EP4373699A1 - Procédé de gestion de batterie et système de gestion de batterie pour une batterie de système électrique embarquée de véhicule automobile hybride - Google Patents

Procédé de gestion de batterie et système de gestion de batterie pour une batterie de système électrique embarquée de véhicule automobile hybride

Info

Publication number
EP4373699A1
EP4373699A1 EP22747708.0A EP22747708A EP4373699A1 EP 4373699 A1 EP4373699 A1 EP 4373699A1 EP 22747708 A EP22747708 A EP 22747708A EP 4373699 A1 EP4373699 A1 EP 4373699A1
Authority
EP
European Patent Office
Prior art keywords
battery
electrical system
combustion engine
internal combustion
catalytic converter
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22747708.0A
Other languages
German (de)
English (en)
Inventor
Peter Senft
Giovanni Avolio
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Vitesco Technologies GmbH
Original Assignee
Vitesco Technologies GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Vitesco Technologies GmbH filed Critical Vitesco Technologies GmbH
Publication of EP4373699A1 publication Critical patent/EP4373699A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
    • F01N2590/11—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/10—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle or its components
    • F01N2900/104—Battery status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/12—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle exterior
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1621—Catalyst conversion efficiency
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1626—Catalyst activation temperature

Definitions

  • the invention relates to a battery management method and a battery management device for battery management of an on-board battery of a hybrid motor vehicle with an internal combustion engine with an electrically heatable catalytic converter and at least one electric motor auxiliary drive.
  • the combustion engine is increasingly being combined with an electric machine to form a hybrid drive, whereby the electric machine, fed from an on-board battery, controls drive power in certain operating situations, which means that less power is required from the combustion engine and less exhaust gas is produced.
  • the electric machine can also be towed by the combustion engine or operated as a generator in recuperation mode and recharge the on-board battery.
  • combustion technology measures can be carried out, ie measures in which the internal combustion engine is operated in such a way that the waste heat in the exhaust gas itself can be used to quickly heat up the exhaust gas catalytic converter.
  • this generally leads to higher fuel consumption and can only shorten the period after a cold start of the internal combustion engine, in which the catalytic converter is not yet working and increased amounts of pollutants are emitted, but not eliminate it.
  • EHC Electrically heatable exhaust gas catalytic converters
  • E-KAT Electrically heatable exhaust gas catalytic converters
  • Such exhaust gas catalytic converters have their own electric heating device, which is fed, for example, from the electrical system of a motor vehicle equipped with the internal combustion engine, ie from the vehicle electrical system battery, and which can heat the exhaust gas catalytic converter to the desired operating temperature.
  • An advantage of an electrically heatable exhaust gas catalytic converter is that the exhaust gas catalytic converter can be brought to operating temperature in a so-called catalytic converter cold phase without the internal combustion engine being operated, ie for example before the internal combustion engine is started. This means that the pollutants are already converted when the combustion engine is started.
  • the electric heating device is implemented, for example, in the form of one or more electric heating disks through which the gas/exhaust gas can flow, which convert electrical power into heating cables and are arranged in the immediate vicinity of a catalytic converter substrate that is not itself heated.
  • an electric heating disc has a comparatively small volume and the inner surface of the heating disc itself also has a catalytic coating, this catalytic surface is heated up directly, ie on site and very quickly.
  • the state of charge of the electrical energy store from which the catalytic converter heating is fed e.g. B. an on-board battery of a hybrid vehicle, at any time and in particular when restarting the engine from a partially or completely cooled state, is sufficient to quickly heat the catalyst at least up to the light-off temperature.
  • the invention is therefore based on the object of driving a battery management process and providing a battery management system for an on-board battery of a hybrid motor vehicle that ensures the operational reliability of an electrically heatable catalytic converter of the exhaust gas aftertreatment device, in particular when or immediately before the start of the internal combustion engine guaranteed, so that it can be operated particularly quickly and efficiently and has improved conversion behavior, particularly in the starting phase of the internal combustion engine.
  • the battery management method according to the invention and the battery management system according to the invention result in a high level of operational reliability of the exhaust gas purification system, particularly whenever the internal combustion engine is restarted.
  • the state of charge of the vehicle electrical system battery, which feeds the electric heater of the catalytic converter is sufficient when the internal combustion engine is switched off to quickly bring the catalytic converter to at least the light-off temperature when the internal combustion engine is restarted, even after it has completely cooled down and the environmental conditions to be expected have been met to heat up.
  • the battery management method according to the invention is used for an on-board power supply battery of a hybrid motor vehicle with an internal combustion engine and at least one electric machine, the internal combustion engine having an exhaust gas aftertreatment device with at least one electrically heatable catalytic converter and at least one electric machine that operates in generator mode to charge the on-board power supply -Battery is operable has.
  • the battery state of charge is continuously monitored and kept at the required charge level by means of the electric machine, which reliably ensures that the catalytic converter is electrically heated to an activation temperature, fed from the vehicle electrical system battery, during a subsequent cold start of the internal combustion engine.
  • the required charge level of the vehicle electrical system battery is continuously determined during operation depending on the aging condition of both the catalytic converter and the vehicle electrical system battery and the temperatures of the vehicle electrical system battery and catalytic converter to be expected during the subsequent cold start.
  • vehicle electrical system battery is generally understood to mean an electrical, rechargeable energy store, for example an accumulator, which is connected to an electrical system or at least part of an electrical system of the hybrid vehicle and supplies energy for heating the electrically heatable catalytic converter via this vehicle electrical system.
  • the nominal charge capacity of the on-board battery is used as a further determining factor to determine the required charge level of the on-board battery.
  • the nominal charge capacity is understood to mean the maximum amount of energy that can be stored when the battery is fully charged when new, as specified by the manufacturer. The age-related change in the maximum charge capacity is then taken into account in connection with the current aging condition.
  • the electrical starting energy likely to be required for the subsequent cold start of the internal combustion engine can be taken into account or used as a further determining factor for determining the required charge level of the vehicle electrical system battery. As a result, it can be ensured, for example when the catalytic converter is heated before the internal combustion engine is started, that after the catalytic converter has been heated up, the vehicle electrical system battery still has sufficient energy to start the internal combustion engine using the electric machine.
  • the nominal charge capacity and the required electrical starting energy can also be used in combination to determine the required charge level of the vehicle electrical system battery, as a result of which the functional reliability of the battery management method is advantageously further increased.
  • a further embodiment of the battery management method is characterized in that the electric machine can be operated in addition to the generator mode in a recuperation mode to recover kinetic energy of the hybrid motor vehicle or in a drive mode to start the internal combustion engine or for supporting or sole drive of the hybrid motor vehicle is.
  • These operating variants are not mutually exclusive. Although the operating modes mentioned cannot be used simultaneously, they can be used alternately, depending on the operating or driving conditions of the hybrid vehicle. So, in case of sinking of the State of charge below the required charge level, the electric machine in generator mode, driven by the combustion engine, are operated in order to charge the on-board battery. Overrun or braking phases can also be used when operating the hybrid vehicle in order to feed electrical energy into the on-board battery in recuperation mode.
  • the electrical machine can also be fed from the on-board network battery in the manner of a so-called starter generator in order to start the internal combustion engine in drive mode.
  • the electric machine can also be fed from the on-board battery, for example in the acceleration phases of the hybrid vehicle, to provide additional torque or, for example, to be used in inner-city areas as the sole, locally emission-free drive.
  • the aging state of the catalytic converter can be determined continuously or at intervals during operation. This can be done, for example, on the basis of the operating hours of the internal combustion engine, for example using an operating hours counter. Alternatively or additionally, however, an average conversion rate can also be determined during operation and used to determine the aging state of the catalytic converter. Another option that can be considered as an alternative or in addition to the above options for determining the aging state of the catalytic converter is to determine an average heating-up time for the catalytic converter from a cold start to the activation temperature and derive the aging state from this.
  • the aging state of the vehicle electrical system battery can be determined continuously or at intervals during operation in a manner analogous to determining the aging state of the catalytic converter. This is done, for example, using measured values for battery current and/or battery voltage during charging and/or discharging and a temperature of the vehicle electrical system battery that is present when the measured values are recorded.
  • a numerical aging model of the on-board battery can also be used, for example installed in an electronic control unit and based on specific operating data of the on-board battery allows the aging status of the on-board battery to be calculated during operation. In this way, the aging condition of the onboard power supply battery can be determined very reliably and on this basis the required charge level can be determined with great accuracy.
  • a further advantageous embodiment of the method is characterized in that the temperature of the vehicle electrical system battery and catalytic converter to be expected during a cold start of the internal combustion engine, on the basis of which the required charge level of the vehicle electrical system battery is determined, is based on temperature values of the ambient temperature at the time the internal combustion engine was previously switched off he follows. It is assumed here that, due to the climate, generally no very large temperature fluctuations in the environment are to be expected over an average period of time between switching off the internal combustion engine and restarting it. In order to increase the reliability of the method despite this simple estimation of the temperatures to be expected, a temperature reduced by a predetermined amount, for example by 5° C. or 10° C., can be assumed for determining the required charge level of the vehicle electrical system battery.
  • the temperature of the vehicle electrical system battery and catalytic converter to be expected during a cold start of the internal combustion engine can be estimated on the basis of a temperature value profile of the ambient temperature over a period of time before the internal combustion engine was previously switched off.
  • an average temperature level or possibly also a range of fluctuation in the temperature curve for example over day and night temperatures, can be determined, on the basis of which a more reliable estimate of the temperatures to be expected when the internal combustion engine is restarted.
  • a safety correction of the temperature to a lower value can take place.
  • the temperatures of the vehicle electrical system battery and catalytic converter that are to be expected during a cold start of the internal combustion engine are determined on the basis of geographical data for the location of the hybrid motor vehicle and of expected temperature values assigned geographically and seasonally or by geographically assigned values Estimated temperature forecasts for the ambient temperature of the hybrid motor vehicle.
  • the respective location of the hybrid motor vehicle can be determined, for example, using a GPS system assigned to the vehicle.
  • the expected temperature values or temperature forecasts assigned geographically and seasonally can then be retrieved from corresponding databases via an Internet connection, for example. In this way, large-scale, temperature-relevant changes in the location of the hybrid motor vehicle can advantageously also be taken into account in the temperature estimation.
  • a battery management system for a vehicle electrical system battery of a hybrid motor vehicle with an internal combustion engine that has an exhaust gas aftertreatment device with at least one electrically heatable catalytic converter, and at least one electric machine that operates in generator mode for charging the vehicle electrical system battery can be operated.
  • the battery management system which is represented, for example, by a separate electronic control device or an electronic control device integrated into a central vehicle control unit, is set up to carry out the battery management method, according to one of the versions described above, and in terms of control technology is at least connected to the vehicle electrical system battery. connected to the electrical machine and the electrically heated catalytic converter.
  • a sequence program that is executed to control the method according to the invention is stored in a memory area of the electronic control device.
  • the state of charge of the vehicle electrical system battery which feeds the electric heating of the catalytic converter, is sufficient when the internal combustion engine is switched off to the catalytic converter, even after it has completely cooled down and the expected Ambient conditions to heat up quickly at least to the light-off temperature when restarting the internal combustion engine
  • An embodiment of the battery management system according to the invention is characterized in that it has an electronic processor module that is used to collect measurement data and information fed in, to carry out the arithmetic operations required for the battery management method, based on the measurement data and information collected and to output control signals resulting therefrom, in particular in accordance with a stored sequence program.
  • Another embodiment of the battery management system has a power module that is set up to control power flows between the vehicle electrical system battery, the electric machine and the electrically heatable catalytic converter, depending on the control signals from the aforementioned processor unit.
  • FIG. 1 shows a simplified schematic representation of a hybrid motor vehicle with an embodiment of a battery management system according to the invention
  • FIG. 2 shows an example of a flow chart of a battery management method according to the invention
  • FIG. 3 shows a diagram showing the dependency of the power output of an on-board battery on its aging condition
  • Fig. 4 is a diagram showing the dependency of the power output of a vehicle electrical system battery on its operating temperature
  • FIG. 5 shows a diagram showing the dependency of the power consumption of the heating of an electrically heatable catalytic converter until the light-off temperature is reached, on its aging state.
  • FIG. 1 shows a simplified schematic representation of a hybrid motor vehicle 10 with an internal combustion engine 20 and an electric machine 30 integrated in the drive train of the exhaust pipe 24 arranged, electrically heatable catalytic converter 22 and this downstream in the exhaust pipe 24 further exhaust gas aftertreatment component 23, for example a particulate filter.
  • a battery management system 50 according to the invention, which has a processor module 51 and a power module 52 , an on-board network battery 40 and a temperature sensor 56 , is arranged in the hybrid motor vehicle 10 .
  • the processor module 51 of the battery management system 50 has an electrical signal connection to the electric machine 30, the electrically heatable catalytic converter 22, the vehicle electrical system battery 40, the temperature sensor 56 and the power module 52 via signal connections 70 .
  • the power module 52 is in electrical power connection via power connections 60 to the electric machine 30 , the electrically heatable catalytic converter 22 and the vehicle electrical system battery 40 .
  • the signal connections 70 and power connections 60 shown here are also to be understood as schematic and do not provide any information about the actual number of connecting lines required between the individual components of the overall system for transmitting the required signal streams and power streams.
  • signals are transmitted from the vehicle electrical system battery 40 to the processor module 51, for example, which are representative of the state of charge of the vehicle electrical system battery 40 and can be used to determine the aging of the vehicle electrical system battery 40.
  • the processor module 51 From Electrically heatable catalyst 22 signals are transmitted to the processor module 51, which are representative, for example, of the current catalyst temperature and possibly also signals that provide information about the aging condition of the catalyst.
  • the temperature sensor 56 transmits signals to the processor module 51 which are representative of the ambient temperature. For example, signals can be transmitted between electric machine 30 and processor module 51 that provide information about the current operating conditions of electric machine 30 or that switch electric machine 30 to the various operating modes, generator mode, recuperation mode, or drive mode.
  • Signals are transmitted between the processor module 51 and the power module 52 to control the power flows between the electric machine 30, the electrically heatable catalytic converter 22 and the on-board battery 40.
  • the power module 52 is connected to the electric machine 30, the electrically heatable catalytic converter 22 and the on-board battery 40 via power connections 60 electrical power connection.
  • Such a configuration of the overall system makes it possible to continuously monitor the current charge level (SoC_curr) of the vehicle electrical system battery 40 and to keep it at a required charge level (SoC_req) by means of the electric machine 30, so that the vehicle electrical system battery 40 can heat up the electrical system Catalyst 22 to an activation temperature in the event of a subsequent cold start of internal combustion engine 20 is reliably ensured, with the required charge level (SoC_req) of vehicle electrical system battery 40 being determined continuously during operation as a function of the determined aging condition (SoH_Cat) of catalytic converter 22, the determined aging condition (SoH_Bat ) of the vehicle electrical system battery 40 and the ambient temperature (T_exp) of the vehicle electrical system battery 40 and catalytic converter 22 to be expected during the following cold start.
  • SoC_curr current charge level
  • SoC_req required charge level
  • FIG. 2 the sequence of an embodiment of the method according to the invention is shown schematically in a block diagram.
  • the block marked Use_Bat generally represents an operating mode of the hybrid motor vehicle called useful operation, Use_Bat, in which the vehicle electrical system battery 40 feeds energy into the vehicle electrical system for different electrical functions in the vehicle.
  • the following block marked SoC_curr symbolizes the continuous monitoring of the current charge level, SoC_curr.
  • SoC_req the required charge level
  • the required charge level, SoC_req is continuously determined during operation as a function of the aging condition, SoH_Cat, of the catalytic converter 22, the aging condition, SoH_Bat, of the vehicle electrical system battery 40, the ambient temperature to be expected during the following cold start, T_exp, of vehicle electrical system Battery 40 and catalytic converter 22, the nominal charge capacity, NCC_Bat, the vehicle electrical system battery and the electrical starting energy that is expected to be required for the following cold start of the internal combustion engine 20, StE_req, which is symbolized by the blocks marked accordingly, the blocks with the SoC_req, which determine the required Charge levels SoC_req symbolizes are directly related.
  • the block with SoC_curr ⁇ SoC_req symbolizes the continuous comparison of the current charge level SoC_curr of the vehicle electrical system battery 40 with the specific required charge level SoC_req. If the result of the comparison is that the current charge level SoC_curr is below the ascertained required charge level SoC_req, then the system is switched to a charging operating mode, Char_Bat, in which the vehicle electrical system battery 40 is charged. This charging operating mode, Char_Bat, is retained at least until the current charge level SoC_curr is again above the required charge level SoC_req. Once this has been achieved, the system is switched back to the useful operating mode, Use_Bat.
  • FIG. 3 shows a diagram to illustrate the dependency of the power that can be called up from a vehicle electrical system battery on its aging condition and its charge level.
  • the power that can be called up P, (vertical) is plotted against the charge level, SoC, (horizontal).
  • a power curve for a vehicle electrical system battery when new, P_nBat, and a power curve for a vehicle electrical system battery at the end of its specified service life, P_oBat, which is consistently below the power curve P_nBat, are entered.
  • a heating power, HP_req theoretically required for heating the catalytic converter is entered with a dashed horizontal line at 5 kW.
  • FIG. 4 shows a diagram to illustrate the dependency of the power that can be called up from a vehicle electrical system battery on the operating temperature.
  • the power that can be called up, P (vertical) is plotted against the charge level, SoC, (horizontal).
  • SoC charge level
  • a performance curve for an on-board battery at +10°C, P_+10°C, and a performance curve for an on-board battery at -10°C, P_-10°C, which are consistently below the performance curve P_+10°, are entered C lies.
  • a heating power, HP_req theoretically required for heating the catalytic converter is again entered with a dashed horizontal line at 5 kW.
  • FIG. 5 shows a diagram to clarify the dependency of the required charge level, SoC_req, of the vehicle electrical system battery for heating up the catalytic converter on the aging state of the catalytic converter.
  • the power that can be called up, P (vertical) is plotted against the charge level, SoC, (horizontal).
  • a power curve for a vehicle electrical system battery at -10°C, P_-10°C is entered. It has been shown that a new catalytic converter requires less heat output or less heating energy to heat up to the light-off temperature than an aged catalytic converter.
  • the heating output required for a new catalytic converter is HP_req_nC, determined with approx. 5 kW heat output and entered with a dashed horizontal line.
  • HP_req_oC the required heat output for a catalytic converter in an aged state
  • HP_req_oC the required heat output for a catalytic converter in an aged state
  • HP_req_oC the required heat output for a catalytic converter in an aged state
  • SoC charge level of the vehicle electrical system battery (state of charge)
  • SoC_req_nBat Required charge level for a new vehicle electrical system battery SoC_req_oBat Required charge level for an aged vehicle electrical system battery

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Toxicology (AREA)
  • Health & Medical Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé et un système de gestion de batterie d'une batterie de système électrique embarquée (40) d'un véhicule automobile hybride (10), comprenant un moteur à combustion interne (20) et au moins une machine électrique (30), ainsi qu'un dispositif de post-traitement des gaz d'échappement (21) comprenant au moins un convertisseur catalytique (22) pouvant être chauffé électriquement, la machine électrique (30) pouvant fonctionner en mode générateur pour charger la batterie de système électrique embarquée (40). Le niveau de charge de courant (SOC_curr) de la batterie de système électrique embarquée (40) est surveillé en continu et maintenu à un niveau de charge requis (SOC_req) au moyen de la machine électrique (30), de telle sorte que le chauffage électrique du convertisseur catalytique (22), grâce à l'alimentation par la batterie de système électrique embarquée (40) à une température d'activation, est assuré de manière fiable en cas d'un démarrage à froid ultérieur du moteur à combustion interne (20). Ici, le niveau de charge requis (SOC_req) de la batterie de système électrique embarquée (40) est déterminé en continu en fonction de l'état de vieillissement (SOH_Cat, SOH_Bat) du convertisseur catalytique (22) et de la batterie de système électrique embarquée (40) et de la température ambiante (T_exp) attendue pendant le démarrage à froid ultérieur.
EP22747708.0A 2021-07-22 2022-07-19 Procédé de gestion de batterie et système de gestion de batterie pour une batterie de système électrique embarquée de véhicule automobile hybride Pending EP4373699A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021118935.7A DE102021118935A1 (de) 2021-07-22 2021-07-22 Batteriemanagement-Verfahren und Batteriemanagement-System für eine Bordnetz-Batterie eines Hybrid-Kraftfahrzeugs
PCT/EP2022/070210 WO2023001828A1 (fr) 2021-07-22 2022-07-19 Procédé de gestion de batterie et système de gestion de batterie pour une batterie de système électrique embarquée de véhicule automobile hybride

Publications (1)

Publication Number Publication Date
EP4373699A1 true EP4373699A1 (fr) 2024-05-29

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DE4434673A1 (de) 1994-09-28 1996-04-04 Emitec Emissionstechnologie Elektrisch beheizbarer Katalysator
DE19943846A1 (de) 1999-09-13 2001-03-15 Emitec Emissionstechnologie Vorrichtung mit Heizelement zur Abgasreinigung
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