METHOD FOR ESTIMATING THE RESISTIVE HEALTH STATUS OF AT LEAST ONE ELECTRICAL ENERGY STORAGE ELEMENT OF AN ELECTRICAL BATTERY

Description

[0001] The present invention claims priority from French application No. 2106129 filed on 06 / 10 / 2021.

[0002] The invention relates to a method, implemented in a system for managing an electric battery of a vehicle, for estimating the resistive health status of at least one electrical energy storage element of said electric battery. Without this being limiting within the scope of the present invention, the electrical energy storage element may be, for example, an electrical energy storage cell, an electrical energy storage module consisting of several storage cells connected in series, or even an electric battery consisting of several storage modules connected in series. The electric battery is typically, but not limited to, a traction battery of the vehicle, in particular a lithium-ion battery.

[0003] It is necessary to provide, in an electric or hybrid vehicle with an electric storage battery, a battery management system (called BMS in English for "Battery Management System"). Such a system ensures the supervision of the health of the battery and its safety in order to allow optimal use of the battery without failure or risk for the user. The diagnosis of the battery carried out by such a system is therefore an important element allowing the optimization of the use of the battery as accurately as possible, to reduce repair costs and to prevent any major malfunction prematurely.

[0004] However, the degradation of the battery's internal resistance (called DCR in English for "Direct Current Resistance") conditions the power levels that the latter is able to provide. In this context, there is a need to have an accurate estimate of the battery's internal resistance, in order to avoid overestimating the limitations of the power that the battery will be able to provide in an aged state.

[0005] To this end, a first known solution consists of carrying out a diagnosis of the battery on a dedicated test bench, by first extracting the battery from the vehicle in which it is normally installed and then applying current pulses to it in order to determine the internal resistance of the battery. However, a disadvantage of such a diagnostic method on a test bench is that it requires the use of specific means (dedicated test bench) which are relatively expensive. In addition, such a method cannot be implemented during a phase of normal use of the vehicle, such as a driving phase, and requires immobilizing the vehicle to carry out the diagnosis, which is restrictive.

[0006] A second known solution consists of reconstructing the value of the internal resistance of the battery from a model approach. Patent document EP 3 605 127 A1 describes, for example, a method and a device for implementing the method, in which the internal resistance of the battery is estimated by an algorithm using a parametric approach, in particular by interpolation or extrapolation. However, such a parametric estimation of the internal resistance requires the use of complex algorithms that are difficult to embed in real time within the electric battery management system installed in the vehicle.

[0007] Documents FR2 965 361 A1 and FR 2 968 769 A1 disclose a method for estimating the state of health of a vehicle battery.

[0008] The aim of the invention is to overcome the drawbacks of the prior art by proposing a method, implemented in a system for managing an electric battery of a vehicle, for estimating the resistive state of health of at least one electrical energy storage element of the electric battery, which is simple, robust and responsive and which can be implemented during driving phases of the vehicle while making it possible to precisely estimate the limitations of the power that the battery is capable of providing in an aged state. Estimating the resistive state of health (called SOHR in English for "State Of Health Resistance") of at least one electrical energy storage element of the electric battery is more precise than estimating only the internal resistance.The internal resistance of the battery depends on the current, the state of charge (called SOC in English for "State Of Charge"), the temperature and aging with sometimes highly non-linear behavior at low state of charge, low temperatures and very high current values.

[0009] To do this, the invention thus relates, in its broadest acceptance, to a method, implemented in a system for managing an electric battery of a vehicle, for estimating the resistive state of health of at least one electrical energy storage element of said electric battery, the method comprising the following steps: a determination of at least one operating range for which the internal resistance of said at least one electrical energy storage element evolves linearly with respect to a pair of variables consisting of the state of charge of the storage element and the temperature; a measurement, for several operating points of said at least one determined operating range and for a predefined duration, of the variation in the intensity and voltage of an electric current generated by said at least one electrical energy storage element during at least one driving phase of the vehicle; a calculation, as a function of the measured intensity and voltage variation values ​​and for each of said operating points, of at least one internal resistance value of said at least one electrical energy storage element;and a calculation, for each of said operating points, as a function of the internal resistance value calculated for said operating point, of at least one resistive health state value of said at least one electrical energy storage element.;

[0010] By using measurements taken during appropriate moments of vehicle running and for well-chosen operating ranges, the method according to the invention makes it possible to obtain a precise estimate of the resistive health status of the electrical energy storage element. This makes it possible to avoid an overestimation of the limitations of the power that the battery is capable of providing in an aged state and consequently makes it possible to limit the acceleration of the aging of the battery. This also makes it possible to avoid possible undervoltage or overvoltage problems (risk of increased recurrences of a dysfunctional mode if the estimation of the resistive health status and therefore of the power is not correct). The method according to the invention thus contributes in particular to the second life of the electric battery, by making it possible to identify the degree of degradation of its internal resistance.This makes it possible, for example, to sort second-life batteries according to their resistive health value determined via the method. Furthermore, the calculations carried out by the method according to the invention are relatively simple calculations, which are carried out in real time and do not require the use of complex identification methods. The method according to the invention is furthermore robust and also responsive because it makes it possible to detect defects involving increased internal resistance of the electrical energy storage element. Finally, because the method according to the invention is implemented in a system for managing the electric battery of the vehicle during driving phases of the latter, it does not require the battery to be removed from its use setting to determine its resistive health, unlike certain methods of the prior art.

[0011] Preferably, the step of measuring the variation in the intensity and voltage of an electric current is carried out during a dynamic driving cycle of the vehicle.

[0012] Advantageously, during the step of determining at least one operating range for which the internal resistance of said at least one electrical energy storage element evolves linearly, said at least one determined operating range is an operating range for which the internal resistance of said at least one electrical energy storage element evolves linearly with respect to the state of charge of the storage element, the temperature and the intensity of the electric current. This makes it possible to better control the behavior of the internal resistance of the electrical energy storage element, and thus to improve the accuracy of the method.

[0013] Preferably, the method further comprises a step of verifying, for each of said operating points, at least one condition fulfilled by the intensity and / or the voltage of the electric current generated by said at least one electrical energy storage element, said verification step being carried out between the determination step and the measurement step, the measurement of the variation in the intensity and voltage of the generated electric current being carried out if said at least one condition is verified.

[0014] According to a particular technical characteristic of the invention, a first condition to be verified consists in that the value of the intensity of the generated electric current is less than a threshold value close to zero over a first predefined period, and a second condition to be verified consists in that the intensity and the voltage of the generated electric current each have a constant or quasi-constant value over a second predefined period.

[0015] According to another particular technical characteristic of the invention, a third condition to be verified consists in that, at the end of the second predefined period, the value of the intensity of the generated electric current is less than a maximum intensity threshold value, and / or the variation in the intensity of the electric current between the start and the end of the second predefined period is greater than a threshold variation value. Verification of the first sub-condition of this third condition makes it possible to respect the non-linearity due to the high current on the internal resistance of the electrical energy storage element. Verification of the second sub-condition of this third condition makes it possible to obtain a signal-to-noise ratio that is sufficiently significant so as not to harm the accuracy of the estimation.

[0016] Advantageously, the measurement step is carried out for several driving phases of the vehicle, and the step of calculating at least one resistive health status value comprises a first phase of calculating, for each of said operating points, several intermediate resistive health status values, each intermediate resistive health status value being associated, for said operating point, with a driving phase and with the intensity variation value measured for this driving phase, and a second phase of calculating, for each of said operating points, as a function of said intermediate resistive health status values ​​calculated for said operating point, a resistive health status value of said at least one electrical energy storage element.This allows for robust filtering of the calculated intermediate resistive health raw values, making the estimation of the resistive health of the electrical energy storage element more stable and accurate for the operating point considered. Indeed, multiplying the driving phases during which the measurements are taken provides a minimum number of distinct current values ​​to ensure efficient and robust filtering. Each current value is associated with a distinct driving phase, and for each distinct current value, an intermediate resistive health value is calculated for the operating point considered. The impact of the electric current intensity on the internal resistance value of the electrical energy storage element is then taken into account.

[0017] According to another particular technical characteristic of the invention, the second calculation phase of the step of calculating a resistive health status value of said at least one electrical energy storage element consists of applying an average to all of the intermediate resistive health status values ​​calculated during the first calculation phase, and weighting this average according to the intensity variation values ​​associated with said intermediate resistive health status values. This second calculation phase makes it possible to make the estimation of the resistive health status of the electrical energy storage element even more stable for the operating point considered.

[0018] According to another particular technical characteristic of the invention, the first calculation phase, for each driving phase in which a measurement is carried out, of an intermediate resistive health value, consists of dividing the internal resistance value calculated for this driving phase by a predetermined internal resistance value at the start of the life of the electric battery.

[0019] Preferably, said at least one electrical energy storage element is selected from the group consisting of: an electrical energy storage cell, an electrical energy storage module consisting of several storage cells connected in series, and an electric battery consisting of several storage modules connected in series. When the electrical energy storage element is an electrical energy storage cell, this makes it possible, for example, to detect cell production problems in the factory. When the electrical energy storage element is an electrical energy storage module, information can then be obtained regarding the degradation of the internal resistance of a replaceable unit of the electric battery (in this case the module), which makes it possible to facilitate and guide after-sales diagnostic tools.Furthermore, such a module consisting of several storage cells connected in series has more homogeneous thermal characteristics (a factor which affects the value of the internal resistance) compared to a storage cell considered individually.

[0020] Embodiments of the present invention will be described below, by way of non-limiting examples, with reference to the appended figures in which: [ Fig.1 ] is a flowchart representing a method for estimating the resistive health status of at least one electrical energy storage element of an electric battery according to the present invention; [ Fig.2 ] is a diagram representing the evolution of the internal resistance of the electrical energy storage element as a function of its state of charge, for different temperature values; [ Fig.3 ] is a diagram representing the evolution over time of the intensity and voltage of the electric current generated by the electrical energy storage element during a rolling phase of the vehicle, and illustrating a step of the process of the figure 1 ; And [ Fig.4 ] is a schematic view representing a series of tables stored in a memory of an electric battery management system, and illustrating a step of the method of the figure 1 .

[0021] Referring to the figure 1 The present invention relates to a method, implemented in a system for managing an electric battery of a vehicle, for estimating the resistive state of health of at least one electrical energy storage element of the electric battery. Without this being limiting within the scope of the present invention, the electrical energy storage element may be, for example, an electrical energy storage cell, an electrical energy storage module consisting of several storage cells connected in series, or even the electric battery itself. The electric battery is typically, but not limited to, a traction battery of the vehicle, in particular a lithium-ion battery. The vehicle is typically an electric vehicle or a hybrid vehicle.The electric battery management system is provided with memory means and processing means connected to the memory means, such means not being shown in the figures for reasons of clarity. The method is implemented during at least one driving phase of the vehicle.

[0022] The method comprises a first step 10 during which the battery management system determines at least one operating range for which the internal resistance of the electrical energy storage element evolves linearly with respect to at least one pair of variables consisting of the state of charge of the storage element and the temperature. For example, the figure 2 illustrates the evolution of the internal resistance Rint of the electrical energy storage element as a function of its state of charge SOC (in %), for two temperature values ​​T1, T2 (thus defining two distinct curves C1, C2), when the element is an electrical energy storage cell. A first temperature T1 is lower than a second temperature T2. On the figure 2 , two particular threshold values ​​are indicated for the SOC state of charge: a first SOC low threshold value corresponding to a low charge threshold of the storage cell, and a second SOC high threshold value for which the storage cell is 100% charged. Preferably, the first SOC low threshold value is chosen to be lower than the minimum cell state of charge value among all the electrical energy storage cells of the battery, and the second SOC high threshold value is chosen to be higher than the maximum cell state of charge value among all the electrical energy storage cells of the battery.

[0023] As can be seen on the figure 2 , each of the two curves C1, C2, corresponding respectively to the first and second temperatures T1, T2, defines three distinct operating ranges: a first operating range P1 when the state of charge SOC is lower than the first threshold value SOC low , in which the internal resistance Rint evolves in a quasi-linear manner with respect to the pair of variables consisting of the state of charge SOC and the temperature; a second operating range P2 when the state of charge SOC is between the first threshold value SOC low and the second threshold value SOC hig , in which the internal resistance Rint evolves in a linear manner with respect to the temperature and in a constant manner with respect to the state of charge SOC;and a third operating range P3 when the state of charge SOC is greater than the second threshold value SOC hig , in which the internal resistance Rint evolves linearly with respect to the temperature and almost exponentially with respect to the state of charge SOC. In this exemplary embodiment, the first operating range P1 can thus be the operating range selected by the battery management system during the first step 10.;

[0024] Preferably, during this first step 10, each determined operating range is an operating range for which the internal resistance of the electrical energy storage element evolves linearly not only with respect to the pair of variables consisting of the state of charge of the storage element and the temperature, but also with respect to the intensity of the electric current generated by the storage element.

[0025] This first determination step 10 allows the battery management system to overcome possible errors in measuring the temperature and estimating the state of charge of the electrical energy storage element.

[0026] Preferably, the method comprises a following step 12 during which the battery management system checks, for several operating points of each operating range determined during step 10, whether at least one condition is met by the intensity and / or the voltage of the electric current generated by the electrical energy storage element. Advantageously, as illustrated in the figure 3 , a first condition to be verified consists in that the value I1 of the intensity of the generated electric current is less than a threshold value close to zero over a first predefined period T1, and a second condition to be verified consists in that the intensity and the voltage of the generated electric current each have a constant or quasi-constant value I2, V2 over a second predefined period Δt. On the diagram of the figure 3 , the first condition is materialized by the phase PH1, and the second condition is materialized by the following phase PH2. Preferably, the battery management system checks, for each of the operating points of the current operating range, whether a third condition is verified. The third condition consists of checking that, at the end of the second predefined period Δt, the value I2 of the intensity of the generated electric current is less than a maximum intensity threshold value, and / or that the variation in the intensity of the electric current between the start and the end of the second predefined period Δt is greater than a threshold variation value. This variation in intensity corresponds, in the example of the figure 3 , to the value given by I2 - I1.

[0027] The method comprises a next step 14 which is carried out if said at least one condition is verified during the previous step 12. If this is not the case, the method repeats step 12 for another operating point, or even loops back to the first step 10 if the condition is not verified for any operating point of the current operating range. During this next step 14, the battery management system measures, for each of the operating points of the current operating range and for a predefined duration, the variation in the intensity and voltage of the electric current generated by the electrical energy storage element during the current driving phase of the vehicle. In the example of the figure 3 , the predefined duration during which the measurement is carried out is the second predefined duration Δt.

[0028] When the storage element is an electrical energy storage module, the measured voltage variation is the maximum voltage variation value among all the electrical energy storage cells of the module. When the storage element is the electric battery itself, the measured voltage variation is the maximum voltage variation value among all the electrical energy storage cells of the battery. This latter case advantageously makes it possible to take into account constraints defined at the level of an on-board diagnostic system of the vehicle (called OBD in English for "On-Board Diagnostics"), such as for example a loss of power when the vehicle is a hybrid vehicle of the PHEV type (from the English "Plug-in Hybrid Electric Vehicle").

[0029] Preferably, this measurement step 14 is carried out during a dynamic driving cycle of the vehicle. More preferably, this measurement step 14 is carried out for several driving phases of the vehicle, the preceding steps 10, 12 being carried out for each of these driving phases. Each measurement of variation in the intensity and voltage of the electric current generated by the electrical energy storage element is then associated with a distinct driving phase. Each measurement, associated with a distinct driving phase, is also associated with a corresponding electric current intensity value. Preferably, the number of driving phases for which the measurement is carried out during step 14 is greater than or equal to four.

[0030] During a following step 16, the battery management system calculates, based on the measured current and voltage variation values ​​and for each operating point of the current operating range, at least one internal resistance value of the electrical energy storage element. When the measurement step 14 is carried out for several driving phases of the vehicle, the battery management system calculates during step 16, for each of the operating points of the current operating range, several internal resistance values. More precisely, for each operating point of the current operating range, the battery management system calculates as many internal resistance values ​​as there are driving phases during which a measurement is carried out.For a given operating point (state of charge value, temperature value), there are therefore several internal resistance values ​​calculated, each internal resistance value being associated with an electric current intensity value corresponding to a distinct driving phase. For each operating point, each internal resistance value is for example calculated by dividing the voltage variation measured during step 14 for the corresponding driving phase, by the intensity variation measured during this same step. Alternatively, for each operating point, each internal resistance value can be calculated by performing an interpolation or a linear regression on several current intensity points all corresponding to the same given driving phase, and for which the measurements described in step 14 have been carried out.The different current intensity points can be spaced on a scale ranging from a minimum current intensity value corresponding to the minimum current to be considered to ensure a sufficiently significant signal-to-noise ratio, to a maximum current intensity value corresponding to the maximum current to be considered to avoid causing non-linearity on the calculated internal resistance value. It is possible to set a minimum number of point clouds in the voltage / current axis from which the linear regression is activated. The spacing between the current intensity points can be equally distributed according to the percentage with respect to the maximum current intensity value. A least squares algorithm can be used for linear regression.

[0031] As illustrated in the figure 4 , the different calculated internal resistance values ​​DCR are then stored in tables 17 i1 , 17 i2 , 17 i3 pre-installed in the memory means of the battery management system. Each table 17 i1 , 17 i2 , 17 i3 defines several operating points (the rows of the table defining temperature values ​​Temp, and the columns state of charge values ​​SoC) and corresponds to a distinct driving phase associated with a specific electrical intensity value i1, i2, i3. Each calculated internal resistance value DCR is stored in one of the tables 17 i1 , 17 i2 , 17 i3 by associating with it the corresponding intensity variation value ΔI measured during step 14.

[0032] During a following step 18, the battery management system calculates, for each of the operating points of the current operating range, as a function of the internal resistance value calculated for this operating point, at least one resistive state of health value of the electrical energy storage element. When the measurement step 14 is carried out for several driving phases of the vehicle, the battery management system calculates, during a first phase of step 18 and for each of the operating points of the current operating range, several intermediate resistive state of health values. More precisely, for each operating point of the current operating range, the battery management system calculates as many intermediate resistive state of health values ​​as there are driving phases during which a measurement is carried out.For a given operating point (state of charge value, temperature value), there are therefore several intermediate resistive state of health values ​​calculated, each intermediate resistive state of health value being associated with an electric current intensity value corresponding to a distinct driving phase. For each operating point, each intermediate resistive state of health value SOHR i corresponding to a given driving phase i is for example calculated by dividing the internal resistance value DCR i calculated during step 16 for this driving phase by an internal resistance value DCR BOL predetermined at the start of the life of the electric battery. For each operating point, each intermediate resistive state of health value SOHR i is then expressed according to the following equation (1): [Math] . SOHR i = 100 × DCR i DCR BOL

[0033] Each predetermined internal resistance value DCR BOL corresponds to a given operating point (state of charge, temperature) and comes from a typical characterization carried out at the level of each cell of the electric battery at the start of the battery's life.

[0034] Each calculated intermediate resistive state of health value SOHR i is then stored in one of the tables 17 i1 , 17 i2 , 17 i3 , together with the corresponding internal resistance value DCR i or in place of this value, and by associating with it the corresponding intensity variation value ΔI i measured during step 14. The battery management system then calculates, during a second phase of step 18 and for each of the operating points of the current operating range, as a function of the intermediate resistive state of health values ​​calculated during the first phase for this operating point, a resistive state of health value.For each operating point, the resistive health status value SOHR is for example calculated by applying an average to all the intermediate resistive health status values ​​SOHR i calculated during the first calculation phase of step 18, and by weighting this average according to the intensity variation values ​​ΔI i associated with these intermediate resistive health status values ​​SOHR i . For each operating point, the resistive health status value SOHR is then expressed according to the following equation (2): [Math] . SOHR = ∑ i N SOHR i × Δ I i ∑ i N Δ I i

[0035] N being the number of intermediate resistive health values ​​SOHR i calculated, in other words the number of driving phases taken into account. In the example of the figure 4 , the number N is thus equal to three. The SOHR resistive health values ​​are then stored in a single table listing all operating points.

[0036] Preferably, the method comprises a following step 20 during which the battery management system calculates a final resistive state of health value of the electrical energy storage element, as a function of the SOHR resistive state of health values ​​calculated for the different operating points during the previous step 18. The final resistive state of health value is for example calculated as the average of all the SOHR resistive state of health values ​​calculated for the different operating points.

[0037] Steps 10 to 20 have been described previously with reference to operating points considered according to the pair of variables: state of charge, temperature. Alternatively, these same steps 10 to 20 can be implemented in a similar manner by taking into account operating points considered according to the triplet of variables: state of charge, temperature, intensity of a battery charging or discharging current. The intensity of the battery charging or discharging current is for example a binary variable whose value indicates the direction of polarization of the electric current flowing in the battery. The current can be a battery charging or discharging current during a driving phase of the vehicle, a charging current typically flowing in the battery during a regenerative braking mode of the vehicle.The tables stored in the memory means of the battery management system then define operating points according to three dimensions corresponding to these three variables. During the calculation step 20, the battery management system then calculates two final values ​​of resistive health status of the electrical energy storage element, a first value corresponding to a charging current of the electric battery, a second value corresponding to a discharging current of the electric battery.

[0038] The method according to the invention is simple to implement during vehicle driving phases, and is a precise, robust and responsive method which makes it possible to precisely estimate the limitations of the power that the battery is capable of providing in an aged state.

Claims

1. Method, implemented in a system for managing an electric battery of a vehicle, for estimating the resistive state of health of at least one electrical energy storage element of said electric battery, method comprising the following steps: - a determination (10) of at least one operating range (P1) for which the internal resistance of said at least one electrical energy storage element evolves linearly with respect to a pair of variables consisting of the state of charge of the storage element and the temperature; - a measurement (14), for several operating points of said at least one determined operating range (P1) and for a predefined duration, of the variation in the intensity and voltage of an electric current generated by said at least one electrical energy storage element during at least one driving phase of the vehicle; - a calculation (16), as a function of the measured intensity and voltage variation values and for each of said operating points, of at least one internal resistance value of said at least one electrical energy storage element; and - a calculation (18), for each of said operating points, as a function of the internal resistance value calculated for said operating point, of at least one resistive health state value of said at least one electrical energy storage element.

2. Method according to claim 1, characterized in that the step (14) of measuring the variation in the intensity and voltage of an electric current is carried out during a dynamic driving cycle of the vehicle.

3. Method according to claim 1 or 2, characterized in that, during the step (10) of determining at least one operating range (P1) for which the internal resistance of said at least one electrical energy storage element evolves linearly, said at least one determined operating range (P1) is an operating range for which the internal resistance of said at least one electrical energy storage element evolves linearly with respect to the state of charge of the storage element, the temperature and the intensity of the electric current.

4. Method according to any one of claims 1 to 3, characterized in that the method further comprises a step (12) of verifying, for each of said operating points , at least one condition fulfilled by the intensity and / or the voltage of the electric current generated by said at least one electrical energy storage element, said verification step (12) being carried out between the determination step (10) and the measurement step (14), the measurement of the variation in the intensity and the voltage of the electric current generated being carried out if said at least one condition is verified.

5. Method according to claim 4, characterized in that a first condition to be verified consists in that the value of the intensity of the electric current generated is less than a threshold value close to zero over a first predefined period (T1), and in that a second condition to be verified consists in that the intensity and the voltage of the electric current generated each have a constant or quasi-constant value over a second predefined period (Δt).

6. Method according to claim 5, characterized in that a third condition to be verified consists in that, at the end of the second predefined period (Δt), the value of the intensity of the electric current generated is less than a maximum intensity threshold value, and / or in that the variation in the intensity of the electric current between the start and the end of the second predefined period (Δt) is greater than a threshold variation value.

7. Method according to any one of claims 1 to 6, characterized in that the measuring step (14) is carried out for several driving phases of the vehicle, and in that the step (18) of calculating at least one resistive health status value comprises a first calculation phase, for each of said operating points, of several intermediate resistive health status values, each intermediate resistive health status value being associated, for said operating point, with a driving phase and with the intensity variation value measured for this driving phase, and a second calculation phase, for each of said operating points, as a function of said intermediate resistive health status values calculated for said operating point, of a resistive health status value of said at least one electrical energy storage element.

8. Method according to claim 7, characterized in that the second calculation phase of the step (18) of calculating a resistive health status value of said at least one electrical energy storage element consists in applying an average to all of the intermediate resistive health status values calculated during the first calculation phase, and in weighting this average according to the intensity variation values associated with said intermediate resistive health status values.

9. Method according to claim 7 or 8, characterized in that the first calculation phase, for each driving phase in which a measurement is carried out, of an intermediate resistive health value, consists in dividing the internal resistance value calculated for this driving phase by an internal resistance value predetermined at the start of the life of the electric battery.

10. Method according to any one of claims 1 to 9, characterized in that said at least one electrical energy storage element is chosen from the group consisting of: an electrical energy storage cell, an electrical energy storage module consisting of several storage cells connected in series, and an electric battery consisting of several storage modules connected in series.