Battery management system

Abstract

To provide a system and a method which perform thermal management of a battery.SOLUTION: A battery management system thermally adjusts a battery assembly in a determined approaching time or before the battery assembly arrives at an approaching place, and selects a supply source of power used in thermal adjustment.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] Cross - Reference to Related Applications This application claims priority to U.S. Provisional Application No. 63 / 151,352, filed on February 19, 2021, the entire disclosure of which is incorporated herein by reference.

Background Art

[0002] The subject matter described herein relates to a system for controlling the operation of an energy storage device such as a battery.

[0003] Review of Technology Various power - supplied systems can be powered by a current received from an energy storage device. For example, a vehicle can be powered by a battery mounted on the vehicle, move along a route, and supply power to auxiliary loads, etc. The energy storage device deteriorates over time, and the amount of energy that the device can store can decrease over time. For example, a battery that is charged and discharged more frequently, a battery with an increased duty cycle (e.g., used more often to supply power to a load), a battery exposed to extreme temperatures (e.g., high or low temperature), etc. may have a shorter service life and / or store less energy than other batteries that are charged or discharged less frequently, have a reduced duty cycle, and are not exposed to extreme temperatures.

[0004] Several factors such as storage temperature, operating temperature, higher C-rate (e.g., discharge rate of the battery), larger duty cycle count, etc. can contribute to the acceleration of battery aging. Some power supply systems, such as vehicles, may use the battery as a major power supply source for driving force, auxiliary equipment, and management of the battery itself. Since the battery can heat up during charging and discharging, temperature fluctuations can be seen based on environmental conditions. Therefore, the system may use battery energy for battery thermal management (e.g., cooling a hotter battery and heating a colder battery). There may be a desire to have systems and methods different from currently available systems and methods.

Summary of the Invention

[0005] In one example, the method includes thermally adjusting a battery assembly prior to arrival of the battery assembly at a determined approaching time or approaching location, and selecting a power supply source for use in thermally adjusting the battery assembly.

[0006] In one example, the system includes a controller having one or more processors that can thermally adjust the temperature of a battery assembly. The controller may also select a power supply source used to adjust the battery assembly temperature, the time at which the thermal adjustment occurs, or both the power supply source and the time of the thermal adjustment.

[0007] In one example, the method includes determining a predicted ambient temperature at one or more of (a) an approaching time and / or (b) an approaching location where the vehicle is going or passing through. The vehicle has one or more loads that are at least partially powered by a battery assembly mounted to the vehicle. The method also includes determining a duty cycle of the battery assembly for the vehicle at one or more of the approaching time or the approaching location, and determining a temperature pre-adjustment plan for the battery assembly based on the predicted ambient temperature and based on the duty cycle of the battery assembly. The temperature pre-adjustment plan includes, prior to one or more of the approaching time or the approaching location, an adjustment time for heating or cooling the battery assembly, an adjustment location for heating or cooling the battery assembly prior to one or more of the approaching locations, an amount of electrical energy stored in the battery assembly that is used to heat or cool the battery assembly and is not available to power one or more of the loads, a first availability of an off-vehicle charging source to charge the battery assembly, and / or a second availability of an on-vehicle supply source to supply power to charge the battery assembly, among one or more of these.

[0008] In one example, the system may include one or more processors and may determine a predicted ambient temperature at one or more approaching locations where the vehicle is going or passing through. The vehicle has a propulsion system that is at least partially powered by a battery assembly mounted on the vehicle. The one or more processors may also determine a duty cycle of the battery assembly for the vehicle to approach or pass through one or more approaching locations, and based on the predicted ambient temperature and based on the duty cycle of the battery assembly, may determine a temperature pre-adjustment plan for the battery assembly. The temperature pre-adjustment plan includes (a) an adjustment time for heating or cooling the battery assembly in front of one or more approaching locations, and / or (b) one or more of the adjustment locations for heating or cooling the battery assembly in front of one or more approaching locations.

[0009] In one example, the method includes determining a predicted ambient temperature approaching for a vehicle having a propulsion system that is at least partially powered by a battery assembly mounted on the vehicle, and determining a temperature pre-adjustment plan for the battery assembly based on the predicted ambient temperature. The temperature pre-adjustment plan instructs heating and / or cooling of the battery assembly and reduces the deviation of the measured temperature of the battery assembly outside the desired temperature range as compared to the battery assembly that has not been heated or cooled.

Brief Description of the Drawings

[0010] The subject matter of the present invention can be understood from reading the following description of non-limiting embodiments with reference to the accompanying drawings.

[0011]

Figure 1

Figure 2

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[0012] One or more embodiments of the subject matter of the invention described herein include battery management systems and methods for controlling the temperature of an energy storage device (e.g., a battery or battery assembly, these terms being used interchangeably herein). This can be performed, in some embodiments, to increase the lifespan of the energy storage device. The systems and methods described herein can calculate, predict, or otherwise determine the expected temperature of the battery. This can be performed with reference to the expected or predicted ambient temperature to which the battery may be exposed during a future period. The systems and methods in some embodiments can calculate, predict, or otherwise determine the duty cycle of the battery over a future period. The systems and methods can plan and implement a temperature pre-adjustment process for the battery, for example, with reference to the predicted ambient temperature and the expected duty cycle. Subsequently, the pre-adjustment reduces the amount of battery power required to maintain the battery within a desired temperature range during that future period.

[0013] In some embodiments, the system and method can determine the expected behavior of the ambient temperature, share knowledge among sensors of other applications, and adapt or modify the expected behavior. The expected ambient function can consider time (e.g., time of year such as seasons, time of day, etc.), previous history of the ambient behavior over the past several years, and external inputs from databases (e.g., weather reporting services). In one embodiment, the battery is within the vehicle. The vehicle is movable, and thus the expected ambient temperature may be based in part on the predicted ambient temperature at the future expected location and at the time the vehicle is expected to be there. Also, while the ambient temperature is considered here and throughout, it is expected that other ambient conditions (such as air pressure, wind speed, humidity, etc.) can be obtained and used to contribute to the determination of the system.

[0014] The system and method can determine the duty cycle of the battery based on previous knowledge of the duty cycle, share knowledge with other systems that determine or plan the movement of the battery and the vehicle (e.g., an energy management system) to improve the efficiency of the vehicle (e.g., reduce fuel consumption and / or battery usage). The system and method can use ambient and duty cycle predictions to adjust the battery to reduce the battery energy used to maintain the battery within the desired operating temperature range. The power supply sources for adjusting the battery include roadside charging stations, in-vehicle power systems (e.g., prime mover engines, e-turbos, or auxiliary generators), other supply sources (overhead lines, third rails, etc.), regenerative braking, and energy transfer from the battery itself. In one embodiment, the supply source can provide thermal energy instead of electrical energy to replace or complement the adjustment process. The heat supply source may be, for example, the exhaust stream of a fuel cell or an engine.

[0015] As an example, the vehicle may be parked overnight in a cold garage (ambient temperature is 12°C). The vehicle may depart the garage in the morning and be scheduled to travel through a sub-freezing climate (ambient temperature is expected to be -18°C or less) and reach the mountaintop within one hour. Then, the vehicle is scheduled to travel for four hours in cold weather before descending to a lower elevation where the ambient temperature is expected to be 38°C. The desired temperature range for the battery assembly may be in the range of about 21°C to about 26°C. A pre-adjustment plan may be created based on this information such that the battery assembly is heated to 29°C 15 minutes before departing the garage. This plan may specify that the battery assembly is heated by using power from the utility grid to supply power to the heating and / or cooling assembly in order to conserve the stored energy in the battery assembly for later use in powering the vehicle and / or the vehicle's loads. As soon as the vehicle exits the garage, the ambient temperature drops. This pre-heating can desirably help keep the battery assembly within the desired temperature range for a longer time while traveling up the mountain. During the part of the vehicle's descent down the mountain, the plan may instruct to use the energy obtained from regenerative braking to heat the battery assembly to 25°C (e.g., for supplying power to the heating and / or cooling assembly). This plan can lead to the determined temperature of the last regenerative braking event (and / or other energy) used to cool the battery assembly (or cool the heat sink thermally coupled to the battery assembly). A suitable exemplary temperature may be less than 21°C. The adjustment may be made at a lower elevation before the vehicle climbs and experiences a higher temperature.

[0016] FIG. 1 illustrates an example of a battery monitoring system 100. The monitoring system may be partially or fully included within a power supply system 102. For example, some of the components of the monitoring system may be included in the power supply system, and one or more components may be outside the power supply system. Alternatively, all of the components of the monitoring system may be included in the power supply system. The power supply system is a vehicle in the illustrated embodiment. For example, the power supply system can be a railway vehicle (e.g., a locomotive), an automobile, a truck, a bus, an agricultural vehicle, a mining vehicle, etc. Alternatively, the power supply system may be a stationary system. The power supply system includes a battery assembly 104 that includes one or more energy storage devices such as battery cells. The battery assembly can store electrical energy for use in supplying power to one or more loads of the power supply system. For example, the battery assembly can output a potential and / or current and supply power to a propulsion system 106 and / or one or more auxiliary loads 108.

[0017] The propulsion system can represent one or more components that are supplied with power to propel the power supply system, such as one or more motors. Optionally, the propulsion system can include an engine and / or an alternator or generator that operates to separately provide electrical energy to the electrical loads (e.g., motors) of the power supply system. The battery assembly and the engine can both operate at different times and / or the same time to supply power to the motors that propel the power supply system. The auxiliary loads are supplied with power by the battery assembly and / or the propulsion system and can perform operations that do not propel the power supply system. For example, the auxiliary loads can include a display device, a monitoring device (e.g., a sensor), etc.

[0018] An example of an auxiliary load is a heating and / or cooling assembly 110 (the "heating / cooling assembly" in FIG. 1) that can change the temperature of the battery assembly, the temperature of the interior of the power supply system, etc. The heating and / or cooling assembly can represent a resistive heating element, a heating blanket, a forced air heating system, a heating, ventilation, and air conditioning (HVAC) system, a cooling system (using a coolant such as air or a liquid coolant), a radiator, a Peltier device, a compressed air system, etc. The hardware components formed or included in the heating and / or cooling season can be modified depending on the season. For example, a heat or heating blanket may be placed over or near the battery assembly during colder seasons (e.g., winter and / or early spring), while additional fans may be added or installed during warmer seasons (e.g., summer and / or early fall). In embodiments that derive energy from a liquefied natural gas (LNG) system or the like, there may be a vaporizer or other system that provides heat to cryogenic fluids, which may be useful in conjunction with the embodiments described herein. Optionally, the heating and / or cooling assembly can include one or more conduits or other heat conductors (e.g., a heat sink) that transfer heat from a propulsion system (e.g., an engine) to the battery assembly, as directed by a temperature pre-adjustment plan, and can heat the battery assembly. The heating and / or cooling assembly can include a cooling circuit of a propulsion system that operates to cool the battery assembly. For example, the heating and / or cooling assembly can include one or more conduits through which a coolant (e.g., water, antifreeze, etc.) is directed to the battery assembly to cool the battery assembly and draw heat away from the battery assembly. Optionally, the heating and / or cooling assembly can be a heat mass such as a heat sink that draws or conducts heat outside the battery assembly to cool the battery assembly.The heating and / or cooling assembly can heat or cool the battery assembly and / or can heat or cool a heat sink that is thermally coupled to the battery assembly to heat or cool the battery assembly.

[0019] In the example shown, the power supply system includes a collection device 112 that can conduct or receive current from an outside or off-vehicle supply source of the vehicle. As an example, the collection device may be a pantograph that receives current from an electrified overhead wire. As another example, the collection device can be a conductive shoe or brush that receives current from an electrified rail. Optionally, the collection device can be a conductive coil that wirelessly receives energy via induction. In another example, the collection device can be a connector, cable, etc. that can be plugged into a current supply source (e.g., a cable that can be coupled to an outlet of a utility grid).

[0020] The power supply system can include one or more processors (e.g., one or more microprocessors, one or more integrated circuits, one or more field programmable gate arrays, etc.) and / or a controller 114 representing a connected hardware circuit that controls the operation of the monitoring system and / or the power supply system described herein. The controller can generate and transmit control signals to components of the power supply system and / or the monitoring system to control the operation of these components.

[0021] The communication device 116 represents a receiving, transmitting, and / or transceiver circuit that can communicate with one or more devices outside or off-vehicle of the power supply system. For example, the communication device can represent or include one or more antennas 118, a modem, etc. The communication device can be used by the controller and / or other components of the power supply system and / or the monitoring system to wirelessly communicate with off-vehicle locations.

[0022] The energy management system 120 (the "EMS" in FIG. 1) can optionally be included in the power supply system and / or the monitoring system. The energy management system can represent a hardware circuit that includes one or more processors and / or is connected to one or more processors. This circuit and / or processor may be the same as the circuit and / or processor of the controller or may be separate (e.g., in addition). The energy management system determines an operating plan for the power supply system and achieves one or more goals within the specified constraints. As an example, the energy management system can determine a movement plan that defines the operating settings of the vehicle at different locations, times, distances, etc. as the vehicle approaches. These operating settings drive the vehicle towards achieving a goal (e.g., reducing fuel consumption, battery energy consumption, emissions generation, etc.) while the vehicle is traveling within the constraints (e.g., speed limit, forces exerted on the vehicle and / or route, maintaining a safe distance from other vehicles or objects, etc.) for a vehicle that is traveling within the constraints but using other settings. The operating settings can include throttle settings, braking settings, speed, etc.

[0023] The power supply system can optionally include a braking system 122. The braking system can represent friction braking, air braking, regenerative braking (e.g., one or more of the traction motors of the propulsion system that can also generate braking force via regenerative braking), etc. The power supply system can optionally include an input and / or output device 124 (the "I / O device" in FIG. 1) that can receive input from and / or present information to an operator. The input and / or output device can represent an electronic display, touch screen, keyboard, microphone, speaker, etc.

[0024] Figure 2 illustrates a flowchart of an example of a method 200 for monitoring and / or controlling the temperature regulation of a battery assembly. The method may correspond to operations performed by a monitoring system (e.g., by a controller) to precondition the temperature of the battery assembly, improve the operation of the battery assembly, and / or extend the service life of the battery assembly compared to operating the power supply system without preconditioning the temperature of the battery assembly.

[0025] In step 202, a predicted ambient temperature at an approaching time and / or an approaching location is determined. The predicted ambient temperature can be the temperature at a future time and / or location that the power supply system has not yet reached but is planning to reach. For example, the predicted ambient temperature can be the predicted temperature at a location where the power supply system is scheduled to go, where the power supply system is currently located, where the power supply system is moving in that direction, etc. The predicted ambient temperature can be a forecasted temperature, a temperature determined from one or more previous temperature measurements at the approaching location, etc. The predicted ambient temperature can be obtained from a weather service such as the National Weather Service. The predicted ambient temperature at the approaching location or time can include a single predicted temperature or can include a range of predicted ambient temperatures. For example, the predicted ambient temperature at the approaching location and time can be 22 °C or can be a temperature range including 20 - 24 °C.

[0026] The predicted ambient temperature can be based on the season of the calendar year while the power supply system is at the approaching location. For example, if a vehicle is traveling towards a location in the summer, the predicted ambient temperature may be warmer than if the vehicle is traveling towards the same location during the winter. The predicted ambient temperature can be based on the geographical location of the approaching location. For example, if the power supply system is at a location near a large body of water or water, or is surrounded by water, the predicted ambient temperature can be milder than if the power supply system is further from the body of water.

[0027] The predicted ambient temperature can be based on previous temperature profiles of one or more previous dates. For example, the predicted ambient temperature can be the average or median temperature calculated from multiple previous measurements of the temperature at that location (such as in the same season, within the same month, etc.). Optionally, the predicted ambient temperature can be based on the altitude of the approaching location. For example, a location at a higher altitude can be predicted to have a lower temperature than a location at a lower altitude. The predicted ambient temperature can be based on whether the approaching location is within an urban area or a rural area. An approaching location within an urban area can be determined to be warmer than if the location were in a rural area. The predicted ambient temperature can be based on whether the approaching location is within an area with restricted air flow. The area with restricted air flow can be one location or a set of locations that are at least partially enclosed. For example, a tunnel, a valley, a building, etc. can be areas with restricted air flow.

[0028] The ambient temperature can be predicted in the sense that the temperature has not yet been measured but has been calculated or otherwise determined. The predicted ambient temperature can be determined based on one or more previous trips of the vehicle or another vehicle, or on the approach to one or more approaching locations, or on the passage through one or more approaching locations, or on the trip to a nearby location within the distance threshold of the planned trip of the vehicle.

[0029] In some situations, the predicted ambient temperature can be based on one or more measured temperatures. Sensors can be disposed at various locations and can measure the ambient temperature of those areas. These sensors can report the measured temperature to a controller, and the controller can determine the ambient temperature when the power supply system arrives at the approaching location based on the measured temperature.

[0030] FIG. 3 illustrates an example of a transportation network 300. The transportation network can include several interconnected routes 302 (e.g., routes 302A - C) such as trucks, roads, and paths. The power supply system can travel within and / or via the transportation network on the routes. As described above, several temperature sensors 304 (e.g., sensors 304A - F) can be disposed at different locations within the transportation network. Some of these sensors 304A - E can be roadside sensors in that the sensors are stationary. One or more other vehicles 306 can optionally include a temperature sensor 304F. This type of temperature sensor can be a mobile sensor where the sensor moves with the vehicle. The roadside and / or mobile sensors can communicate the measured ambient temperature to the controller (either directly or indirectly via one or more other devices and / or systems such as beacons, wireless repeaters, buildings or facilities 310, charging stations 312, etc.). For example, the temperature sensor can include or be connected to another communication device to communicate the measured ambient temperature. The building or facility can represent a shipping depot, within - station area, parking garage or lot, another type of garage, repair station, weather station (e.g., an observation location where weather conditions are observed), etc.

[0031] The controller can receive the temperature measured by one or more sensors located at or near the location where the power supply system is located, and can predict the approaching temperature of that location. For example, if the power supply system is heading towards sensor 304C or the travel is scheduled by sensor 304C, the controller can examine the temperature measured by sensor 304C. The controller can determine how much time it was before the power supply system reached location 312 at sensor 304C, or a location near sensor 304C, the season when the vehicle reaches that location, the time of day when the vehicle reaches that location, the altitude of that location, whether that location is within an area with airflow restrictions, whether that location is within an urban or local environment, etc. The controller can determine the ambient temperature predicted based on one or more of these factors. For example, if the ambient temperature measured by sensor 304C was measured early in the morning but the power supply system does not reach that location until the afternoon, the controller can raise the measured ambient temperature to determine the predicted ambient temperature. As another example, if the ambient temperature measured by sensor 304C was measured during sunny weather but the power supply system may not reach that location until a time when there may be snow or rain at that location, the controller can lower the measured ambient temperature to determine the predicted ambient temperature.

[0032] Returning to the description of the method shown in FIG. 2, at step 204, the duty cycle of the battery assembly for the power supply system is determined. This duty cycle can represent the time during which the battery assembly releases energy as a potential or current to one or more loads. For example, the duty cycle can indicate the time and / or location of the power supply system while the battery assembly is releasing energy, the time and / or location of the power supply system while the battery assembly is not releasing energy, and / or the time and / or location of the power supply system while the battery assembly is charging. The duty cycle can define, for example, that the battery assembly releases energy for the first 30 minutes, does not release energy for the next hour, releases energy for the next 45 minutes, and is charged with energy from the charging station for the next 90 minutes. The duty cycle can be determined for the movement of the power supply system (e.g., as a vehicle), the period during which the power supply system (e.g., as a vehicle) is stationary, and / or the operation of the stationary power supply system.

[0033] The controller can determine a duty cycle to achieve one or more goals that are subject to one or more constraints on the operation of the battery assembly and / or the power supply system. The controller can determine the duty cycle based on the state of charge of the battery assembly, one or more upcoming opportunities to charge the battery assembly, and / or one or more upcoming needs to discharge the energy stored in the battery assembly. For example, an upcoming opportunity to charge the battery assembly can include an upcoming period that is scheduled or planned such that the power supply system is in a position or state to generate or obtain electrical energy to charge the battery assembly. These opportunities can include times and / or locations such as when the power supply system is at a charging station of a transportation network (e.g., a wireless or wired charging station), traveling along an electrified catenary 314 (shown in FIG. 3), where energy can be obtained by a collection device to charge the battery assembly, traveling along a section of a route having an electrified rail 316 (shown in FIG. 3), where the propulsion system can generate a current (a current in excess of that required to supply power to the load of the power supply system) to charge the battery assembly, and where the braking system can generate a current (e.g., via regenerative braking) to charge the battery assembly. An upcoming need to discharge the energy stored in the battery assembly can include an upcoming time period and / or location where energy is needed from the battery assembly to supply power to the propulsion system to propel the power supply system, where energy is needed from the battery assembly to supply power to a heating and / or cooling assembly to heat or cool the battery assembly, and / or where energy is needed from the battery assembly to supply power to one or more other loads of the power supply system.

[0034] In step 206, a temperature pre-adjustment plan for the battery assembly is determined. The temperature pre-adjustment plan may include the time and / or location approaching the power supply system where the battery assembly is heated or cooled (e.g., by a heating and / or cooling assembly). This plan can heat and / or cool the battery assembly so that it remains within a specified temperature range. Optionally, the plan can heat and / or cool the battery assembly to reduce the deviation of the temperature of the battery assembly outside the specified temperature range.

[0035] The pre-adjustment plan can include an adjustment time and / or an adjustment location during which the battery assembly is heated or cooled one or more times before the time or location approaching the predicted ambient temperature of the battery assembly. The temperature pre-adjustment plan is determined by the controller to maintain the temperature of the battery assembly within a desired temperature range during the operation of the power supply system while going to or passing through one or more approaching locations and / or during the approaching time (e.g., when the power supply system is stationary).

[0036] The pre-adjustment plan may be created and / or modified based on the duty cycle of the battery assembly. For example, if the duty cycle of the battery assembly is decreasing, then the pre-adjustment plan may instruct the controller to control the heating and / or cooling assembly to pre-heat the battery assembly prior to the decrease in the duty cycle. The duty cycle can be pre-planned or scheduled, and the pre-adjustment plan may include a period during which the heating and / or cooling assembly heats the battery assembly (where heating ends at or after the start of the decrease in the duty cycle) prior to the decrease in the duty cycle. As another example, the duty cycle may not be pre-planned or scheduled, but the controller can modify the plan to include heating the battery assembly in response to a decrease in the duty cycle of the battery assembly. When the battery discharges less frequently or with less energy, the duty cycle of the battery assembly can decrease.

[0037] The adjustment time and / or location of the plan can result in a continuous temperature profile of the battery assembly. The continuous profile can include a continuous change in the temperature of the battery assembly. Alternatively, the profile may not be continuous but can include one or more abrupt changes in temperature and / or temperature hold-ups.

[0038] The pre-adjustment plan can define an energy source for heating or cooling the battery assembly. For example, the plan can instruct the propulsion system to generate a current to supply power to a heating and / or cooling assembly to heat or cool the battery assembly during a first time and / or at a first location of the plan, can instruct the battery assembly to heat or cool the battery assembly during a second time and / or at a second location of the plan, can instruct another load (e.g., an electric heating blanket) to heat the battery assembly during a third time and / or at a third location of the plan, can instruct a roadside charging device to supply power to a heating and / or cooling assembly to heat or cool the battery assembly at a fourth time and / or location of the plan, and can instruct the heating and / or cooling assembly to be powered by an overhead wire or an electrified rail at a fifth time and / or location, etc.

[0039] The controller can create or modify a pre-adjustment plan to indicate which of the different energy sources to use to power the heating and / or cooling assembly. In this way, it may be possible to heat or cool the battery assembly at different times and / or locations based on several factors. These factors may include, for example, the availability, impact on the system, weight, and / or cost associated with different energy sources. For example, during the time and / or section of approaching movement of a vehicle where the recharge station is unavailable or has low availability, a lower weight may be given to the battery assembly than to the propulsion assembly. During other times and / or sections of approaching movement, the battery assembly may be given a greater weight than the propulsion assembly (e.g., during a section where there is little or available fuel on the vehicle). That is, in an area where non-onboard power or regenerative braking power is abundant, the controller can draw more power from the battery assembly, while in an area with few recharging opportunities, the controller can offset it by operating the fuel engine to provide propulsion using more careful expenditure of the battery assembly reserve.

[0040] As another example, the controller can draw power from the battery assembly because the power comes at a lower cost than the power drawn from the propulsion assembly. This can occur during the time and / or section of movement where it is less expensive to recharge the battery assembly than to use the fuel engine of the propulsion system. In other embodiments, the controller selectively chooses the battery assembly over the propulsion system that draws power based on other factors. These other factors may include the situation where there are recharge stations, overhead wires, and / or electrified rails available to recharge the battery assembly, and / or the situation where regenerative braking is available to provide energy (e.g., during a downhill section of movement).

[0041] The controller can select a power source used to supply power to a thermal management system, referred to as a heating and / or cooling assembly. The thermal management system may heat or cool a battery assembly that draws power from a power source that is at least partially based on various factors. In one embodiment, the controller selects a power source with lower cost and / or greater weight to ensure that a pre-adjustment plan instructs a heating and / or cooling assembly to supply power to the battery assembly to heat or cool it throughout the duration of the movement or operation of the power-supplied system for a more efficient power source.

[0042] In one embodiment, a temperature pre-adjustment plan includes instructions for the controller to control a heating and / or cooling assembly to heat or cool a battery assembly using an off-vehicle or external energy source. The off-vehicle or external energy source can be an energy source not available to the power-supplied system, such as a roadside charging station, overhead wire, electrified rail, etc. With respect to the power-supplied system being a vehicle, the pre-adjustment plan can instruct the controller to use an off-vehicle energy source to heat or cool the battery assembly if the delay in the movement of the vehicle is not too long. For example, the plan can instruct an off-vehicle power source to supply power to the heating and / or cooling assembly to heat or cool the battery assembly while the vehicle is stopped at a charging station, as long as the time delay of the vehicle's stop or the time is shorter than a threshold delay. This threshold delay can be made short enough to ensure that the vehicle does not miss one or more previously scheduled stops and / or does not arrive at a scheduled destination later than the previously scheduled time.

[0043] Optionally, the plan can instruct the off-vehicle power source to supply power to the heating and / or cooling assembly to heat or cool the battery assembly while the vehicle is stopped at a charging station, as long as the time delay or financial cost of the vehicle's stop is less than a threshold cost. Some vehicles may be under a contract-based delivery of goods or passengers that includes a financial penalty for delivering the goods or passengers after the agreed-upon time in the contract. If the financial penalty for delaying the vehicle's movement to supply power to the heating and / or cooling assembly to heat or cool the battery assembly is lower than the threshold cost, the plan can instruct the controller to stop the vehicle and permit power supply to the heating and / or cooling assembly from a roadside charging station. Otherwise, the plan can instruct the controller to keep the vehicle moving, not to stop, and not to supply power to the heating and / or cooling assembly with current from a roadside charging station.

[0044] The plan can instruct the off-vehicle power source to supply power to the heating and / or cooling assembly to heat or cool the battery assembly while the vehicle is moving, as long as the off-vehicle power source is available to the vehicle for a range of distances. Overhead lines, electrified rails, wireless charging stations, etc. can provide electrical energy to the vehicle as well as the heating and / or cooling assembly while the vehicle is moving over a range of distances where the overhead lines, electrified rails, wireless charging stations, etc. extend along the route for various lengths. Roadside charging stations that are in a location and do not extend along the length of the route are not available for a range of distances. If the off-vehicle power source is not available for a range of distances, the plan can instruct the controller not to control the vehicle to stop and obtain energy from the off-vehicle power source to supply power to the heating and / or cooling assembly.

[0045] The preconditioning plan can prioritize the use of current or potential provided from a source other than the battery assembly. The preconditioning plan can direct the controller to direct the current or potential (e.g., using one or more switches) to the heating and / or cooling assembly prior to the battery assembly. For example, the plan can direct to supply power to the heating and / or cooling assembly with current from a propulsion system or off-board source to first heat or cool the battery assembly and then charge the battery assembly.

[0046] The preconditioning plan may instruct all fewer battery assemblies to be heated or cooled at different times and / or locations. The preconditioning plan may include instructions for heating or cooling a first string of battery cells within a battery assembly instead of a different second string of battery cells within the same battery assembly. The different strings of battery cells may be heated or cooled at different times according to the plan. For example, the plan may instruct a heating and / or cooling assembly to cool a first string of battery cells within a battery assembly rather than a second string of battery cells within the battery assembly, and the second string of battery cells is used to power the vehicle before the first string of battery cells. Thereby, while the warmer second string of the battery is first used to power the load and / or propulsion system, the increase in ambient temperature can precondition the cooler first string of battery cells for later warm-up. The selection of which cells are heated or cooled (more and / or before other cells) may be based on the use of the battery cells (e.g., which cells are more used, which cells are older, which cells are used before other cells to power the load, etc.), the chemical properties of the battery cells, and / or the location of the battery cells within the battery assembly. For example, some cells may be located closer to the outlet or output of the heating and / or cooling assembly and may be more easily heated or cooled than other cells.

[0047] The pre-adjustment plan can optionally instruct heating and / or cooling of the battery assembly by operation of the battery assembly. For example, the plan can instruct the controller to control the battery assembly to discharge current using passive balancing between different cells or strings of cells within the battery assembly. This passive balancing can raise the temperature of the battery assembly. The plan can instruct the use of passive balancing to heat the battery assembly before a predicted ambient temperature drop and / or before a period when the duty cycle of the battery assembly is planned to increase or is expected to increase. Conversely, the plan can instruct stopping passive balancing to avoid heating the battery assembly. Stopping the use of passive balancing can reduce the amount of heat generated by the battery assembly, enabling the battery assembly to cool before a predicted ambient temperature rise and / or before a period when the duty cycle of the battery assembly is planned to decrease or is expected to decrease.

[0048] The preconditioning plan can indicate different times for the battery assembly to be heated or cooled based on the time required to heat or cool the battery assembly to a specified or desired temperature. This plan can indicate to start heating or cooling the battery assembly earlier when the battery assembly needs to be heated or cooled more (e.g., due to a more extreme predicted ambient temperature), and when the battery assembly needs to be heated or cooled less (e.g., due to a predicted ambient temperature close to the current temperature of the battery assembly). The time required to heat or cool the battery assembly can be based on a default rate or a measured rate at which the battery assembly can be heated or cooled due to the chemical nature of the cells within the battery assembly. Optionally, this rate can also be based on the heating and / or cooling capacity of the heating and / or cooling assembly. For example, some heating and / or cooling assemblies can heat or cool the battery assembly faster than other heating and / or cooling assemblies. The plan can indicate to start heating or cooling the battery assembly earlier for a heating and / or cooling assembly that heats or cools more slowly than other heating and / or cooling assemblies.

[0049] The preconditioning plan can include heating or cooling the battery assembly prior to operation of the power supply system or prior to a load on the power supply system. For example, in a cold environment, the plan can indicate to heat the battery assembly (e.g., by using energy from the utility grid such as by heating the battery assembly with an electric blanket) prior to starting the power supply system and initiating operation for the day.

[0050] In one embodiment, since the pre-adjustment plan is based at least in part on a predicted ambient temperature (along with one or more other factors or information such as the duty cycle of the battery assembly, an available energy source for powering the heating and / or cooling assembly), the actual ambient temperature can be different from the predicted ambient temperature. For example, a predicted increase or decrease in the ambient temperature may not actually occur. To prevent or reduce unnecessary or unwanted heating or cooling of the battery assembly when the ambient temperature is not as warm or as cold as the predicted ambient temperature, a predicted ambient temperature used by the plan can be established to guard against the "worst-case" battery assembly temperature. This can include a plan to change or determine the predicted ambient temperature such that the battery assembly is predicted to reach a specified temperature (e.g., the "worst-case" predicted ambient temperature) associated with a degradation in the performance of the battery assembly. For example, if the predicted ambient temperature includes a range of temperatures where the lower end of the range is a freezing temperature but the remaining temperature range is above the freezing temperature, the plan may determine that the predicted ambient temperature is a temperature within a range that prevents the battery assembly from reaching the freezing temperature (even if a portion or majority of the temperatures within the predicted ambient temperature range are above the freezing temperature).

[0051] Optionally, the plan can determine or modify the predicted ambient temperature from a range of possible or predicted ambient temperatures. For example, the plan may be created or modified (e.g., by a controller) to use an average or median of the temperatures within the predicted ambient temperature range as the predicted ambient temperature for a location and / or time approaching.

[0052] Optionally, the plan may determine or modify the predicted ambient temperature from the difference between the current temperature of the battery assembly and the predicted ambient temperature. The plan may be created or modified (e.g., by a controller) to determine the predicted ambient temperature for a location and / or time approaching so as to be an average, median, midpoint, etc. between the current battery assembly temperature and a previously predicted ambient temperature for that location and / or time. For example, the predicted ambient temperature forecast by a weather service for a location approaching a time approaching may be 4°C. The current battery assembly temperature may be 20°C. The plan may be created or changed to relate the predicted ambient temperature at the approaching location and time to 12°C (e.g., the midpoint between 4°C and 20°C). This predicted ambient temperature can be used to determine whether and when to heat the battery assembly, as described herein.

[0053] The predicted ambient temperature can be based on a weighted calculation of the predicted temperatures. For example, the predicted weather conditions (such as temperature) can be based on different inputs or factors, and can be different from different sources (such as different sensors and / or weather forecast services). The predicted ambient temperature at a location approaching in time can be calculated as an average of different temperatures from different inputs (such as different sensors, different weather services, previously measured temperatures at the same time of day and / or the same time of year). The temperatures from different inputs may be associated with different weights (such as coefficients). For example, the predicted temperature from a weather service or station can be given more weight than the previously measured temperature, but less weight than the currently measured temperature at the approaching location. The predicted ambient temperature at that location can be calculated by summing the first product (of the weather service predicted temperature and the first coefficient), the second product (of the previously measured temperature and the second coefficient), and the third product (of the currently measured temperature and the third coefficient), and then dividing the sum of these three products by 3. The first coefficient may have a maximum value (such as a maximum weight), the second coefficient may have a minimum value (such as a minimum weight), and the third coefficient may have a value between the first coefficient and the second coefficient.

[0054] In step 208, the temperature of the battery assembly is changed according to a pre-adjustment plan. For example, the battery assembly may be heated and / or cooled by a heating and / or cooling assembly according to the plan. The plan may instruct the battery assembly to be heated or cooled so as to maintain the temperature of the battery assembly within a specified or desired temperature range during the operation or movement of the power supply system. Optionally, the plan may instruct the battery assembly to be heated or cooled so as to reduce the deviation of the temperature of the battery assembly within a specified or desired temperature range during the operation or movement of the power supply system.

[0055] In one embodiment, the temperature of the battery assembly is determined and compared to a pre-adjustment plan temperature to determine whether to heat or cool the battery assembly, thereby ensuring that the temperature of the battery assembly follows the plan or remains within a specified range of acceptable temperatures. The temperature of the battery assembly can be measured by one or more temperature sensors. Optionally, the temperature of the battery assembly can be determined by calculating or identifying the average, median, maximum, or minimum of several measured temperatures of the battery assembly. As another example, the temperature of the battery assembly can be estimated based on other measurements. For example, the temperature of the housing of the battery assembly, the connectors to the battery assembly, the cooling water flowing by or through the battery assembly, etc. may be determined. The temperature of the battery assembly can be estimated based on measurements. For example, the battery assembly can be estimated to be a specified number warmer than the measured temperature. As another example, resistance or current, etc. led into or out of the battery assembly, led to the battery assembly via joints or connectors, can be measured and used to estimate the battery assembly temperature. The temperature can be estimated to be warmer for a greater amount of resistance or current and cooler for a smaller amount of resistance or current.

[0056] In step 210, the battery assembly supplies power to one or more loads of the power supply system. The heating and / or cooling assembly can heat or cool the battery assembly according to a pre-adjustment plan temperature before and / or during operation (e.g., movement or stationary operation of the power supply system) to increase the performance and service life of the battery assembly.

[0057] Optionally, the method can include modifying or replanning the temperature pre-adjustment plan. One or more of the factors used in creating the plan may change after the plan is created. For example, the duty cycle of the battery assembly may be changed, the predicted ambient temperature may be changed, or the cost of using one or more energy sources may be changed. The method can include modifying the plan to account for one or more of these changes after the plan is created.

[0058] The plan can be modified and / or overwritten by an operator of the power supply system. The operator of the power supply system can provide an input to an input and / or output device to change which power supply is used to power the heating and / or cooling assembly and heat or cool the battery assembly. For example, the plan may direct the propulsion system to supply current to the heating and / or cooling system to heat or cool the battery assembly, but the operator can provide an input to cause the battery assembly to supply power to the heating and / or cooling assembly to heat or cool the battery assembly. The controller can present information about the cost of this overwrite decision to the operator, such as how much less energy will be available from the battery assembly to power the propulsion system and / or other loads when the battery assembly is used to power the heating and / or cooling assembly. The input and / or output device can display or audibly present information to the operator about which power supply is currently being used and / or which is being used to supply power to the heating and / or cooling assembly to heat or cool the battery assembly. This information can help the operator decide whether to overwrite the plan or supply power to the heating and / or cooling system using the energy source identified in the plan.

[0059] Figure 4 shows an example of the temperature 400 of the battery assembly without heating or cooling the battery assembly according to the temperature pre-adjustment plan. The temperature of the battery assembly is shown together with the horizontal axis 402 representing time and the vertical axis 404 representing temperature. Optionally, the horizontal axis may represent different locations during the movement of the power supply system. Figure 4 also shows the ambient temperature 406 associated with different times or locations. These ambient temperatures may be the predicted ambient temperatures described above. A desired or specified temperature range 408 is shown in Figure 4. This temperature range can represent the desired operating temperature of the battery assembly that improves the operation of the battery assembly (e.g., higher charging rate, increased energy storage, etc.) and / or increases the service life of the battery assembly.

[0060] The ambient temperature starts very low and continues to cool until around 8 or 9 hours later. During this period, the battery temperature also drops below the lower end of the desired temperature range. As a result, the service life and / or operation of the battery assembly may decrease compared to that of a battery assembly whose temperature remains within the desired temperature range. Then, the ambient temperature rises rapidly and may remain elevated over the period from 9 to 13 hours later. This heat rise can also cause the temperature of the battery assembly to rise such that it enters, passes through, and exceeds the desired temperature range as shown in Figure 4. Then, the ambient temperature drops again and the temperature of the battery assembly drops within and below the desired temperature range.

[0061] As shown, the temperature of the battery assembly is outside the desired temperature range for most of the period shown in Figure 4. The ambient temperature change takes the battery assembly outside the desired temperature range, which may reduce the performance and service life of the battery assembly.

[0062] In contrast, preheating and / or precooling the battery assembly based on the duty cycle and / or the predicted ambient temperature can increase the period during which the temperature of the battery assembly remains within the desired temperature range. FIG. 5 shows another example of the temperature 500 of the battery assembly when heating or cooling the battery assembly according to a temperature pre-adjustment plan. The temperature of the battery assembly is shown along a horizontal axis 402 representing time and a vertical axis 404 representing temperature. Optionally, the horizontal axis may represent different locations during the movement of the power supply system. Also shown in FIG. 5 are the ambient temperature 406 and the desired or specified temperature range 408. Also shown is the availability 502 of an electrical energy source for supplying power to the heating and / or cooling assembly to heat and / or cool the battery assembly according to the temperature pre-adjustment plan. These availabilities indicate the periods and / or locations during which a propulsion system, roadside charger, catenary, electrified rail, etc. are available to supply power to the heating and / or cooling assembly to heat or cool the battery assembly (thus eliminating the need for the battery assembly to supply power to the heating and / or cooling assembly). The value of the availability 502 at 1.0 along the second vertical axis 504 represents the period during which other energy sources (e.g., not the battery assembly) are available to supply power to the heating and / or cooling assembly. The value of the availability 502 at 0.0 along the second vertical axis 504 represents the period during which other energy sources are not available to supply power to the heating and / or cooling assembly.

[0063] The pre-adjustment plan may instruct the controller to start heating the battery assembly along the horizontal axis after 5 hours in the heating and / or cooling assembly. As shown, this can prevent the temperature of the battery assembly from falling below the lower end of the specified temperature range due to the temperature of the battery assembly dropping without this heating of the battery assembly. For example, from the 5-hour point to the 8-hour point, the temperature of the battery assembly without pre-adjustment (Figure 4) drops well below the specified temperature range compared to the temperature of the battery assembly with pre-adjustment (Figure 5). At the 8-hour point, the controller can instruct another energy source to heat the battery assembly. For example, between 5 and 8 hours, the controller can instruct the heating and / or cooling assembly to supply power to the battery assembly to heat the battery assembly. However, at the 8-hour point along the horizontal axis, the pre-adjustment plan can instruct the controller to control an energy source other than the battery assembly to supply power to the heating and / or cooling assembly to heat the battery assembly. This can reduce the amount of energy released from the battery assembly compared to supplying power to the heating and / or cooling assembly alone to the battery assembly. Optionally, the pre-adjustment plan and the controller can instruct both the other energy source and the battery assembly to supply power to the heating and / or cooling assembly between 5 and 8 hours.

[0064] Since a drop in ambient temperature is expected until 9 hours along the horizontal axis, the pre-adjustment plan can instruct the battery assembly to be heated during this period. This can reduce the temperature of the battery assembly from falling below the specified temperature range and / or reduce the time during which the temperature of the battery assembly falls below the specified temperature range by up to 10 hours along the horizontal axis.

[0065] After nine hours, the preconditioning plan can instruct that the battery assembly be cooled and / or be cooled before the ambient temperature that is predicted or expected at the ninth hour rises. Thereby, it is possible to prevent the temperature of the battery assembly from rising above the upper limit of the specified temperature range, reduce the battery assembly from getting too warm beyond the specified temperature range, and / or limit the time that the battery assembly is warmer than the specified temperature range. The preconditioning plan can also instruct the controller to heat the battery assembly in the heating and / or cooling assembly before the ambient temperature that is predicted to drop in 25 hours or after 25 hours along the horizontal axis drops.

[0066] As shown by the comparison of the temperatures of the battery assemblies of FIGS. 4 and 5, heating and / or cooling the battery assembly according to the preconditioning plan can reduce the number and / or amount (e.g., magnitude) of temperature deviations from the desired temperature range. The battery assembly temperature achieved using the preconditioning plan stays within this range longer, the increase in the battery assembly temperature beyond the specified range is smaller, the increase in the battery assembly temperature beyond the specified range persists for a shorter period, the decrease in the battery assembly temperature below the specified range is smaller, and the decrease in the battery assembly temperature below the specified range is a shorter-duration persistence compared to the battery assembly temperature without the preconditioning plan.

[0067] The specified temperature range can be a fixed temperature range or can be determined (e.g., calculated) by a controller. In one example, the specified temperature range can be determined based on the chemistry of the cells of the battery assembly. Different cell chemistries (e.g., the contents of the battery cell such as the electrolyte, anode, and materials used for the cathode) can be associated with different temperature ranges (e.g., in memory). The temperature range used in the preconditioning plan can be selected based on the chemistry of the cells included in the battery assembly. As another example, the temperature range can be a default or operator input range.

[0068] The specified temperature range can also be based on the age of the battery assembly and / or previous use of the battery assembly. For example, as the battery assembly ages or is used more (e.g., has a greater number of duty cycles), the temperature range may potentially decrease in size. A new battery assembly and / or a less used (e.g., to power a load) battery assembly can have a wider temperature range that includes more temperatures. The specified temperature range can vary based on the health of the battery assembly. A battery assembly that can no longer store as much energy as before may have a narrower temperature range used in the preconditioning plan than a battery assembly that can still store as much energy as before. A battery assembly that can no longer store much energy can be restricted from operation but can continue to be temperature adjusted according to the preconditioning plan (as described herein) until the battery assembly can be inspected, repaired, or otherwise serviced.

[0069] The specified temperature range can vary at different times and / or locations. For example, the specified temperature range can be narrow during initial or early use of the battery assembly and then increase as use of the battery assembly continues (e.g., during the same day). As another example, the specified temperature range can vary as the amount of energy stored in the battery assembly changes. As the amount of stored energy (or state of charge) of the battery assembly decreases, the specified temperature range can increase in size. This allows a wider range of temperatures for the battery assembly, thereby reducing the energy used by the battery assembly to heat or cool itself. This can assist in preventing the release of energy from the battery assembly to heat or cool itself when this energy may be needed for other purposes (e.g., to power a propulsion system).

[0070] In one embodiment, the battery monitoring system may be deployed with a local data collection system that can use machine learning to enable learning outcomes based on derivation. The controller of the battery monitoring system may perform data-driven predictions, learn from a set of data (including data provided by various sensors), and make decisions by adapting according to the set of data. In an embodiment, machine learning may include performing multiple machine learning tasks by machine learning systems such as supervised learning, unsupervised learning, and reinforcement learning. Supervised learning may include presenting a set of exemplary inputs and desired outputs to the machine learning system. Unsupervised learning may include learning algorithms that structure the input by methods such as pattern detection and / or feature learning. Reinforcement learning may include a machine learning system that executes in a dynamic environment and then provides feedback regarding correct and incorrect decisions. In an example, machine learning may include multiple other tasks based on the output of the machine learning system. In an example, the tasks may be machine learning problems such as classification, regression, clustering, density estimation, dimensionality reduction, anomaly detection, etc. In an example, machine learning may include multiple mathematical and statistical techniques. In an example, many types of machine learning algorithms may include decision tree-based learning, association rule learning, deep learning, artificial neural networks, genetic learning algorithms, inductive logic programming, support vector machines (SVM), Bayesian networks, reinforcement learning, representation learning, rule-based machine learning, sparse dictionary learning, similarity and metric learning, learning classifier systems (LCS), logistic regression, random forests, K-means, gradient boosting, K-nearest neighbors (KNN), prior algorithms, etc. In an embodiment, a specific machine learning algorithm may be used (e.g., to solve both constrained optimization problems and unconstrained optimization problems that may be based on natural selection). In an example, the algorithm may be used to handle problems of mixed integer programming where some components are restricted to integer values.Algorithms and machine learning techniques and systems may be used in computational intelligence systems, computer vision, natural language processing (NLP), recommendation systems, reinforcement learning, construction of graphical models, etc. In one example, machine learning may be used for vehicle performance and behavior analysis, etc.

[0071] In one embodiment, the battery monitoring system may include a policy engine that can apply one or more policies. These policies may be at least partially based on the characteristics of a given item of equipment or environment. Regarding control policies, the neural network can receive inputs of a number of environmental parameters and task-related parameters. These parameters may include the identification of a movement plan determined for a vehicle group, data from various sensors, as well as location and / or position data. The neural network can be trained to generate an output based on these inputs, and the output represents an action or a sequence of actions that the vehicle group should take to achieve the movement plan. During the operation of one embodiment, a determination may occur by processing the input through the parameters of the neural network, generating a value at the output node that designates that action as the desired action. This action can be converted into a signal to operate the vehicle. This can be achieved via backpropagation, feed-forward process, closed-loop feedback, or open-loop feedback. Alternatively, instead of using backpropagation, the machine learning system of the controller can use evolutionary strategy techniques to adjust various parameters of the artificial neural network. The controller may use a neural network architecture having a function, such as a non-convex function, that may not always be solvable using backpropagation. In one embodiment, the neural network has a set of parameters representing the weights of its node connections. Several copies of this network are generated, and then different adjustments are made to the parameters and simulations are performed. When the outputs from various models are obtained, they can be evaluated based on their performance using a determined success metric. The best model is selected, and the vehicle controller executes the plan to achieve the desired input data to mirror the predicted best result scenario. Additionally, the success metric can be a combination of optimized results that can be weighted against each other.

[0072] In one embodiment, the method includes determining a predicted ambient temperature at one or more of (a) an approaching time and / or (b) an approaching location where the vehicle is to travel or pass through. The vehicle has one or more loads that are at least partially powered by a battery assembly mounted on the vehicle. The method also includes determining a duty cycle of the battery assembly for the vehicle at one or more of the approaching time or the approaching location, and determining a temperature pre-adjustment plan for the battery assembly based on the predicted ambient temperature and based on the duty cycle of the battery assembly. The temperature pre-adjustment plan includes, prior to one or more of the approaching time or the approaching location, an adjustment time during which the battery assembly is heated or cooled, an adjustment location where the battery assembly is heated or cooled prior to one or more of the approaching locations, an amount of electrical energy stored in the battery assembly that is used to heat or cool the battery assembly and is not available to power one or more loads, a first availability of an off-board power source for charging the battery assembly, and / or a second availability of an on-board power source for supplying power to charge the battery assembly, among one or more of these.

[0073] The duty cycle of the battery assembly can be determined to reduce the amount of energy stored in the battery assembly to reduce the deviation of the first temperature of the battery assembly from a desired temperature range for a vehicle going to or passing through one or more approaching locations having different duty cycles of the battery assembly. The method can also include determining the desired temperature range based on one or more of the chemical properties of the cells of the battery assembly, the age of the battery assembly, the number of previous duty cycles of the battery assembly, the state of health of the battery assembly, and / or the amount of energy storage available at a given time. The method can also include maintaining the first temperature of the battery assembly within the desired temperature range while going to or passing through one or more approaching locations.

[0074] The temperature pre-adjustment plan can be determined to maintain the first temperature of the battery assembly within the desired temperature range during the stationary operation of the power supply system. The temperature pre-adjustment plan can be a continuous pre-adjustment plan. The method can also include pre-cooling the battery assembly before the vehicle reaches one or more approaching locations having a higher temperature than one or more of the second temperature of the current location of the vehicle and / or the specified battery temperature.

[0075] The method can include preheating the battery assembly before one or more of: (1) the vehicle reaches one or more approaching locations having a temperature lower than the second temperature of the vehicle's current location, and / or (2) the first temperature of the battery assembly drops below a specified battery temperature. The method can include preheating the battery assembly before the duty cycle of the battery assembly is reduced. The method can include using the energy stored in the battery assembly to heat or cool the battery assembly to maintain the first temperature of the battery assembly within a desired temperature range. The predicted ambient temperature can be based on one or more of a weather forecast during the time the vehicle will be at one or more approaching locations, the time of day the vehicle will be at one or more approaching locations, the season of the calendar year during which the vehicle will be at one or more approaching locations, the geographical location of one or more approaching locations, and / or the previous temperature profile of one or more previous dates.

[0076] The predicted ambient temperature can be based on one or more of the altitude of one or more approaching locations, a determination that one or more approaching locations are within an urban area or a regional area, and / or a determination that one or more approaching locations are within an area with restricted air flow. The predicted ambient temperature can be based on one or more previous trips of the vehicle or another vehicle to or through one or more approaching locations or nearby locations within a distance threshold of the vehicle's planned movement. The predicted ambient temperature can be obtained from one or more roadside sensors disposed at one or more approaching locations, or vehicle sensors mounted on another vehicle traveling in front of the vehicle with the battery assembly, or a weather station.

[0077] The method can include using energy obtained from an off-vehicle source while the vehicle is in motion. For example, while the vehicle continues to move, current can be obtained from overhead lines, electrified rails, etc. to supply power to one or more loads of the vehicle, supply power to a heating and / or cooling assembly, charge a battery assembly, etc. The method can also include using energy obtained from a charging station before reaching one or more approaching locations in response to the time-based driving delay associated with heating or cooling the battery assembly using energy obtained from the charging station being less than a threshold delay. For example, the method can include stopping the vehicle at a charging station and supplying power to the heating and / or cooling assembly (to heat or cool the battery assembly) as long as the time required to heat or cool the battery assembly to a specified temperature using a stationary charging station (while the vehicle is stationary) is less than a specified period. This can help ensure that the vehicle does not fall behind schedule while maintaining the temperature of the battery assembly within an acceptable limit.

[0078] The time-based driving delay can be determined to be less than the threshold delay in response to the charging station being a charging station available for charging over a range of distances. For example, if the charging station is movable, an overhead line, an electrified rail, etc., the delay can be less than if the vehicle had to stop to obtain energy from the station (since the vehicle can continue to move while obtaining energy from the station). The method can also include selecting the charging station as an energy source for thermal management at least in part based on whether the financial cost of obtaining energy from the charging station is acceptable or less than a threshold cost. The charging station can be one or more of an electrified rail, an electrified overhead line, or a wireless charging system.

[0079] The method can also include preferentially thermally conditioning the battery assembly using energy obtained from a charging station, or thermally conditioning the battery assembly prior to the charging station. The method can also include thermally managing the battery assembly using energy obtained from the operation of an engine mounted in the vehicle. The method can also include heating the battery assembly using heat generated by an engine or fuel cell mounted in the vehicle. The method can further include cooling the battery assembly using a cooling circuit mounted in the vehicle. The temperature preconditioning plan can instruct to use the vehicle as a thermal mass that absorbs heat from the battery assembly to cool the battery assembly. The temperature preconditioning plan can instruct to heat the battery assembly using passive balancing. Energy stored in cells of an assembly having a larger charge can be dissipated as heat via passive balancing, and this heat can be used to heat the battery assembly so that the temperature of the battery assembly is maintained within an acceptable temperature range. The temperature preconditioning plan can instruct to stop passive balancing to avoid heating the battery assembly. The temperature preconditioning plan can instruct that a first string of battery cells in the battery assembly be cooled more than a second string of battery cells in the battery assembly, and that the second string of battery cells be used to power the vehicle before the first string of battery cells.

[0080] A temperature pre-adjustment plan can direct one or more first strings of battery cells within a battery assembly to be used to supply power to heat or cool the battery assembly, while directing that one or more second strings of battery cells are not used to supply power for heating or cooling the battery assembly. The temperature pre-adjustment plan can direct that one or more first strings of battery cells within the battery assembly be heated or cooled based on one or more of the use of the battery cells, the chemical properties of the battery cells, and / or the location of the battery cells, while directing that one or more second strings of battery cells within the battery assembly not be heated or cooled. One or more loads can include a propulsion system powered by the battery assembly and can propel the vehicle. One or more loads can include auxiliary loads powered by the battery assembly and can perform operations different from propelling the vehicle. A duty cycle and a temperature pre-adjustment plan can be determined for the battery assembly for vehicle movement. A duty cycle and a temperature pre-adjustment plan can be determined for the battery assembly while the vehicle is stationary.

[0081] In one embodiment, the system includes one or more processors that can determine an ambient temperature predicted at one or more approaching locations that the vehicle is going to or passing through. The vehicle has a propulsion system that is at least partially powered by a battery assembly mounted on the vehicle. The one or more processors can determine a duty cycle of the battery assembly for the approaching travel or passage of the vehicle to one or more approaching locations and can determine a temperature pre-adjustment plan for the battery assembly based on the predicted ambient temperature and based on the duty cycle of the battery assembly. The temperature pre-adjustment plan includes one or more of (a) an adjustment time for heating or cooling the battery assembly ahead of one or more approaching locations and / or (b) an adjustment location for heating or cooling the battery assembly ahead of one or more approaching locations.

[0082] One or more processors determine to reduce the amount of energy stored in the battery assembly that is used to heat or cool the battery assembly, and the duty cycle of the battery assembly can reduce the deviation of the measured temperature of the battery assembly from the desired temperature range for a vehicle going to or passing through one or more approaching locations having different duty cycles of the battery assembly. One or more processors may determine a temperature pre-adjustment plan to maintain the measured temperature of the battery assembly within the desired temperature range while going to or passing through one or more approaching locations. One or more processors may determine the desired temperature range based on one or more of the chemical properties of the cells of the battery assembly, the age of the battery assembly, or the number of previous duty cycles of the battery assembly. One or more processors may determine that the temperature pre-adjustment plan includes pre-cooling the battery assembly before the vehicle reaches one or more approaching locations having a higher temperature relative to the temperature of the current location of the vehicle.

[0083] One or more processors may determine that the temperature pre-adjustment plan includes pre-heating the battery assembly before the vehicle reaches one or more approaching locations having a lower temperature relative to the temperature of the current location of the vehicle. One or more processors may determine that the temperature pre-adjustment plan includes pre-heating the battery assembly before the duty cycle of the battery assembly is reduced. One or more processors can determine that the temperature pre-adjustment plan reduces the amount of energy stored in the battery assembly that is used to heat or cool the battery assembly to reduce the deviation of the measured temperature of the battery assembly from the desired temperature range for a vehicle going to or passing through one or more approaching locations without heating or cooling the battery assembly.

[0084] One or more processors may determine an ambient temperature predicted based on one or more of a weather forecast during a time when the vehicle will be at one or more approaching locations, a time of day when the vehicle will be at one or more approaching locations, a season of the calendar year while the vehicle will be at one or more approaching locations, or a geographical location of one or more approaching locations. One or more processors may determine an ambient temperature predicted based on one or more of an altitude of one or more approaching locations, a determination that one or more approaching locations are within an urban area or a rural area, or a determination that one or more approaching locations are within an area with restricted air flow.

[0085] One or more processors may determine an ambient temperature predicted based on one or more previous trips of the vehicle or another vehicle to one or more approaching locations, or passage through one or more approaching locations. One or more processors may determine an ambient temperature predicted from one or more roadside sensors disposed at one or more approaching locations, or vehicle sensors mounted on another vehicle traveling in front of a vehicle with a battery assembly, or a weather station. One or more processors may determine that a temperature pre-adjustment plan instructs the use of energy obtained from a roadside charging station where the vehicle stops before reaching one or more approaching locations to heat or cool the battery assembly.

[0086] One or more processors may determine that a temperature pre-adjustment plan instructs the use of energy obtained from a roadside charging station to heat or cool the battery assembly before the roadside charging station charges the battery assembly. One or more processors may determine that a temperature pre-adjustment plan instructs the use of energy obtained from the operation of an engine mounted on the vehicle to heat or cool the battery assembly. One or more processors may determine that a temperature pre-adjustment plan instructs to use heat generated by an engine mounted on the vehicle to heat the battery assembly.

[0087] One or more processors may determine that a temperature preconditioning plan instructs the use of the engine cooling circuit installed in the vehicle to cool the battery assembly. One or more processors may determine that a temperature preconditioning plan instructs the use of the vehicle to cool the battery assembly as a thermal mass that absorbs heat from the battery assembly. One or more processors may determine that a temperature preconditioning plan instructs the use of passive balancing to heat the battery assembly. One or more processors may determine that a temperature preconditioning plan instructs the cessation of passive balancing to avoid the battery assembly being heated.

[0088] One or more processors may determine that a temperature preconditioning plan instructs that a first string of battery cells in the battery assembly be cooled more than a second string of battery cells in the battery assembly, and that the second string of battery cells be instructed to be used to supply power to the vehicle before the first string of battery cells.

[0089] In one embodiment, the method includes determining a predicted ambient temperature approaching a vehicle having a propulsion system at least partially powered by a battery assembly installed in the vehicle, and determining a temperature preconditioning plan for the battery assembly based on the predicted ambient temperature. The temperature preconditioning plan instructs heating and / or cooling of the battery assembly to reduce deviation of the measured temperature of the battery assembly outside a desired temperature range compared to the battery assembly that has not been heated or cooled.

[0090] The pre - temperature - adjustment plan can be determined based on the cost associated with heating or cooling the battery assembly using different power sources. The pre - temperature - adjustment plan can be determined based on the power sources available for supplying electrical energy to heat or cool the battery assembly. The pre - temperature - adjustment plan can be determined based on the amount of time required to heat or cool the battery assembly. The pre - temperature - adjustment plan can be modified after starting the heating or cooling of the battery assembly according to the pre - temperature - adjustment plan.

[0091] The method can also include modifying or overriding the pre - temperature - adjustment plan based on operator input.

[0092] In one embodiment, the method includes thermally adjusting the battery assembly before the battery assembly arrives at a determined approaching time or approaching location, and selecting a power source for the thermal adjustment. In one embodiment, the system includes a controller having one or more processors that can thermally adjust the temperature of the battery assembly. The controller may also select a power source used to adjust the battery - assembly temperature, the time at which the thermal adjustment occurs, or both the power source and the time of the thermal adjustment.

[0093] The thermal adjustment can be at least partially based on both 1) the predicted or measured ambient temperature at the determined location, and 2) the actual or expected duty cycle of the battery assembly before arriving at or while at the determined location. In one embodiment, the system mass and environment are considered in determining the heat - penetration value. A low - mass aluminum system, for example, may reach a predetermined pre - adjustment temperature faster than a high - mass steel or plastic system that retains heat longer than a heat - transfer material, but may not retain it as long.

[0094] In one embodiment, thermal runaway of the battery system outside the determined (presumably optimized) operating range can be monitored and recorded. The frequency, duration, and severity of the runaway can be monitored and recorded (either independently or together). Such a catalog of stress events for the battery (or its components - strings, modules, cells) may be used to control the performance of the vehicle, maintenance schedule, and / or to form the healthy state of the battery system.

[0095] The singular forms "a", "an", and "the" include plural references unless the context clearly dictates otherwise. "Optional" or "optionally" means that the subsequent described event or circumstance may or may not occur, and that the description includes instances where the event occurs and instances where it does not. Throughout this specification and the claims, approximate language that may be used herein is applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which it is related. Accordingly, values modified by terms such as "about", "substantially", and "approximately" (if any) are not to be limited to the specified exact value. At least in some instances, the approximate language may correspond to the precision of the instrument for measuring the value. Throughout this specification and the claims, ranges may be combined and / or interchanged, such ranges may be identified, and all subranges included therein are included unless the context or language otherwise indicates.

[0096] This written description discloses embodiments including the best mode, using examples, and enables one of ordinary skill in the art to practice embodiments that include making and using any device or system and performing any incorporated method. The claims define the patentable scope of the disclosure and include other examples that occur to one of ordinary skill in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that are different from the literal language of the claims or if they include equivalent structural elements that are substantially different from the literal language of the claims.

Claims

1. A system including a controller, the controller configured to control a heating and / or cooling assembly mounted on the vehicle to thermally regulate a battery assembly mounted on the vehicle; configured to determine a conditioning time for the heating and / or cooling assembly to thermally condition the battery assembly prior to reaching one or more upcoming locations where the vehicle is to travel or pass through; configured to determine the adjustment time based at least in part on both 1) a predicted or measured ambient temperature of the approaching location, and 2) an actual or expected duty cycle of the battery assembly while the vehicle is at the approaching location; configured to determine the availability over time of each of a plurality of different energy sources for providing energy to the heating and / or cooling assembly; configured to select a first energy supply source from the plurality of different energy supply sources to supply energy to the heating and / or cooling assembly to thermally condition the battery assembly during the conditioning time, wherein the first energy supply source is selected based at least in part on an availability of the first energy supply source indicating that it is available to modify a temperature of the battery assembly during the conditioning time. A system including a controller.

2. The controller is configured to determine a temperature pre-conditioning plan for the battery assembly based on the predicted or measured ambient temperature, the actual or expected duty cycle of the battery assembly, and respective availability of the plurality of different energy sources; The temperature pre-conditioning schedule comprises: first and second conditioning times during which the battery assembly is heated or cooled prior to the one or more approaching locations; and / or first and second conditioning locations where the battery assembly is heated or cooled prior to the one or more approaching locations; Including, the temperature pre-conditioning plan, based on respective availability of the plurality of different energy sources for altering a temperature of the battery assembly, dictates that an off-board source of the plurality of different energy sources is selected to supply energy to the heating and / or cooling assembly to alter a temperature of the battery assembly at the first conditioning time and / or the first conditioning location, and dictates that an on-board source of the plurality of different energy sources is selected to supply energy to the heating and / or cooling assembly to alter a temperature of the battery assembly at the second conditioning time and / or the second conditioning location. The system of claim 1 .

3. The temperature pre-conditioning plan includes pre-cooling the battery assembly before the vehicle reaches a first approaching location of the one or more approaching locations, the first approaching location having a higher first ambient temperature compared to a second ambient temperature at a current location; and 3. The system of claim 2, wherein the temperature pre-conditioning plan includes pre-heating the battery assembly before the vehicle reaches a second approaching location of the one or more approaching locations, the second approaching location having a third ambient temperature that is lower compared to a second ambient temperature at a current location.

4. The off-board power source is a charging station, the charging station comprising: (i) determining that a temporal travel delay associated with heating or cooling the battery assembly using energy available from the charging station is less than a threshold delay; or (ii) determining that the financial cost of obtaining energy from the charging station is less than a threshold cost; The system of claim 2 , wherein the temperature pre-conditioning plan is included in response to one or more of the following:

5. The system described in claim 2, wherein the off-board source is a charging station, and the temperature pre-conditioning plan instructs that energy from the charging station is directed to the heating and / or cooling assembly to thermally condition the battery assembly before the charging station charges the battery assembly.

6. The system described in claim 2, wherein the on-board source is an engine and / or a fuel cell used to heat the battery assembly.

7. The system of claim 2, wherein the temperature pre-adjustment plan instructs stopping passive balancing between different strings of battery cells in the battery assembly to avoid heating of the battery assembly.

8. 3. The system of claim 2, wherein the controller is configured to select the charging station as a first energy source for altering the temperature of the battery assembly based at least in part on a financial cost of obtaining energy from the charging station being below a threshold.

9. 3. The system of claim 2, wherein the controller is configured to thermally condition the battery assembly using energy obtained from the charging station prior to or before the charging station charges the battery assembly.

10. The system described in claim 2, wherein the controller is configured to thermally manage the battery assembly using energy obtained from operation of an engine installed in the vehicle.

11. The system described in claim 10, wherein the controller is configured to heat the battery assembly using heat generated by an engine or fuel cell installed in the vehicle.

12. The system described in claim 10, wherein the controller is configured to cool the battery assembly using a cooling circuit installed in the vehicle.

13. The system of claim 10, wherein the temperature pre-adjustment plan instructs stopping passive balancing to avoid heating of the battery assembly.

14. The system of claim 2, wherein the temperature pre-conditioning plan directs a first string of battery cells in the battery assembly to be cooled more than a second string of battery cells in the battery assembly and directs the second string of battery cells to be used to supply energy to a vehicle before the first string.

15. The system of claim 2, wherein the temperature pre-conditioning plan instructs one or more first strings of battery cells in the battery assembly to be used to supply energy for heating or cooling the battery assembly, while one or more second strings of battery cells are not used to supply energy for heating or cooling the battery assembly.

16. The system of claim 2, wherein the temperature pre-conditioning plan instructs heating or cooling one or more first strings of battery cells in the battery assembly while not heating or cooling one or more second strings of battery cells in the battery assembly based on one or more of usage of the battery cells, chemical properties of the battery cells, or location of the battery cells.

17. The system described in claim 2, wherein one or more loads at least partially energized by the battery assembly mounted on the vehicle include a propulsion system energized by the battery assembly to propel the vehicle.

18. The system described in claim 2, wherein one or more loads at least partially energized by the battery assembly on board the vehicle include an auxiliary load energized by the battery assembly to perform tasks other than propelling the vehicle.

19. The system described in claim 2, wherein the duty cycle and the temperature pre-conditioning plan are determined for the battery assembly for movement of the vehicle.

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