Method for controlling the energy flow of an electrically powered vehicle with at least one electrochemical energy storage device

Abstract

Method for controlling the energy flow of an electrically powered vehicle with at least one electrochemical energy storage device.

Description

[0001] The invention relates to a method for controlling an energy flow of an electrically powered vehicle with at least one electrochemical energy storage device, a device for carrying out a method for controlling an energy flow of an electrically powered vehicle, and a use of a method for controlling an energy flow of an electrically powered vehicle according to the preamble of the independent claims. State of the art

[0002] Batteries with a 100% state of charge (SOC) cannot store regenerative braking energy for deceleration of an electric vehicle. Additional battery capacity is expensive, heavy, and uneconomical due to the need for rare raw materials. Furthermore, a certain C-rate ratio must not be exceeded at certain charging power levels, and this ratio decreases with a higher state of charge.

[0003] The use of mechanical brakes instead of regenerative braking produces particulate matter, which is limited, for example, by the EU7 emissions standard. For commercial vehicles, UNECE Regulation No. 13 already mandates an additional dedicated system. A current trend to increase electrical power in electric vehicles to offer even better driving dynamics and performance can also increase particulate emissions.

[0004] Document US 2022 / 097 676 A1 discloses a brake assist and retarder system for hybrid commercial vehicles. Based on the vehicle's three-dimensional electronic map, the vehicle's three-dimensional position data measured by the navigation system, and data measured by a forward-facing millimeter-wave radar, such as the relative speed and absolute distance between the vehicle and the vehicle ahead in the same lane, the power distribution device is instructed by the vehicle's control unit to precisely, continuously, and dynamically distribute the direction and amplitude of electrical power with a short response time between the generator set, the power battery pack, and the drive motor, thereby achieving the temporary power balance of the road load required by the vehicle dynamics equation in real time. This results in energy savings and emission reductions for the vehicle.

[0005] Document US 2016 / 105 132 A1 discloses a system and method for controlling the regenerative braking of an electric vehicle. The system and method calculate available torque considering both the battery system and the motor system to improve the accuracy of the regenerative braking quantity. The method includes calculating available torque considering both the battery system and the motor system when regenerative braking of the electric vehicle is required, and calculating regenerative braking capacity based on the available torque considering both the battery system and the motor system.

[0006] The object of the present invention is to further improve the prior art. This object is achieved by the features of the independent claims. Disclosure of the invention Advantages of the invention

[0007] In contrast, the inventive method with the characterizing features of the independent claims has the advantage that the inventive method for controlling an energy flow of an electrically driven vehicle with at least one electrochemical energy storage device comprises the following steps: - Determine at least one state-of-charge parameter, which represents a predicted state of charge of the electrochemical energy storage system for at least one waypoint on a planned and / or predicted route of the electrically powered vehicle, as a function of an actual state-of-charge parameter, which represents a current state of charge of the electrochemical energy storage system, and a charging power parameter, which represents a predicted charging power that is expected to be available for charging the electrochemical energy storage system through recuperation processes on the route up to the waypoint; - Determining a target state of charge variable, which represents a target state of charge of the electrochemical energy storage device, which essentially corresponds to a sum of the actual state of charge variable and a difference between a given maximum state of charge of the electrochemical energy storage device and the state of charge variable; - Charging or discharging the electrochemical energy storage device until the target state of charge is reached.

[0008] Advantageously, regulatory requirements regarding particulate emissions can be met.

[0009] Advantageously, a reduction in unsprung mass and rotational mass is achieved, thereby increasing driving dynamics and performance.

[0010] Furthermore, improved performance of the electrochemical energy storage system is achieved through lower temperatures of the electrochemical energy storage cells.

[0011] Further advantageous embodiments are the subject of the dependent claims.

[0012] The predicted state of charge of the electrochemical energy storage device is determined using a rule-based or data-based state of charge model of the electrochemical energy storage device.

[0013] The lifespan of an electrochemical energy storage device can be significantly extended by reducing the number of charging cycles.

[0014] Determining the planned and / or predicted route includes a change in altitude above sea level, a distance traveled, a duration, driving habits of a driver and / or other drivers, commuter routes and / or navigation routes of the electrically powered vehicle.

[0015] The planned and / or predicted route is determined before, during, and / or while the electrically powered vehicle is in motion.

[0016] A device according to the invention for operating an electrically powered vehicle, comprising at least one electrochemical energy storage device, at least one sensor, a receiver for a global navigation satellite system and at least one means, in particular an electronic control unit, which are configured to carry out the steps of the method according to the invention.

[0017] According to an advantageous embodiment of the invention, a computer program is provided, comprising commands that cause the device according to the invention to perform the process steps according to the invention.

[0018] Furthermore, a machine-readable storage medium is provided on which the computer program is stored.

[0019] Advantageously, a device according to the invention for controlling an energy flow of an electrically powered vehicle and / or a device for operating an electrically powered vehicle is used for electric vehicles, fuel cell vehicles, hybrid vehicles, plug-in hybrid vehicles, aircraft, pedelecs or e-bikes. Brief description of the characters

[0020] Exemplary embodiments of the invention are shown in the drawing and explained in more detail in the following description.

[0021] Further advantages and advantageous embodiments of the invention are illustrated by the drawings and explained in the following description. It should be noted that the drawings are for descriptive purposes only and are not intended to limit the invention in any way. Furthermore, the features described below, individually or in any combination, can constitute an object of the invention unless the context explicitly indicates otherwise.

[0022] They show: Fig. 1 a flowchart of a first embodiment of the method according to the invention; Fig. 2 a flowchart of a second embodiment of the method according to the invention. Detailed description of the exemplary implementations

[0023] The same reference numerals denote the same device components in all figures.

[0024] Fig. Figure 1 shows a flowchart of an embodiment of the inventive method for controlling an energy flow of an electrically powered vehicle with at least one electrochemical energy storage device.

[0025] In step 100, an actual state of charge value is determined, which represents the current state of charge of the electrochemical energy storage device.

[0026] In step 101, a charging power quantity is determined, which represents a predicted charging power that is expected to be available for charging the electrochemical energy storage device through recuperation processes on the route up to the waypoint.

[0027] In step 102, a state of charge variable, which represents a predicted state of charge of the electrochemical energy storage for at least one waypoint on a planned and / or predicted route of the electrically powered vehicle, is determined as a function of the actual state of charge variable and the charging power variable.

[0028] In step 103, a target state of charge variable, which represents a target state of charge of the electrochemical energy storage device, is determined, which essentially corresponds to a sum of the actual state of charge variable and a difference between a given maximum state of charge of the electrochemical energy storage device and the state of charge variable.

[0029] In step 104, the electrochemical energy storage device is charged or discharged until the target state of charge is reached.

[0030] Fig. Figure 2 shows a flowchart of a second embodiment of the method according to the invention.

[0031] In step 200, the altitude of the electrically powered vehicle is recorded, for example by means of a pressure sensor or satellite-based position data.

[0032] If a change in sea level is detected during a driving cycle of the electrically powered vehicle in step 201, the procedure is continued in step 202; otherwise, it continues in step 200.

[0033] If a significant increase in sea level is detected in step 202, then in step 203 the distance traveled and / or the time elapsed since the significant increase is continuously determined with information on the current sea level, until in step 204 it is recognized that the electrically powered vehicle is connected to a charging device.

[0034] In step 205, the distance traveled and / or the elapsed time is stored along with the information about the altitude.

[0035] If, in step 206, it is determined that a significant decrease in altitude occurred for a specified target distance and / or a specified target time before connecting the electrically powered vehicle to the charging device, i.e., the vehicle drove downhill for a longer period of time, then in step 207 a charging process is started with a target state of charge of essentially 100% state of charge.

[0036] If, in step 208, a driver of the electrically powered vehicle decides to start an optimized charging process with a reduction in particulate emissions, then in step 209 at least one state of charge variable, which represents a predicted state of charge of the electrochemical energy storage for at least one waypoint on a planned and / or predicted route of the electrically powered vehicle, is determined as a function of an actual state of charge variable, which represents a current state of charge of the electrochemical energy storage, and a charging power variable, which represents a predicted charging power that is expected to be available for charging the electrochemical energy storage through recuperation processes on the route up to the waypoint.

[0037] Furthermore, a target state of charge is determined, which essentially corresponds to a sum of the actual state of charge and a difference between a predetermined maximum state of charge, for example 100% state of charge, of the electrochemical energy storage device and the state of charge.

[0038] This advantageously takes into account, before a charging process, whether the route to the charging station was mainly uphill, i.e., whether the charging station is located at a higher altitude and therefore, for example, a certain regularity in the direction of energy flow within the electric vehicle can be expected. This regularity can be achieved, for example, by a charging station at a home on a mountain or...

[0039] It is a hill where, at the beginning of most driving cycles, height is very likely to be lost first.

[0040] Advantageously, when starting a charging process, the driver of the electrically powered vehicle can choose whether an optimized charging process with a reduction of particle emissions should be started, i.e., the electrochemical energy storage should only be charged up to the target state of charge in order to be able to recuperate sufficiently in the following driving cycle on the predicted route without using a friction brake.

[0041] Advantageously, the driver can choose between a regular charging process and the optimized charging process if a deviation from the predicted route is expected in the next driving cycle, for example, another uphill drive during a holiday trip.

[0042] In step 210, the electrochemical energy storage device is charged or discharged until the target state of charge is reached. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 2022 / 097 676 A1

[0004] US 2016 / 105 132 A1

[0005]

Claims

[1] Method for controlling an energy flow of an electrically powered vehicle with at least one electrochemical energy storage device, comprising the following steps: - (102, 209) Determine at least one state-of-charge variable representing a predicted state of charge of the electrochemical energy storage for at least one waypoint on a planned and / or predicted route of the electrically powered vehicle, as a function of an actual state-of-charge variable representing a current state of charge of the electrochemical energy storage and a charging power variable representing a predicted charging power that is expected to be available for charging the electrochemical energy storage by means of recuperation processes on the route up to the waypoint; - (103, 209) Determining a target state of charge variable, which represents a target state of charge of the electrochemical energy storage device, which is essentially a sum of the actual state of charge variable and a difference between a given maximum state of charge of the electrochemical energy storage device and the state of charge variable; - (104, 210) Charging or discharging the electrochemical energy storage device until the target state of charge is reached. [2] Method for controlling an energy flow of an electrically powered vehicle with at least one electrochemical energy storage device according to claim 1, wherein the predicted state of charge of the electrochemical energy storage device is determined using a rule-based or data-based state of charge model of the electrochemical energy storage device. [3] Method for controlling an energy flow of an electrically powered vehicle with at least one electrochemical energy storage device according to one of the preceding claims, wherein determining the planned and / or predicted route includes a change in altitude above sea level, a distance traveled, a duration, driving habits of a driver and / or other drivers, commuter routes and / or navigation routes of the electrically powered vehicle. [4] Method for controlling an energy flow of an electrically powered vehicle with at least one electrochemical energy storage device according to one of the preceding claims, wherein the planned and / or predicted route is determined before a start, during starting and / or during a journey of the electrically powered vehicle. [5] Device for operating an electrically powered vehicle, comprising at least one electrochemical energy storage device, at least one sensor, a receiver for a global navigation satellite system and at least one means, in particular an electronic control unit, which are configured to carry out the steps of the method according to any one of claims 1 to 4. [6] Computer program comprising instructions that cause the device according to claim 5 to perform the method steps according to any one of claims 1 to 4. [7] Machine-readable storage medium on which the computer program according to claim 6 is stored. [8] Use of a method for controlling an energy flow of an electrically powered vehicle according to any one of claims 1 to 4 and / or a device for operating an electrically powered vehicle according to claim 5 for electric vehicles, fuel cell vehicles, hybrid vehicles, plug-in hybrid vehicles, aircraft, pedelecs or e-bikes.

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