CN101133514B - 评估hev电池包的可用能量的方法 - Google Patents

评估hev电池包的可用能量的方法 Download PDF

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CN101133514B
CN101133514B CN2006800070718A CN200680007071A CN101133514B CN 101133514 B CN101133514 B CN 101133514B CN 2006800070718 A CN2006800070718 A CN 2006800070718A CN 200680007071 A CN200680007071 A CN 200680007071A CN 101133514 B CN101133514 B CN 101133514B
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金镀渊
郑道阳
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Lg Energy Solution
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Abstract

本发明是有关于一评估混合电动车用(HEV，hybrid electric vehicle)电池的最大输出的方法。本方法包括的步骤如下：在车辆能够行进的情况下，依据电池的多个充电状态(SOC)取得电池的最大充电/放电输出，并计算两者之间的相互关系；在车辆能够行进的情况下，在各种不同温度取得电池的最大充电/放电输出，并计算两者之间的相互关系；在行进期间，当电池容量放电时，取得电池的输出下降，并计算两者之间的相互关系；以及依据从每个步骤取得的相互关系，通过以下的函数来评估电池的最大输出(Powermax)。Powermax＝F(SOC，temp，累积放电Ah)＝F(SOC，temp)×F(累积放电Ah)

Description

评估HEV电池包的可用能量的方法
技术领域
本发明是有关于评估用于混合电动车(HEV)的电池最大输出的方法，且更具体地，涉及一种依据影响安装在车上的电池的最大输出的各种环境参数，评估混合电动车的准确的电池最大输出的方法，因此能增加电池效率，并避免电池过度充电或过度放电。
背景技术
一般来说，电动车使用锂离子电池作为驱动源，锂离子电池是第二电池，其使用自电池输出的电力，并通过电力传送装置传送该电力以驱动车轮，使车轮转动，由此驱动电力产生装置，故可驱动汽车。
在电池中，当放电持续时，负极与正极间的端电压会逐渐递减，并达到预定的极限。此时，电压会骤降以达到放电结束电压。然后，就不会再放电了。如果低于放电结束电压仍继续放电，则电解液会产生化学反应，由此会损坏产生电流的电极板，由此蓄电池的功能便会丧失。
因此，电动车的结构是善加使用电池的充电容量，并在移动时可重复使用驱动车轮的转动能量以再充电。如果在电池完全放电后仍继续驱动电动车且在移动时停止，则很难再将电池充电。因此，能在移动时准确地感知电池的剩余容量(SOC，充电状态)是很重要的。然而，与现有车辆中的燃料测量(fuel gauge)比起来，因为电池的不稳定特性(即其会依据温度、放电等而改变)，所以很难准确测量其充电量。
商业上，检查电池SOC的方法包括测量电池电压或放电容量以检查SOC。
然而，在前者方法中，电压会依据放电量而递减。换句话说，电压会在迅速地加速减小，其与SOC无关。除此之外，在后者方法中，依据负载状况(如保持匀速行进或以每小时多少公里的速度在城市中行进)，其电池的可用容量不相同，因此检测SOC的算法是非常复杂的。
同时，影响电池最大输出的参数包括电池的充电状态、环境温度及依据行进期间的放电容量的输出下降。一般来说，混合动力车所采用的电池会经历快速充电/放电，这是因为车辆在行进期间会频繁地加速与减速。由于快速充电/放电，电池的充电状态与最大输出表现出具有高变化率的动态特性。除此之外，电池的最大输出的变化会高度取决于温度。因此，在行进期间，因各种参数而很难准确预测电池的最大输出。
发明内容
因此，本发明是用以解决上述问题。
本发明的目的在于提供一种方法，其用于准确评估车辆中所采用的电池的最大输出，并实时地将评估信息传送至车辆的控制单元，以使电池状态与马达的输出相互匹配。由此，增加了电池效率并避免电池的过度充电或过度放电，以使电池寿命最大化。
上述目的是通过在车子被驱动时在各种环境下(电池充电状态、温度)检查最大输出，发展显示如下关系的关系等式而实现的，其中所述关系是电池的最大输出与充电状态间的相互关系，以及电池的最大输出与温度间的相互关系，且由此评估混合电动车的电池的最大输出。
更具体地说，本发明提供了一种评估混合电动车用电池的最大输出的方法，其包括的步骤如下：取决于车辆能够被驱动的电池的多个充电状态(SOC)，提取出电池的最大充电/放电输出，以计算两者之间的相互关系；取决于车辆能够被驱动的各种不同温度，提取出电池的最大充电/放电输出，以计算两者之间的相互关系；在行进期间，当电池容量放电时，提取出电池的输出下降，以计算两者之间的相互关系；以及依据从每个步骤获得的相互关系，通过以下的函数来评估电池的最大输出(Powermax)。
Powermax＝F(SOC，temp，累积放电Ah)
＝F(SOC，temp)×F(累积放电Ah)
通过下述的关系等式来计算根据本发明的上述函数F(SOC，temp)。
F(SOC，temp)＝F(temp)5×SOC5+F(temp)4×SOC4+F(temp)3×SOC3+
F(temp)2×SOC2+F(temp)1×SOC+F(temp)0
其中，F(temp)＝D2×temp2+D1×temp1+D0(D0～D2：常数)。
根据本发明，电池的最大输出是由下述关系等式补偿的，该等式显示了电池降级，该电池降级取决于在行进期间放电的电池的累积容量。
F(累积放电Ah)＝C5k5+C4k4+C3k3+C2k2+C1k+C0
其中，C5～C0均为常数。
k的范围介于[0，300000]，且当将其输入函数中作为输入值时，其被输入有介于[-1，1]之间的变化值。
因此，根据本发明，电池的最大输出是由下述的关系等式来计算的。
Powermax＝{F(temp)5×SOC5+F(temp)4×SOC4+F(temp)3×SOC3+F(temp)2×SOC2+F(temp)1×SOC+F(temp)0}×(C5k5+C4k4+C3k3+C2k2+C1k+C0)
本发明实施例的方法更包括通过电池管理***(BMS)，将评估的最大输出传送至混合电动车的车辆控制装置，以控制电池的充电/放电输出。
附图说明
配合随附的图示及上述说明，本发明的上述及其他目的、特性及优点将更显清楚。
图1是显示了根据本发明实施例的累积放电容量与电池输出降级之间的关系的示意图。
图2是本发明实施例的示意图，该图显示了电池的剩余容量(SOC)与电池的最大充电/放电输出之间的关系。
图3是本发明实施例的示意图，该图显示了电池温度与最大输出之间的关系。
图4是本发明实施例的曲线图，该图显示了在行进期间放电的电池容量和电池输出降级的实验例子。
图5与图6是曲线图，该图比较了在25℃时的电池实际最大充电/放电输出与根据本发明实施例评估的电池最大输出。
具体实施方式
在此将描述本发明的较佳实施例，请参考随附的图示。在如下的描述中，若已知的功能及架构不会模糊本发明的主题的话，会将其省略。
电池的最大输出是由各种参数来决定的，即电池的充电状态(SOC)、温度及取决于行进期间放电容量的输出降级。依据现有技术，当评估电池的最大输出时，已经研发并使用了只依据一个参数(如SOC)来评估电池的输出，而不考虑上述参数对电池输出的影响。因此，该研发的方法无法准确地评估电池输出，这是因为没有考虑上述参数对电池输出的影响。
然而，发明者发现了如下事实，电池的SOC、温度及行进期间的放电容量均会影响电池输出，而且为了更准确地评估电池的最大输出，发明者研发了新的方法，用于考虑上述所有参数而评估电池的最大输出。
首先，如图1至图3所示，为了评估电池的最大输出，故在驱动车辆的各种环境下(依据行进期间的放电容量、SOC、温度的输出降级)评估最大输出，然后，计算各参数与输出之间的相互关系。通过以下的过程使用计算出的相互关系来评估电池的最大输出。
换句话说，电池的最大充电/放电输出(Powermax)可由以下函数来表示。
[等式1]
Powermax＝F(SOC，temp，累积放电Ah)
＝F(SOC，temp)×F(累积放电Ah)
在等式中，F(SOC，temp)可通过如下等式而被表示为曲线函数。
[等式2]
F(SOC，temp)＝F(temp)5×SOC5+F(temp)4×SOC4+F(temp)3×SOC3+
F(temp)2×SOC2+F(temp)1×SOC+F(temp)0
在等式2中，F(temp)可通过如下等式而被表示为温度函数。
[等式3]
F(temp)＝D2×temp2+D1×temp1+D0(D0～D2：常数)
同时，当电池在行进期间放电时，电池输出可能会降级。根据本发明，对电池在行进期间放电而减小的电池输出的降级进行补偿，这可以进一步增加评估最大输出的准确度。
具体地，输出降级是通过对在行进期间放电的电池容量进行累积来评估的。如图4所示，累积放电容量与电池输出降级的实验资料是相符合的。使用此资料，便可推导等式4。
[等式4]
F(累积放电Ah)＝C5k5+C4k4+C3k3+C2k2+C1k+C0
其中，C5～C0均为常数。
尤其，根据本发明实施例，等式4被如下表示。
F(累积放电Ah)＝-16.3986k5+15.0026k4+13.307k3-8.38698k2-7.96289k+82.3028。
在上述的等式中，k是累积放电容量，其范围介于0与300000之间。当将其输入函数中作为输入值时，输入有介于[-1，1]范围内的变化值(即k’＝[-1，1])。举例来说，当k＝0时，k’为-1；当k＝150,000时，k’为0；而当k＝300,000时，k’为1。换句话说，可输入k值，并按比例地降低其数值范围。
当将等式2与4代入至等式1中时，电池的最大充电/放电输出是由以下关系等式评估出来的。
[等式5]
Powermax＝{F(temp)5×SOC5+F(temp)4×SOC4+F(temp)3×SOC3+F(temp)2×SOC2+F(temp)1×SOC+F(temp)0}×(C5k5+C4k4+C3k3+C2k2+C1k+C0)
换句话说，通过依据每个影响输出的参数并利用它们之间的相互关系提取出电池的输出，从而可以通过等式5来评估电池的充电/放电输出。
通过电池管理***(BMS)，将由上述过程所评估出的最大充电/放电输出传送至混合电动车的车辆控制装置，从而控制电池的充电/放电输出。
<实例>
发明者进行了实验，用以证明依据本发明的方法的准确性，其所取得的结果如图5与6所示。
图5与图6是曲线图，其比较了在25℃处电池的实际最大充电/放电输出与由上述等式所评估出的电池最大输出。由图中可知，误差只有约2.2％。当实际控制电池的充电/放电输出时，这是可允许的误差。亦即，可以评估出与实际输出几乎相等的电池最大输出。
工业应用
如上所述，依据本发明，在行进期间对电池容量进行放电的同时，通过考虑SOC、温度及输出的降级，可以准确地提前评估处电池的输出，其中SOC、温度及输出的降级均会影响混合电动车上安装的电池的输出。如此，可增加电池效率，并避免电池的过度充电与过度放电。
上述实施例仅是为了方便说明而举例而已，本发明所主张的权利范围自应以权利要求所述为准，而非仅限于上述实施例。

Claims (4)

1.一种对用于混合电动车的电池的最大输出进行评估的方法，其包括如下步骤：
在车辆能够被驱动的电池的多个充电状态(SOC)情况下，依据该电池的多个充电状态(SOC)提取出该电池的最大充电或放电输出，并计算它们之间的相互关系；
在车辆能够被驱动的多个温度处，提取出该电池的最大充电或放电输出，并计算它们之间的相互关系；
当在行进期间对电池进行累积放电时，提取出该电池的输出降级，并计算它们之间的相互关系；以及
依据从每个步骤取得的相互关系，通过以下的函数来评估该电池的最大输出(Powermax)，
Powermax＝F(SOC，temp，累积放电Ah)
＝F(SOC，temp)×F(累积放电Ah)；
其中F(SOC，temp)是基于电池的SOC和温度、用于输出电池最大输出的函数，且其中通过下述关系等式对该电池的最大输出进行补偿，该关系等式显示了取决于在行进期间放电的电池的累积容量的电池降级；
F(累积放电Ah)＝C5k5+C4k4+C3k3+C2k2+C1k+C0
其中，C5～C0均为常数，
k是该电池的累积放电容量，其范围介于[0，300000]，且当将其被输入到所述函数中作为输入值时，输入有落入[-1，1]范围内的变化值。
2.如权利要求1所述的方法，其中该函数F(SOC，temp)是由以下的关系等式计算出来的：
F(SOC，temp)＝F(temp)5×SOC5+F(temp)4×SOC4+F(temp)3×SOC3+F(temp)2×SOC2+F(temp)1×SOC+F(temp)0
其中，F(temp)＝D2×temp2+D1×temp1+D0，D0～D2各自为常数，SOC和temp是对应于电池的SOC和温度的数值。
3.如权利要求1所述的方法，其中，依据该电池的该放电容量的该电池输出降级是由如下等式表示的：
F(累积放电Ah)＝-16.3986k5+15.0026k4+13.307k3-8.38698k2-7.96289k+82.3028。
4.如权利要求1所述的方法，其中，进一步包括如下步骤：通过电池管理***，将评估出的最大输出传送至该混合电动车的车辆控制装置，以控制该电池的充电或放电输出。
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