperature required by the energy storage device to capture the maximum available energy from regenerative braking for the journey route; and furthermore comprehensive, after heating up, converting the vehicle's kinetic energy into electrical energy during deceleration and / or friction braking while the vehicle is moving along the route; and Transferring electrical energy to the energy storage device in order to charge the energy storage device. [9] Vehicle, comprising: an energy storage device configured to store and release electrical energy; a controller that communicates with the energy storage device and contains a set of instructions that can be executed to: to determine a vehicle's route based on a destination input; to estimate the maximum energy available through regenerative braking of the vehicle along the route; to select a target preconditioning temperature for the energy storage device based on the driving route and the maximum available energy from regenerative braking; and to heat the energy storage device to the target preconditioning temperature in order to precondition the energy storage device. [10] Vehicle according to claim 9, further comprising a plurality of wheels configured to move along the route; and wherein the energy storage device is configured to supply at least one of the plurality of wheels with motive power.

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