TWI336968B - Method of estimating maximum output of battery for hybrid electric vehicle - Google Patents
Method of estimating maximum output of battery for hybrid electric vehicle Download PDFInfo
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- TWI336968B TWI336968B TW095107295A TW95107295A TWI336968B TW I336968 B TWI336968 B TW I336968B TW 095107295 A TW095107295 A TW 095107295A TW 95107295 A TW95107295 A TW 95107295A TW I336968 B TWI336968 B TW I336968B
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- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
- G01R31/382—Arrangements for monitoring battery or accumulator variables, e.g. SoC
- G01R31/3828—Arrangements for monitoring battery or accumulator variables, e.g. SoC using current integration
- G01R31/3832—Arrangements for monitoring battery or accumulator variables, e.g. SoC using current integration without measurement of battery voltage
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- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
- H02J7/00302—Overcharge protection
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- H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
- H02J7/00306—Overdischarge protection
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- H—ELECTRICITY
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- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
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- H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
- H02J7/0048—Detection of remaining charge capacity or state of charge [SOC]
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- H—ELECTRICITY
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- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
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- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
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- B60L2240/00—Control parameters of input or output; Target parameters
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- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/545—Temperature
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- B60L2240/00—Control parameters of input or output; Target parameters
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- B60L2240/547—Voltage
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- B60L2240/00—Control parameters of input or output; Target parameters
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Description
1336968 九、發明說明: 【發明所屬之技術領域】 】本發明係關於—種評估複合電動車用(HEV,hybrid ttVehlde)之電池最大輸出的方法,尤指-種依據影 ㈣用^取大輸各種環境參數,以準確評估複合電 =用電池最大輸出的方法,因此能增加電池效能,並避 免電池過度充電或過度放電。 5 10 【先前技術】 ’其係為第二電池, ,並透過電力傳送 ’驅動電力產生裝 一般來說’電動車使用鋰離子電池 當作驅動源,其使用自電池輸出之電力 裝置將其轉換成驅動車輪,使車輪轉動 置’故可驅動汽車。 15 在電池中’當放電時’負極(⑽ode)與正極(anode) • Μ之電極電壓會逐漸遞減,並達到-事先決定之邊界。此 時,電壓會驟降以達到一放電終極電壓。然後,就不會再 放電了。如果低於放電終極電壓仍繼續放電,則電解液 (electrolyte)會產生化學變化,而損害產生電流之電極板 20 (eleCtr〇de Plate),如此,儲存電池的功能便無用武之地 了。 因此,電動車之結構係在善加使用電池之充電容量, 並在移動時可重複使用驅動車輪之轉動電力以再充電。如 果在電池完全放電後仍繼續驅動電動車,則無法開動,在 1336968 這種情況下是很難再將電池充電。因此,能在車子行走時 準確地知道電池之剩餘容量(充電狀態s〇c. Stab Charge)是很重要的。然而,與現有車輛中之燃料量具(比η gauge)比起來,因為電池具不穩定之特性(即其會依據溫 5度、放電等特性而改變),所以很難準確測量其充電量。 商業上,測量電池充電狀態之方法包括測量電池電壓 或放電容量以確認充電狀態。 然而,前者之電壓會依據放電量而遞減。換句話說, 電壓會在快速加速中驟降,其與充電狀態無關。除此之外, 10後者依據負載狀況(如保持同速行進或在以每小時多少公 里之速度於城市中行進),其電池可用容量便不相同,測 里充電狀態之演算法是非常複雜的。 同時,影響電池最大輸出之參數包括電池之充電狀 態、%境之溫度及依據行進間之放電容量所導致之輸出下 15降。-般來說,複合車所採用之電池會經歷快速充電圾 電,這是因為車輛在行進期間會加速與減速。由於快速充 電/放電的關係,充電狀態與電池之最大輸出顯示出具有高 變化率之動態行為。除此之外’電池之最大輪出會因溫度 的關係而改變很大。因此,在行進期間,因各種參數而很 20 難準確預測電池之最大輸出。 【發明内容】 因此,本發明係用以解決上述問題。
N 7 1336968 :明之-目的係.在提供—種準確評估車㈣所採用 電的最大輸出;並即時將評估值傳送至車柄之控制單 二tr也狀態與馬達之輸出相互對應之方法。是故,辦 :達::最效久能並避免電;也過度充電或過度放電,以讓㈣ 電狀能二: 驅動時於各種環境下(電池充
10 =^ 最大輸出,發展關係方程式以顯示最 :輸出與電池充電狀態間之相互關係,以及最大輸出金電 :溫度間之相互關係而達到,且因而評估複合電用 池之最大輸出。 $ ,更精確地說,本發明係提供一種評估複合電動車用電 池之最大輸出的方法,其包括的步驟如下:在車輛能夠行 進的情況下,依據電池之多個充電狀態取得電池之最大充 電/放電輸出,以計算兩者之間的相互關係;在車輛能夠行 15進的情況下,在各種不同溫度取得電池之最a充電/放電輪 =,以計算兩者之間的相互關係;在行進期間,當電池容 量放電時,取得電池之輸出下%,以計算兩者之間的相互 關係;以及依據從每個步驟取得的相互關係,透過以下的 函式來評估電池之最大輸出(P〇wermax)。 20 P〇wer—= F (SOC,temp,累積放電 Ah) =F (SOC,temp) X F (累積放電 Ah) 下述之關係方程式係用以計算本發明之上述函式F (S〇C,temp)。 1336968 F (SOC,temp) = F (temp)5 x SOC5 + F (temp)4 x SOC4 + F (temp)3 x SOC3 + F (temp)2 x SOC2 + p (temp)! x SOC + F (temp)〇 其中,F (temp) = D2 x temp2 + D, x tempi + d。(D〇〜D2: 5 常數) 本發明電池之最大輸出係由下述關係方程式補償,其 顯示依據在行進間放電之累積電池容量之電池下降。 F (累積放電 Ah) = C5k5 + C4k4 + C3k3 + C2k2 + C,k + C〇 10 其中’ c5〜C〇均為常數。 k之範圍介於〇至300000,即[〇,3〇〇〇〇〇],且當將其 輸入函式中時,其需與其值為介於_ 1至丨之間之調整值,即 [-1,1],一同輸入。 因此,本發明電池之最大輸出係由下述之關係方程式 15 來計算。
Powermax - { F (temp)5 x SOC5 + F (temp)4 x SOC4 + F (temp)3 x SOC3 + F (temp)2 x SOC2 + F (temp), x SOC + F (temp)〇} x (C5k5 -f- C4k4 + C3k3 + C2k2 + Clk -f C〇) 本發明一實施例之方法更包括透過電池管理系統 20 ( BMS,battery management system ),將評估之最大輸出 傳达至複合電動車之車輛控制裝置,以控制電池之充電/放 電輸出。 【實施方式】 9 1336968 在此將描述本發明之較佳實施例,請 示。在如下的描述+,若P 4 >考卩艰附之圖 义τ右已知之功能及架構會 之主題的話,會將其省略。 模糊本發明 電池之最大輸出係由各種參數來決定, 狀態(s〇0、溫度及依據行進期間放電容量而改變 降輸出。依據先前技術,當評估電池之最大輸出時,已經 有-種方法係只依據-個參數(如充電狀態)來評估電池 之輪出’而沒有考慮上述參數對電池輸出之影塑。因此, 此方法無法Μ評估電池輸出,係因沒有考慮上述參數對 電池輸出之影響。 然而,發明者發現在行進期間電池的充電狀態、溫度 及行進期間之放電容量均會影響電池輸出,而且為了更準 確地評估電池之最大輸出,發明者發展出一新的方法係考 量上述所有參數以評估電池之最大輸出。 首先,如圖1至圖3所示,為了評估電池之最大輸出, 故在車輛可以行進的各種環境下(依據行進期間之放電容 量來決定的輸出下降、充電狀態、溫度)檢視最大輸出, 然後’計算各參數與輸出之間的相互關係。計算出的相互 關係係透過以下的過程來評估電池之最大輸出。 換句話說,電池之最大充電/放電輸出(P〇wermax)可由 以下函式來表示。 【方程式一】 P〇wermax = F(SOC, temp,累積放電 Ah) =F (SOC,temp) X F (累積放電 Ah) 1336968 一在方程式一中,F〈SOC,temp)可為以如下一函式來表 不之一曲線函式。· 【方程式二】 F (SOC, temp) = F (temp)5 x S〇C5 + F (temp)4 x s〇c4 + F (^ιηρ)3 x s〇C3 + F (temp)2 x SOC2 -f F (temp)l x SOC + F (temp)0 、在方程式二中,F (temp)可為以如下一函式來表示之_ 溫度函式。 【方程式三】 F (temp) = D2 x temp2 + D, x temp, + % ⑴。〜w 常數) 同時,當電池在行進期間放電時,電池輪出可能會下 务本發明會補償當電池在行進期間放電時電池輸出下降 的部份’如此更可提升評估最大輸出之準確度。 15 —尤其,輸出下降係藉由累積在行進期間放電的電池* =來評估的。如圖4所示,累積放電容量與電池輪出下^ 汽驗資料是相符合的。使用此資料,便可推導方程弋 【方程式四】 F (累積放電 Ah) = C5k5 + C4k4 + c3k3 + Pl2 C〇 + C々2 + Clk + 其中’ c5〜c0均為常數。 尤其,方程式四於本發明一實施例令传 诉由如下表示。 F (累積放電 Ah) = -16.3986k5 + 卜 l5.〇〇26k4 + 3.307k - 8.38698k2 - 7.96289k + 82.3028 在上述的方程式中,k係累積放電容量,甘# 其純圍介於〇 20 1336968 與300000之間。當將其輪入函式中時,其與介於_1與1之間 之調整值(即k’ = [-1,1])—同輸入。舉例來說,當k =。 時,k,為-i ;當 k= 15〇,〇〇〇 時,k’ 為 〇;而當 k = 3〇〇 〇〇〇 時, k’為1 ]換句話說,故當等比例降低時,可輸入k值。 &將方程式二與四代入至方程式一裡面時,電池之最 大充電/放電輸出係由以下關係式評估出來。 【方程式五】
10 P〇wermax = { f (temP)5 X SOC5 + F (temp)4 X SOC4 + F (temp)3 x SOC3 + p (temp)2 χ s〇c2 + p (temp)) χ s〇c + p (temp)o} x (C5k5 + c4k4 -f C3k3 + C2k2 + C,k + C〇) 換句話說’藉由依據每個影響輸出之參數對與使用立 間的相互關係所取得之電池輸出,透過㈣式五來評估電 池之充電/放電輪出係為可能。 15
v oattery managemen 由•上述過程所評估出的最大充電/放電輸出傳 二广電動車之車她制裝置,以控制電池之充輸出。 <範例> 20 準確卢,1』脚只狱,用以證明本方法 旱確度#所取得的結果如圖5與6所示。 圖5與圖6之曲綠岡 ^ β j Α _ 線圖,其一起比較在25°C時之電、.也# 最大充電/放電輪Φ办山,丄 了 <电池只 ^ ., 出與由上述方程式所評估出之電、-也f 輸出。由圖中可知 ^ v 山心电,也戒 ’誤差只有約2.2%。當實γ批矣丨,带丄 充電/放電輸出時, 只際控制電池. 予此為可允許的誤差範圍。亦即,評估(
12 1336968 電池最大輸出與實際輸·出幾乎相等 係為可能。 , 而評估電池最大輸出
10 【業界應用】 如上所述,依據本發明, 溫度及當電池容量在行進其間 先準瑞地評估電池之輸出。這 上電池之輸出。如此,可增加 充電與過度放電。 如行進期間考量充電狀態、 放電時之輸出下降,便可事 些1均會影響複合電動車用車 電池效能,並避免電池過度 15
20 上述實施例僅係為了方便爷明 °兄明而舉例而已,本發明所 主張之權利对圍自應以申請鼻刺益Ι¥1 π i 丁明寻利犯圍所述為準,而非僅限 於上述實施例。 【圖式簡單說明】 配合隨附之圖示及上述說明,本發明之上述及其他目的、 特性及優點將更顯清楚。 圖1係本發明-實施例之示意圖,該圖顯示累積放電容量與 電池輸出下降之間的關係。 圖2係本發明一實施例之示意圖,該圊顯示電池之剩餘容量 (SOC )與電池之最大充電/放電輸出之間的關係。 圖3係本發明-實施例之示意圖,該圖顯示電池溫度與最大 輸出之間的關係。 ' 圖4係本發明一實施例之曲線圖’該圖顯示在行進期間放電 13 1336968 之電池容量和電池輸出下降的實驗例子。 • 圖5與圖6係本發明一實施例之曲線圖,該圖比較在25°C時 之電池實際最大充電/放電輸出與評估之電池最大輸出。 5 【主要元件符號說明】 / »»、
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Claims (1)
1336968
十、申請專利範圍·: i 一種評估一複合電動車用電池最大輸出的方法,其 步驟包括: &在一車輛能夠行進的情況下,依據該電池之多個充電 5狀怨取仔遠電池之至少一第一最大充電,放電輸出,並計算 兩者之間的—第一相互關係; 在該車輛能夠行進的情況下,取得多個溫度中該電池 之至少一第二最大充電/放電輸出,並計算兩者之間的一第 二相互關係; 10 在一行進期間,當一電池容量放電時,取得該電池之 至少一輸出下降’並計算兩者之間的一第三相互關係;以 及 依據從每個步驟取得的該等相互關係,透過以下的一 函式來評估該電池之一最大輸出(Powermax); 15 P〇wermax = F (SOC,temp,累積放電 Ah) =F (SOC,temp) x F (累積放電 Ah)。 2.如申請專利範圍第1項所述之方法,其中,該函式F (SOC,temp)係由以下之一第一關係方程式計算出來的: F (SOC, temp) = F (temp)5 x SOC5 + F (temp)4 x s〇C4 + 20 F (temp)3 x SOC3 + F (temp)2 x SOC2 + F (temph x s〇c + F (temp)〇 其中’ F (temp) = D2 x temp2 + Di x temp1 + j)。(d〇〜D2· 常數)。 3.如申請專利範圍第1項或第2項所述之方法,其中, 15 1336966 該電池之該最大翰出係.由T述之—楚_ Jp 償,其顯示依據在該行進期間電池放電 、私式獲得補 電池下降丨 ·之累積電池容量之 F (累積放電 Ah) = C5k5 + r u4 I4K + I 3 Co 3 + C2k2 + c,k + 其中’ C5〜c0均為一常數, k係該電池之一放電容量,其 300000,且當將其被輸入於該苐二j、之範圍係介於0至 介於-1至1之間之一調整值—同輪二係方程式中時,其與 4·如申請專利範圍第3項所 電池之該放電容量所得到的該 其中’依據該 方程式表示: 下降係由如下之一第三 F (累積放電Ah)= 15 13.臟3〜8698k2 — 7 96概+·: + 15.嶋k4 + 5.如申性蛮 ·3〇28。 甲明專利乾圍第4項所 -步驟:透過—電池 之,方法’其中,吏包括 送至該電動車之—車輛护♦ ,將評估出的該最大輸出傳 放電輸1表置,以控制該電池之該充電/ 16
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- 2006-03-03 CN CN2006800070718A patent/CN101133514B/zh active Active
- 2006-03-03 WO PCT/KR2006/000731 patent/WO2006107140A1/en active Application Filing
- 2006-03-03 JP JP2007557934A patent/JP5026287B2/ja active Active
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Publication number | Publication date |
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CN101133514A (zh) | 2008-02-27 |
EP1861891B1 (en) | 2014-08-13 |
EP1861891A1 (en) | 2007-12-05 |
KR20060096820A (ko) | 2006-09-13 |
WO2006107140A1 (en) | 2006-10-12 |
JP2008532472A (ja) | 2008-08-14 |
JP5026287B2 (ja) | 2012-09-12 |
US7518375B2 (en) | 2009-04-14 |
US20060206276A1 (en) | 2006-09-14 |
TW200703743A (en) | 2007-01-16 |
KR100863888B1 (ko) | 2008-10-15 |
CN101133514B (zh) | 2010-07-21 |
EP1861891A4 (en) | 2011-11-23 |
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