CN112649748A - 用于确定机动车辆的低压电池的荷电状态的方法 - Google Patents

用于确定机动车辆的低压电池的荷电状态的方法 Download PDF

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CN112649748A
CN112649748A CN202011057328.9A CN202011057328A CN112649748A CN 112649748 A CN112649748 A CN 112649748A CN 202011057328 A CN202011057328 A CN 202011057328A CN 112649748 A CN112649748 A CN 112649748A
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比约恩·莫尔曼
克里斯蒂安·施密特
丹尼斯·库兹韦尔
帕特里克·奥朴瑞
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Abstract

本发明涉及一种用于确定机动车辆(2)的特别是低压电池(14)的电池的荷电状态的方法，该方法包含以下步骤：(S100)检测机动车辆(2)的启动(IB)，(S300)在检测到机动车辆(2)启动(IB)时，使用机动车辆(2)的DC‑DC转换器(10)产生用于电化学阻抗谱的测量信号(MS)，以及(S400)评估由DC‑DC转换器(10)提供的电输出电压和电池的电端子电压，以便确定电池的荷电状态(LZ)。

Description

用于确定机动车辆的低压电池的荷电状态的方法
技术领域
本发明涉及一种用于确定机动车辆的低压电池的荷电状态的方法。
背景技术
低压电池(也可以是起动机电池、汽车电池或车辆电池)是可充电电池，其尤其为机动车辆的内燃发动机的起动机马达提供电能或提供静态电流。低压电池可以用于机动车辆的车载电气***(例如12伏车载电气***)的缓冲存储器。低压电池也可以设计为最高60V的电压水平，例如额定电压为24V或48V。
低压电池是由多个相互连接的元件组成的储能器(因此称为“电池”)。它由可充电电池单元或并联和串联相互连接的电池单元块组成。
低压电池可以是锂离子电池，即在电化学电池单元的所有三相中基于锂化合物的电池。但是，该电池也可以是铅电池、镍氢电池或固态电池。
特别是当用于高度自动化机动车辆(即所谓的机器人车)中时，出于安全原因和确保可靠的操作，需要精确确定低压电池的荷电状态。
电池管理***(Batteriemanagementsysteme，BMS)尤其评估用于确定荷电状态的电池开路电压、电池流入和流出的电流以及负载下的电压。在某些电池类型的情况下，开路电压相对于荷电状态的梯度是非常平坦的，这使得低压电池的荷电状态的精确确定更加困难。
用于确定荷电状态的***例如从US 2018/02030073A1、US 2016/0003917A1、US9,428,071B2、US 2018/0364311A1、US 9,368,841B2、US2011/0270559A1和US2017/0219660A1中获知。
因此，需要示出一种方式，该方式可以改善对机动车辆的低压电池的荷电状态的检测。
发明内容
通过本发明的用于确定机动车辆的低压电池的荷电状态的方法来实现该目的，该方法包含以下步骤：
检测机动车辆的启动，
在检测到机动车辆启动时，使用机动车辆的DC-DC转换器产生用于电化学阻抗谱的测量信号，以及
评估由DC-DC转换器提供的电输出电压和电池的电端子电压，以便确定低压电池的荷电状态。
因此，该方法从机动车辆的启动开始，包含了机动车辆的各个部件的运行可靠性的自测试。这样的自测试或功能测试可以此外地或另外地在短暂停止期间处(例如在交通信号灯处)执行。通过电化学阻抗谱确定电池(例如机动车辆的低压电池)的荷电状态也构成了该自测试的一部分。
因此，DC-DC转换器在正常运行期间(即在启动之后)将例如电动车辆(BEV)或混合动力车辆(HEV)的牵引电池的直流电电压转换为以用于提供电化学阻抗谱的测量信号的不同的较低的值。为此，可以使用以下事实：DC-DC转换器将中间电路中的直流电电压(例如牵引电池的直流电电压)转换为交流电压，以及在过程步骤中将上述交流电压调高或调低，以及然后再次对其进行整流。然后，将用于阻抗谱的交流电电压调制为直流电压。因此，可以省去用于生成测量信号的附加逆变器，并且同时可以改善对机动车辆低压电池的荷电状态的检测。
根据一个实施例，另外检测和评估DC-DC转换器和电池的电输入和输出电流，以便确定电池的荷电状态。换句话说，通过安培小时平衡进行荷电状态确定。因此，以取决于数学符号的方式来检测存储在电池中以及从电池中汲取的电荷量。因此，可以提高低压电池的荷电状态的确定精度。
根据另一实施例，另外检测和评估电池的开路电压以便确定电池的荷电状态。为此，可以例如以电池管理***中的查找表的形式预先记录并存储静态电压特性。这利用了以下事实：静态电压(elektrischen Ruhespannung)与电池的荷电状态之间存在***关系或严格单调关系。静态电压被理解为是指在预定的等待时间之后出现的电压值。一旦该等待时间到期，则低压电池的电化学***处于动态平衡或松弛状态，在这种无电流状态下，低压电池中的基于先前的充电或放电的所有过电压都将减小。因此，可以进一步提高低压电池的荷电状态的确定精度。
根据另一实施例，为了确定低压电池的荷电状态，将DC-DC转换器和低压电池与机动车辆的电负载进行直流隔离。为此目的，可以打开可控的隔离开关。因此确保负载不会篡改或影响低压电池的荷电状态的确定。
另外，一种计算机程序产品、一种电池管理***和一种DC-DC转换器以及一种包含这种电池管理***和这种DC-DC转换器的机动车辆构成本发明的一部分。
附图说明
现在将参考附图说明本发明，其中：
图1示出了包含低压电池、DC-DC转换器和牵引电池的机动车辆的部件的示意图；
图2示出了用于操作图1中所示的部件的方法序列的示意图。
具体实施方式
首先参考图1。
示出了机动车辆2的部件。
在本示例性实施例中，机动车辆2是乘用车的形式。此外，本示例性实施例中的机动车辆2为包含牵引电池6的电动车辆或混合动力车辆的形式，作为所示的部件之一的该牵引电池6用于存储电气运行能量。在本示例性实施例中，牵引电池6是锂离子可充电电池或具有锂离子可充电电池作为电池单元。
所示的其他部件包含电池管理***4、负载8、DC-DC转换器10和隔离开关12以及低压电池14，低压电池14尤其用于机动车辆2的12伏车载电气***的缓冲存储器。
电池管理***4被设计成监控低压电池14、提供低压电池14的闭环控制和保护低压电池14，并且提供诸如荷电状态确定、防止深度放电保护或过载保护的功能。
为了实现荷电状态确定，电池管理***4被设计为实现电化学阻抗谱。
此处，电化学阻抗谱(通常缩写为EIS，elektrochemischenImpedanzspektroskopie)应理解为表示根据交流电压或交流电流的频率来确定电化学***的阻抗(即交流电阻)。本示例性实施例中的电化学***包含低压电池14的电池单元。
电池管理***4在检测到机动车辆2的启动IB时开始荷电状态确定。换句话说，电池管理***4将荷电状态确定以与在机动车辆2的启动中实施的相同的方式实施为自测试或功能测试的一部分。这种自测试或功能测试可以此外地或另外地例如在短暂的停车期间(例如在交通信号灯期间)中进行。
DC-DC转换器10被设计成将在输入处供给的直流电电压转换成具有更高、更低或反相电压电平的直流电电压。
DC-DC转换器10起作用的基本方式在于通过断开和闭合例如功率晶体管的开关元件将在输入处存在的直流电电压转换为方波交流电电压。通过通常借助开关元件(二极管、晶体管等)、电感和电容的组合的随后的滤波，该交流电电压被转换回直流电压，该直流电压的电压水平不同于在输入处的电压水平。
在本示例性实施例中，DC-DC转换器10被设计为提供用于电化学阻抗谱的测量信号MS。DC-DC转换器10将中间电路中的牵引电池6的直流电电压转换成交流电电压，该交流电电压被升压或降压并且再次被整流。然后，将用于阻抗谱的交流电压调制到直流电压上。换句话说，测量信号是在其上调制有交流电电压的直流电电压。
为此目的，在DC-DC转换器10的输出侧整流器的上游分接出交流电电压。换句话说，DC-DC转换器10被使用两次。在正常操作期间，DC-DC转换器10转换电压，并且在确定荷电状态期间，DC-DC转换器10提供用于电化学阻抗谱的测量信号MS。
另外，在本示例性实施例中，电池管理***4还被设计为检测和评估DC-DC转换器10和低压电池14的电输入和输出电流，以便通过安培小时平衡改善对电压电池14的荷电状态的确定。
此外，在本示例性实施例中，电池管理***4还被设计为检测和评估低压电池14的静态电压，以便改善对低压电池14的荷电状态的确定。
负载8是机动车辆2的耗电器，耗电器可以由低压电池14提供的电压运行，例如机动车辆的12伏车载电气***的耗电器。
隔离开关12可以由DC-DC转换器10控制，以便闭合或断开上述隔离开关。当隔离开关12断开时，在输出侧连接到DC-DC转换器10的负载8与DC-DC转换器10是DC隔离的，并且因此不影响荷电状态确定。
现在将另外参考图2来解释用于操作图1所示的部件的方法序列。
在第一步骤S100中，电池管理***4检测机动车辆2的启动IB。为此目的，可以输入和评估逻辑变量，其中将逻辑值一分配给用于启动IB的上述逻辑变量，以及否则分配逻辑值零。
当存在启动IB时，在另一步骤S200中，电池管理***4产生控制信号AS，该控制信号AS使隔离开关12断开并且因此负载8与低压电池14和电池管理***4是DC隔离。
在另一步骤S300中，电池管理***4然后生成用于电化学阻抗谱的测量信号MS。
在另一步骤S400中，电池管理***4评估DC-DC转换器10的电输出电压和低压电池14的电端子电压，以便确定低压电池14的荷电状态LZ。
另外，可以提供电池管理***4检测和评估DC-DC转换器10和低压电池14的用于安培小时平衡的电输入和输出电流和/或低压电池14的静态电压以便提高低压电池14的荷电状态LZ的确定精度。
作为与本示例性实施例的偏离，步骤的顺序也可以不同。此外，还可以同时或同时地执行几个步骤。此外，也可以省略或跳过各个步骤。
因此，可以省去用于生成测量信号的逆变器，并且同时可以改善对机动车辆2的低压电池14的荷电状态的检测。
附图标记列表
2 机动车辆
4 电池管理***
6 牵引电池
8 负载
10 DC-DC转换器
12 隔离开关
14 低压电池
AS 控制信号
IB 启动
LZ 荷电状态
MS 测量信号

Claims (11)

1.一种用于确定机动车辆(2)的低压电池(14)的荷电状态的方法，所述方法包含以下步骤：
(S100)检测机动车辆(2)的启动(IB)，
(S300)在检测到机动车辆(2)启动(IB)时，使用所述机动车辆(2)的DC-DC转换器(10)产生用于电化学阻抗谱的测量信号(MS)，以及
(S400)评估由所述DC-DC转换器(10)提供的电输出电压和所述电池的电端子电压，以便确定所述电池的荷电状态(LZ)。
2.根据权利要求1所述的方法，其中，另外检测和评估所述DC-DC转换器(10)和所述低压电池(14)的电输入和输出电流，以便确定所述低压电池(14)的荷电状态(LZ)。
3.根据权利要求1或2所述的方法，其中，另外检测和评估所述低压电池(14)的开路电压，以便确定所述低压电池(14)的荷电状态(LZ)。
4.根据权利要求1、2或3所述的方法，其中，在另一步骤(S200)中，为了确定所述低压电池(14)的荷电状态(LZ)，将所述DC-DC转换器(10)和所述低压电池(14)与所述机动车辆(2)的电负载(8)进行直流隔离。
5.计算机程序产品，所述计算机程序产品被设计为执行根据权利要求1至4任一项所述的方法。
6.电池管理***(4)，其中，所述电池管理***(4)被设计成检测机动车辆(2)的启动(IB)、在检测到机动车辆(2)启动(IB)时，使用所述机动车辆(2)的DC-DC转换器(10)产生用于电化学阻抗谱的测量信号(MS)、以及评估由所述DC-DC转换器(10)提供的电输出电压和特别是低压电池(14)的电池的电端子电压，以便确定所述电池的荷电状态(LZ)。
7.根据权利要求6所述的电池管理***(4)，其中，所述电池管理***(4)另外被设计为检测和评估所述DC-DC转换器(10)和所述低压电池(14)的电输入和输出电流，以便确定所述低压电池(14)的荷电状态(LZ)。
8.根据权利要求6或7所述的电池管理***(4)，其中，所述电池管理***(4)另外被设计为检测和评估所述低压电池(14)的开路电压，以便确定所述低压电池(14)的荷电状态(LZ)。
9.根据权利要求6、7或8所述的电池管理***(4)，其中，所述电池管理***(4)被设计为为了确定所述低压电池(14)的荷电状态(LZ)，将所述DC-DC转换器(10)和所述低压电池(14)与所述机动车辆(2)的电负载(8)进行直流隔离。
10.DC-DC转换器(10)，其中所述DC-DC转换器(10)被设计为提供用于电化学阻抗谱的测量信号(MS)，以确定机动车辆(2)的低压电池(14)的荷电状态。
11.机动车辆(2)，所述机动车辆(2)包含根据权利要求6至9任一项所述的电池管理***(4)和根据权利要求10所述的DC-DC转换器(10)。
CN202011057328.9A 2019-10-09 2020-09-29 用于确定机动车辆的低压电池的荷电状态的方法 Pending CN112649748A (zh)

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