WO2020127231A1 - Method for operating a motor vehicle - Google Patents

Method for operating a motor vehicle Download PDF

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Publication number
WO2020127231A1
WO2020127231A1 PCT/EP2019/085606 EP2019085606W WO2020127231A1 WO 2020127231 A1 WO2020127231 A1 WO 2020127231A1 EP 2019085606 W EP2019085606 W EP 2019085606W WO 2020127231 A1 WO2020127231 A1 WO 2020127231A1
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WO
WIPO (PCT)
Prior art keywords
voltage battery
motor vehicle
target temperature
battery
temperature
Prior art date
Application number
PCT/EP2019/085606
Other languages
German (de)
French (fr)
Inventor
Michael Martin
Original Assignee
Magna Steyr Fahrzeugtechnik Ag & Co Kg
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 Magna Steyr Fahrzeugtechnik Ag & Co Kg filed Critical Magna Steyr Fahrzeugtechnik Ag & Co Kg
Priority to DE112019006234.4T priority Critical patent/DE112019006234A5/en
Publication of WO2020127231A1 publication Critical patent/WO2020127231A1/en

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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • 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
    • 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
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • 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
    • B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
    • 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
    • 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]
    • 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
    • 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
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • B60L2240/622—Vehicle position by satellite navigation
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/56—Temperature prediction, e.g. for pre-cooling
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to a method for operating a motor vehicle, wherein the motor vehicle comprises a high-voltage battery for providing a drive energy for the motor vehicle.
  • Motor vehicles that include a high-voltage battery to provide an operating energy for the motor vehicle are known per se and are increasingly being used as passenger vehicles. Such motor vehicles usually have an electric motor as the drive motor.
  • the high-voltage battery can be used to store the drive energy and / or to temporarily store the drive energy, for example in a vehicle with a fuel cell drive.
  • Such motor vehicles are mostly called electric or hybrid vehicles.
  • the high-voltage battery provides the energy for the electric drive train and thus for driving.
  • the internal resistance and thus the losses of the high-voltage battery depend on the temperature. Especially at low temperatures, the internal resistance of the high-voltage battery is higher, which leads to higher losses and thus to a lower range, especially in battery-electric vehicles.
  • a motor vehicle with a high-voltage battery often has a device for heating the high-voltage battery, for example by use of a PTC resistor (Positive Temperature Coefficient) and a water circuit.
  • a PTC resistor Positive Temperature Coefficient
  • the heating devices mentioned are used for heating a high-voltage battery.
  • the energy required to heat the high-voltage battery can in turn be taken from the high-voltage battery, but this again reduces the range of the motor vehicle.
  • the method should enable a motor vehicle with a still cold high-voltage battery to be operated efficiently.
  • the object is achieved by a method for operating a motor vehicle, the motor vehicle comprising a high-voltage battery for providing drive energy for the motor vehicle, the motor vehicle comprising an electric heating device for heating the high-voltage battery, the heating device being electrically fed by the high-voltage battery , wherein an optimal target temperature for the high-voltage battery is determined and the heating device is operated during a Fährbe operation of the motor vehicle so that the high-voltage battery the optimal target temperature is heated, the optimal target temperature being determined depending on the expected distance of the current ferry operation of the motor vehicle.
  • an optimal target temperature for the operation of the high-voltage battery is determined.
  • the determination of the target temperature is based on the conflict of objectives that, on the one hand, there is an energy requirement for heating the battery and, on the other hand, there is a reduction in battery losses due to the heated battery and thus through increased efficiency of the high-voltage battery due to the heating of the battery.
  • this conflict of objectives also depends on the distance that a driver wants to travel with the vehicle.
  • the invention therefore describes an operating strategy for operating a high-voltage battery, with optimal heating of the high-voltage battery being achieved by taking the expected distance of the current journey into account for solving a route.
  • the method is preferably carried out by a control device in the motor vehicle, in particular in a battery control device.
  • the heating device is preferably operated during a ferry operation of the motor vehicle in such a way that the high-voltage battery is heated to the optimum target temperature as quickly as possible.
  • the high-voltage battery is therefore heated to the target temperature immediately after the target temperature has been determined.
  • the optimal target temperature that is the optimal operating temperature for the high-voltage battery, is additionally determined depending on the current state of charge of the high-voltage battery.
  • the optimum target temperature is preferably also determined as a function of the current temperature, that is to say the actual temperature, of the high-voltage battery.
  • the optimal target temperature is preferably determined from a stored map.
  • the map can be, for example, a map that indicates the optimal target temperature for different driving distances for different current temperatures of the high-voltage battery.
  • the expected distance of the current ferry operation is preferably determined from a destination input in a navigation system.
  • a user of the motor vehicle preferably enters the desired destination in a navigation system at the start of a journey.
  • the expected distance of the current journey can then be determined by the navigation system and used as an input variable for determining the optimum target temperature or operating temperature of the high-voltage battery.
  • the distances of previous ferry operations of the motor vehicle can also be stored, preferably in a local memory in the motor vehicle, for example in a battery control device, and the expected distance of the current ferry operation can be determined depending on the stored distances of previous ferry operations.
  • the trips or ferry companies can each be saved with information about the day of the week and / or the time. For the current trip, the saved trips with a similar day of the week and / or a similar time can be used to infer the distance that is likely to be covered, in particular by a steady Statistical calculation based on several previous comparable trips.
  • the optimal target temperature can also be determined depending on the expected route of the current ferry operation of the motor vehicle, so that not only the distance but also the type of route to be expected - e.g. driving in the mountains, on the motorway, etc. - in the determination the optimal target temperature of the high-voltage battery.
  • the route to be expected can be determined by specifying a destination in a navigation system of the motor vehicle. Alternatively, the route to be expected can also be determined statistically from previous trips that have already been stored, in particular on a comparable day of the week and / or time.
  • the optimal target temperature is determined by calculating total energy requirements for energy from the high-voltage battery at several test temperatures of the high-voltage battery and then using that test temperature with the lowest total energy required as the target temperature.
  • the total energy requirements can include the energy required for heating the high-voltage battery and the energy requirement that is lost due to the poorer efficiency with a less heated high-voltage battery compared to a better-heated battery.
  • the calculation can be carried out, for example, with assumed test temperatures that increase from the current temperature of the high-voltage battery until the calculated total energy requirement of the high-voltage battery increases.
  • a motor vehicle can preferably be designed to carry out several of the aforementioned methods for determining the target temperature for the To be able to run high-voltage battery. In individual cases, the motor vehicle or a control unit in the motor vehicle can then determine which of the methods is used.
  • the expected distance of the current ferry operation can be determined, for example, from entering a destination in a navigation system if a destination is entered in a navigation system by a user. If such a destination is not entered in the navigation system, the expected distance of the current ferry company can be determined depending on the stored distances of previous ferry companies. If no stored distances are available, the target temperature of the high-voltage battery can be determined independently of the distance, in particular depending on the current temperature and the state of charge of the high-voltage battery, in particular by means of a stored map.
  • Fig. 1 is a diagram showing the range of a motor vehicle depending on a target battery temperature.
  • Fig. 2 is a diagram showing the efficiency depending on the target battery temperature and the distance to be driven.
  • 3 is a diagram showing a map of the battery
  • the target temperature depends on the initial battery temperature and the initial SOC.
  • the target temperature depends on the initial battery temperature and the expected driving distance.
  • Target temperature in one embodiment of a method according to the invention.
  • Fig. 6 is a graph showing a probability of
  • FIG. 7 is a flowchart of an embodiment of a method according to the invention, in which various methods for determining the target battery temperature are combined.
  • Fig. 1 is a diagram that the range R of a motor vehicle in
  • the internal resistance of batteries depends on the temperature. At low temperatures, the internal resistance and thus the losses are higher. This results in a loss of more usable energy and therefore one reduced range R of electrified, in particular battery-electric, vehicles.
  • a heating system for example a PTC with a water circuit, can be used to heat the battery and thus reduce internal resistance and thus losses. This results in a conflict of objectives between the energy required to heat the battery vs. Reduction of battery losses.
  • An operating strategy for a motor vehicle can be such that the battery is heated up to a defined temperature Tz.
  • the effect is shown in Fig. 1.
  • the resulting range R is thus dependent on the target temperature Tz of the battery.
  • There is an optimal target temperature for each driving distance D and each battery start temperature TA (cf. FIGS. 2 to 4). If the target temperature Tz is lower than the optimal temperature TZ, ORT, the disadvantage of high losses due to the high internal resistance of the battery outweighs. If the target temperature Tz is higher than the optimal temperature TZ, LOCAL, the disadvantage of the energy withdrawn for heating the battery prevails and the battery is still unnecessarily heated without further improvement of the losses. At the optimal temperature TZ, ORT, the energy consumption through the heating system and the reduction of the internal battery resistance leads to optimal efficiency.
  • FIG. 2 is a diagram that shows the efficiency E as a function of the target battery temperature Tz and the distance D to be traveled (short distance DK, long distance DL).
  • Fig. 2 shows schematically the system efficiency E as a function of the distance to be traveled, distance D.
  • Tz optimal target temperature
  • OPT at least the initial battery temperature TA and the distance D to be traveled - that is the expected distance of the current ferry operation - and optionally the route profile of the distance D to be traveled - that is the expected route of the current ferry operation.
  • the operating strategy for optimal battery conditioning is different, for example, whether a driver only drives his short daily commute through town or a long weekend trip on the highway.
  • the initial battery temperature TA at vehicle start is a known quantity.
  • the route D or the driving profile is an unknown quantity.
  • a general operating strategy cannot therefore only be defined as a function of the initial battery temperature TA.
  • the invention therefore also allows the distance D and optionally the route profile to be incorporated into the operating strategy.
  • FIG. 3 is a diagram that shows a map of the target battery temperature Tz as a function of the initial battery temperature TA and for different initial charge states, that is to say initial SOCs, SOCAI, SOCA 2, SOCA3.
  • the operating strategy for heating the high-voltage battery can determine the target temperature Tz depending on the initial battery temperature T A and the initial battery state of charge SOC A, for example for certain states of charge SOC AI, SOC A2, SOC A3 .
  • this is determined only as a function of the initial battery temperature T A and the initial state of charge SOC A , so that the distance D is not taken into account.
  • a target battery temperature Tz can be calculated by a map that defines dependencies on the initial battery temperature TA and the initial state of charge SOC A.
  • the maps are optimized offline and stored as a map in a control device in the vehicle.
  • FIG. 4 is a diagram that shows a map of the target battery temperature Tz as a function of the initial battery temperature T A and the driving distance D to be expected. The characteristic curves are shown for different driving distances Di, D2, D3.
  • a target temperature Tz this is calculated as a function of navigation information, namely the planned distance D.
  • the target temperature Tz can be determined “offline” using a map that has been previously defined and saved.
  • a target battery temperature Tz is defined by a 2-D map as a function of the initial battery temperature T A and the driving distance D to be expected from the navigation system.
  • the maps are optimized offline and saved as a map in the motor vehicle, in particular in a control unit.
  • the battery target temperature Tz can also be determined “online”, that is to say as a current calculation after the destination has been entered, in particular if not only the distance D but also the distance to be expected is to be taken into account.
  • This method represents variant B2 of determining the target battery temperature Tz.
  • 5 shows a flow chart for determining the target battery temperature Tz in one embodiment of a method according to the invention, according to variant B2.
  • the information from the navigation system can be used for more precise calculations and for online optimization of the ideal target battery temperature Tz.
  • the navigation system provides route information, such as expected speed, gradient profile, and type of road.
  • a backward calculation can be used to determine the power requirement for the battery from the route information using a simplified model for calculating the power requirement of the vehicle.
  • the battery temperature can be estimated using a simplified battery model - in particular using the power loss depending on the battery temperature and expected power, as well as on the thermal mass.
  • the energy balances or energy requirements Ei are then calculated for different target battery temperatures Tz, and the optimum target temperature TZ, LOCAL at which the overall system efficiency (battery + heating energy) is optimal or the egg energy requirement is lowest.
  • the energy balance Eo or the total energy requirement is therefore first determined for the current starting temperature TA of the battery and then after this determination is repeated with a gradual increase in the target temperature until the calculated energy requirement Ei increases instead of decreases falls. Then the target temperature Tz calculated immediately before is used to heat the high-voltage battery accordingly.
  • FIG. 6 shows a variant C for determining the target battery temperature Tz using statistics.
  • Fig. 6 shows a distribution of the probability P of driving distances D.
  • the basis for this heating strategy according to variant C is the statistical recording of the driving distances D of previous trips. Every trip is saved, for example with the day of the week, time of start of the trip, distance traveled, date. A trip can be defined as an event between a vehicle start up until the vehicle is parked. To reduce the amount of data, entries that are older than a specified period of time are preferably deleted.
  • the current time and day of the week are analyzed when the vehicle starts. All trip entries that correlate with this information are analyzed. Here, the distance covered of all these applicable trips and the probability P for such a trip are analyzed.
  • the driving distance D with the highest probability P is then taken as a reference.
  • This distance D serves as an input variable for the method described in variant B1.
  • Fig. 7 is a flowchart of an embodiment of a method according to the invention, wherein different methods or variants for determining the target battery temperature Tz are combined.
  • the different variants can be prioritized as follows (see Fig. 7):
  • Priority 1 PI The driver enters a destination in the navigation system. Consequence: Variant B - B1 or B2 - is used.
  • Priority 2 P2 Otherwise, if there are previous trips in the database at a similar start time and / or the same day of the week: Variant C is used.
  • a method according to the invention for operating the motor vehicle comprises heating the high-voltage battery to an optimal target temperature, the optimum target temperature being determined as a function of the expected distance of the current driving operation of the motor vehicle.

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Abstract

A method for operating a motor vehicle, said motor vehicle comprising a high-voltage battery for providing drive energy for the motor vehicle, and said motor vehicle comprising an electrical heating device for heating the high-voltage battery, the heating device being supplied with electrical power by the high-voltage battery, wherein an optimal target temperature (TZ) is determined for the high-voltage battery and, during a driving operation of the motor vehicle, the heating device is operated such that the high-voltage battery is heated to the optimal target temperature (TZ), said optimal target temperature (TZ) being determined in accordance with the expected distance (D) of the current driving operation of the motor vehicle.

Description

Verfahren zum Betrieb eines Kraftfahrzeuges Method for operating a motor vehicle
Gebiet der Erfindung Field of the Invention
Die vorliegende Erfindung betrifft ein Verfahren zum Betrieb eines Kraft fahrzeuges, wobei das Kraftfahrzeuge eine Hochvoltbatterie zur Bereitstel lung einer Antriebsenergie für das Kraftfahrzeug umfasst. The present invention relates to a method for operating a motor vehicle, wherein the motor vehicle comprises a high-voltage battery for providing a drive energy for the motor vehicle.
Stand der Technik State of the art
Kraftfahrzeuge, die eine Hochvoltbatterie zur Bereitstellung einer An triebsenergie für das Kraftfahrzeug umfassen, sind an sich bekannt und werden zunehmend als PKWs zum Personentransport eingesetzt. Derartige Kraftfahrzeuge weisen üblicherweise einen Elektromotor als Antriebsmotor auf. Die Hochvoltbatterie kann zur Speicherung der Antriebsenergie und/oder zur Zwischenspeicherung der Antriebsenergie dienen, beispiels weise in einem Fahrzeug mit Brennstoffzellenantrieb. Solche Kraftfahrzeu ge werden meist Elektro- oder Hybridfahrzeuge genannt. Motor vehicles that include a high-voltage battery to provide an operating energy for the motor vehicle are known per se and are increasingly being used as passenger vehicles. Such motor vehicles usually have an electric motor as the drive motor. The high-voltage battery can be used to store the drive energy and / or to temporarily store the drive energy, for example in a vehicle with a fuel cell drive. Such motor vehicles are mostly called electric or hybrid vehicles.
Die Hochvoltbatterie stellt die Energie für den elektrischen Antriebsstrang und damit für das Fahren bereit. Der Innenwiderstand und damit die Verluste der Hochvoltbatterie sind abhängig von der Temperatur. Gerade bei niedrigen Temperaturen ist der Innenwiderstand der Hochvoltbatterie höher, was zu höheren Verlusten und damit zu einer niedrigeren Reich weite, insbesondere bei batterieelektrischen Fahrzeugen, führt. The high-voltage battery provides the energy for the electric drive train and thus for driving. The internal resistance and thus the losses of the high-voltage battery depend on the temperature. Especially at low temperatures, the internal resistance of the high-voltage battery is higher, which leads to higher losses and thus to a lower range, especially in battery-electric vehicles.
Des Weiteren besitzt ein Kraftfahrzeug mit einer Hochvoltbatterie oft eine Einrichtung zum Heizen der Hochvoltbatterie, beispielsweise unter Ver- wendung eines PTC-Widerstands (Positive Temperature Coefficient) und eines Wasserkreislaufs. Furthermore, a motor vehicle with a high-voltage battery often has a device for heating the high-voltage battery, for example by use of a PTC resistor (Positive Temperature Coefficient) and a water circuit.
Bei derartigen Kraftfahrzeugen ist es problematisch, wenn das Kraftfahr zeug mit kalter Batterie gestartet und losgefahren wird, da eine Hochvolt batterie bei niedrigen Betriebstemperaturen einen schlechten Wirkungs grad hat und somit ineffizient arbeitet. Daher werden die erwähnten Heiz vorrichtungen zum Heizen einer Hochvoltbatterie verwendet. Bei Verwen dung einer elektrischen Heizeinrichtung, kann die Energie, die zum Hei zen der Hochvoltbatterie benötigt wird, wiederum der Hochvoltbatterie entnommen werden, wodurch aber wieder die Reichweite des Kraftfahr zeugs reduziert wird. In such motor vehicles, it is problematic if the motor vehicle is started and started with a cold battery, since a high-voltage battery has a poor efficiency at low operating temperatures and thus works inefficiently. Therefore, the heating devices mentioned are used for heating a high-voltage battery. When using an electrical heating device, the energy required to heat the high-voltage battery can in turn be taken from the high-voltage battery, but this again reduces the range of the motor vehicle.
Zusammenfassung der Erfindung Summary of the invention
Es ist eine Aufgabe der Erfindung, ein Verfahren zum Betrieb eines Kraft fahrzeuges, wobei das Kraftfahrzeuge eine Hochvoltbatterie zur Bereitstel lung einer Antriebsenergie für das Kraftfahrzeug umfasst, anzugeben, dass die oben angegebenen Probleme reduziert. Insbesondere soll das Verfahren ermöglichen ein Kraftfahrzeug mit einer noch kalten Hochvolt batterie effizient zu betreiben. It is an object of the invention to provide a method for operating a motor vehicle, the motor vehicle comprising a high-voltage battery for providing a drive energy for the motor vehicle, which reduces the problems specified above. In particular, the method should enable a motor vehicle with a still cold high-voltage battery to be operated efficiently.
Die Lösung der Aufgabe erfolgt durch ein Verfahren zum Betrieb eines Kraftfahrzeuges, wobei das Kraftfahrzeuge eine Hochvoltbatterie zur Be reitstellung einer Antriebsenergie für das Kraftfahrzeug umfasst, wobei das Kraftfahrzeug eine elektrische Heizeinrichtung zum Heizen der Hoch voltbatterie umfasst, wobei die Heizeinrichtung von der Hochvoltbatterie elektrisch gespeist wird, wobei eine optimale Zieltemperatur für die Hoch voltbatterie bestimmt wird und die Heizeinrichtung während eines Fährbe triebs des Kraftfahrzeugs so betrieben wird, dass die Hochvoltbatterie auf die optimale Zieltemperatur geheizt wird, wobei die optimale Zieltempera tur abhängig von der zu erwartenden Distanz des aktuellen Fährbetriebs des Kraftfahrzeugs bestimmt wird. The object is achieved by a method for operating a motor vehicle, the motor vehicle comprising a high-voltage battery for providing drive energy for the motor vehicle, the motor vehicle comprising an electric heating device for heating the high-voltage battery, the heating device being electrically fed by the high-voltage battery , wherein an optimal target temperature for the high-voltage battery is determined and the heating device is operated during a Fährbe operation of the motor vehicle so that the high-voltage battery the optimal target temperature is heated, the optimal target temperature being determined depending on the expected distance of the current ferry operation of the motor vehicle.
Erfindungsgemäß wird eine optimale Zieltemperatur für den Betrieb der Hochvoltbatterie bestimmt. Die Bestimmung der Zieltemperatur geht von dem Zielkonflikt aus, dass einerseits ein Energiebedarf zum Heizen der Batterie besteht und andererseits durch das Heizen der Batterie eine Re duktion der Batterieverluste durch die erwärmte Batterie und somit durch erhöhten Wirkungsgrad der Hochvoltbatterie besteht. Dieser Zielkonflikt weist aber zusätzlich eine Abhängigkeit auf von der Distanz, die ein Fah rer mit dem Fahrzeug zurücklegen will. Die Erfindung beschreibt daher eine Betriebsstrategie zum Betrieb einer Hochvoltbatterie, wobei zur Ab solvierung einer Fahrtstrecke ein optimales Heizen der Hochvoltbatterie durch Berücksichtigung der voraussichtlichen Distanz der aktuellen Fahrt erreicht wird. According to the invention, an optimal target temperature for the operation of the high-voltage battery is determined. The determination of the target temperature is based on the conflict of objectives that, on the one hand, there is an energy requirement for heating the battery and, on the other hand, there is a reduction in battery losses due to the heated battery and thus through increased efficiency of the high-voltage battery due to the heating of the battery. However, this conflict of objectives also depends on the distance that a driver wants to travel with the vehicle. The invention therefore describes an operating strategy for operating a high-voltage battery, with optimal heating of the high-voltage battery being achieved by taking the expected distance of the current journey into account for solving a route.
Das Verfahren wird bevorzugt von einem Steuergerät im Kraftfahrzeug ausgeführt, insbesondere in einer Batteriesteuerungsvorrichtung. The method is preferably carried out by a control device in the motor vehicle, in particular in a battery control device.
Die Heizeinrichtung wird während eines Fährbetriebs des Kraftfahrzeugs bevorzugt so betrieben, dass die Hochvoltbatterie möglichst rasch auf die optimale Zieltemperatur geheizt wird. Die Hochvoltbatterie wird also gleich nach der Bestimmung der Zieltemperatur sofort auf die Zieltemperatur geheizt. The heating device is preferably operated during a ferry operation of the motor vehicle in such a way that the high-voltage battery is heated to the optimum target temperature as quickly as possible. The high-voltage battery is therefore heated to the target temperature immediately after the target temperature has been determined.
Weiterbildungen der Erfindung sind in den abhängigen Ansprüchen, der Beschreibung sowie den beigefügten Zeichnungen angegeben. Vorzugsweise wird die optimale Zieltemperatur, also die optimale Betriebs temperatur für die Hochvoltbatterie, zusätzlich abhängig vom aktuellen Ladezustand der Hochvoltbatterie bestimmt. Further developments of the invention are specified in the dependent claims, the description and the accompanying drawings. Preferably, the optimal target temperature, that is the optimal operating temperature for the high-voltage battery, is additionally determined depending on the current state of charge of the high-voltage battery.
Bevorzugt wird die optimale Zieltemperatur auch abhängig von der aktuel len Temperatur, also der Ist-Temperatur, der Hochvoltbatterie bestimmt. The optimum target temperature is preferably also determined as a function of the current temperature, that is to say the actual temperature, of the high-voltage battery.
Bevorzugt wird die optimale Zieltemperatur aus einem gespeicherten Kennfeld bestimmt. Das Kennfeld kann beispielsweise ein Kennfeld sein, dass für verschiedene aktuelle Temperaturen der Hochvoltbatterie die optimale Zieltemperatur für unterschiedliche Fahrdistanzen angibt. The optimal target temperature is preferably determined from a stored map. The map can be, for example, a map that indicates the optimal target temperature for different driving distances for different current temperatures of the high-voltage battery.
Vorzugsweise wird die zu erwartenden Distanz des aktuellen Fährbetriebs aus einer Zieleingabe in einem Navigationssystem bestimmt. Ein Benutzer des Kraftfahrzeugs gibt bevorzugt am Anfang einer Fahrt das gewünschte Fahrtziel in einem Navigationssystem ein. Von dem Navigationssystem kann dann die voraussichtliche Distanz der aktuellen Fahrt bestimmt werden und als Eingangsgröße zur Bestimmung der optimalen Zieltempe ratur bzw. Betriebstemperatur der Hochvoltbatterie verwendet werden. The expected distance of the current ferry operation is preferably determined from a destination input in a navigation system. A user of the motor vehicle preferably enters the desired destination in a navigation system at the start of a journey. The expected distance of the current journey can then be determined by the navigation system and used as an input variable for determining the optimum target temperature or operating temperature of the high-voltage battery.
Es können auch die Distanzen vorhergehender Fährbetriebe des Kraft fahrzeugs abgespeichert werden, bevorzugt in einem lokalen Speicher im Kraftfahrzeug, beispielsweise in einer Batteriesteuerungsvorrichtung, und die zu erwartenden Distanz des aktuellen Fährbetriebs abhängig von den gespeicherten Distanzen vorhergehender Fährbetriebe bestimmt werden. Die Fahrten bzw. Fährbetriebe können jeweils mit einer Information über den betreffenden Wochentag und/oder die Uhrzeit abgespeichert werden. Für die aktuelle Fahrt kann aus den abgespeicherten Fahrten mit ähnli chem Wochentag und/oder ähnlicher Uhrzeit auf die voraussichtlich zu rückzulegende Distanz geschlossen werden, insbesondere durch eine sta- tistische Berechnung auf Basis mehrerer vorangehender vergleichbarer Fahrten. The distances of previous ferry operations of the motor vehicle can also be stored, preferably in a local memory in the motor vehicle, for example in a battery control device, and the expected distance of the current ferry operation can be determined depending on the stored distances of previous ferry operations. The trips or ferry companies can each be saved with information about the day of the week and / or the time. For the current trip, the saved trips with a similar day of the week and / or a similar time can be used to infer the distance that is likely to be covered, in particular by a steady Statistical calculation based on several previous comparable trips.
Die optimale Zieltemperatur kann auch zusätzlich abhängig von der zu erwartenden Strecke des aktuellen Fährbetriebs des Kraftfahrzeugs be stimmt werden, so dass nicht blos die Distanz sondern auch die Art der zu erwartenden Strecke - beispielsweise Fahrt im Gebirge, auf der Autobahn, etc - in die Bestimmung der optimalen Zieltemperatur der Hochvoltbatte rie eingeht. Die zu erwartende Strecke kann durch eine Zielvorgabe in ein Navigationssystem des Kraftfahrzeugs bestimmt werden. Alternativ kann die zu erwartende Strecke auch statistisch, aus vorangehenden bereits abgespeicherten Fahrten, insbesondere an vergleichbarem Wochentag und/oder Uhrzeit, bestimmt werden. The optimal target temperature can also be determined depending on the expected route of the current ferry operation of the motor vehicle, so that not only the distance but also the type of route to be expected - e.g. driving in the mountains, on the motorway, etc. - in the determination the optimal target temperature of the high-voltage battery. The route to be expected can be determined by specifying a destination in a navigation system of the motor vehicle. Alternatively, the route to be expected can also be determined statistically from previous trips that have already been stored, in particular on a comparable day of the week and / or time.
Gemäß einer Ausführungsform wird die optimale Zieltemperatur dadurch bestimmt, dass Gesamtenergiebedarfe für Energie von der Hochvoltbatte rie bei mehreren Testtemperaturen der Hochvoltbatterie berechnet werden und danach diejenige Testtemperatur mit dem geringsten Gesamtenergie bedarf als Zieltemperatur verwendet wird. Die Gesamtenergiebedarfe kön nen umfassen den Energiebedarf, der für das Erwärmen der Hochvoltbat terie benötigt wird und den Energiebedarf der aufgrund des schlechteren Wirkungsgrades bei einer weniger erwärmten Hochvoltbatterie im Ver gleich zu einer besser erwärmten Batterie verloren geht. Die Berechnung kann beispielsweise mit ab der aktuellen Temperatur der Hochvoltbatterie jeweils steigenden angenommenen Testtemperaturen durchgeführt wer den, solange bis der berechnete Gesamtenergiebedarf der Hochvoltbatterie zunimmt. According to one embodiment, the optimal target temperature is determined by calculating total energy requirements for energy from the high-voltage battery at several test temperatures of the high-voltage battery and then using that test temperature with the lowest total energy required as the target temperature. The total energy requirements can include the energy required for heating the high-voltage battery and the energy requirement that is lost due to the poorer efficiency with a less heated high-voltage battery compared to a better-heated battery. The calculation can be carried out, for example, with assumed test temperatures that increase from the current temperature of the high-voltage battery until the calculated total energy requirement of the high-voltage battery increases.
Ein Kraftfahrzeug kann bevorzugt dazu ausgebildet sein, mehrere der zuvor genannten Methoden zur Bestimmung der Zieltemperatur für die Hochvoltbatterie ausführen zu können. Im Einzelfall kann dann vom Kraftfahrzeug, bzw. von einem Steuergerät im Kraftfahrzeug, festgelegt werden, welche der Methoden angewandt wird. A motor vehicle can preferably be designed to carry out several of the aforementioned methods for determining the target temperature for the To be able to run high-voltage battery. In individual cases, the motor vehicle or a control unit in the motor vehicle can then determine which of the methods is used.
Die zu erwartende Distanz des aktuellen Fährbetriebs kann beispielsweise aus einer Zieleingabe in einem Navigationssystem bestimmt werden, falls eine Zieleingabe in einem Navigationssystem durch einen Benutzer erfolgt. Falls eine derartige Zieleingabe in dem Navigationssystem nicht erfolgt, kann die zu erwartenden Distanz des aktuellen Fährbetriebs abhängig von den gespeicherten Distanzen vorhergehender Fährbetriebe bestimmt wer den. Falls keine gespeicherten Distanzen zur Verfügung stehen, kann eine Bestimmung der Zieltemperatur der Hochvoltbatterie unabhängig von der Distanz, insbesondere abhängig von der aktuellen Temperatur und dem Ladezustand der Hochvoltbatterie durchgeführt werden, insbesondere mittels eines abgespeicherten Kennfeldes. The expected distance of the current ferry operation can be determined, for example, from entering a destination in a navigation system if a destination is entered in a navigation system by a user. If such a destination is not entered in the navigation system, the expected distance of the current ferry company can be determined depending on the stored distances of previous ferry companies. If no stored distances are available, the target temperature of the high-voltage battery can be determined independently of the distance, in particular depending on the current temperature and the state of charge of the high-voltage battery, in particular by means of a stored map.
Kurzbeschreibung der Zeichnungen Brief description of the drawings
Die Erfindung wird im Folgenden beispielhaft unter Bezugnahme auf die Zeichnungen beschrieben. The invention is described below by way of example with reference to the drawings.
Fig. 1 ist ein Diagramm, dass die Reichweite eines Kraftfahr zeugs in Abhängigkeit einer Batterie-Zieltemperatur darstellt. Fig. 1 is a diagram showing the range of a motor vehicle depending on a target battery temperature.
Fig. 2 ist ein Diagramm, dass die Effizienz in Abhängigkeit der Batterie-Zieltemperatur und der zu fahrenden Dis tanz darstellt. Fig. 3 ist ein Diagramm, dass ein Kennfeld der Batterie-Fig. 2 is a diagram showing the efficiency depending on the target battery temperature and the distance to be driven. 3 is a diagram showing a map of the battery
Zieltemperatur abhängig von Batterie- Anfangstemperatur und Anfangs-SOC darstellt. The target temperature depends on the initial battery temperature and the initial SOC.
Fig. 4 ist ein Diagramm, dass ein Kennfeld der Batterie-4 is a diagram showing a map of the battery
Zieltemperatur abhängig von der Batterie- Anfangstemperatur und der zu erwartenden Fahrdis tanz darstellt. The target temperature depends on the initial battery temperature and the expected driving distance.
Fig. 5 ist ein Ablaufdiagramm zur Ermittlung der Batterie-5 is a flowchart for determining the battery
Zieltemperatur in einer Ausführungsform eines erfin dungsgemäßen Verfahrens. Target temperature in one embodiment of a method according to the invention.
Fig. 6 ist ein Diagramm, dass eine Wahrscheinlichkeit von Fig. 6 is a graph showing a probability of
Fahrdistanzen darstellt. Represents driving distances.
Fig. 7 ist ein Ablaufdiagramm einer Ausführungsform eines erfindungsgemäßen Verfahrens, wobei verschiedene Verfahren zur Ermittlung der Batterie-Zieltemperatur kombiniert werden. 7 is a flowchart of an embodiment of a method according to the invention, in which various methods for determining the target battery temperature are combined.
Detaillierte Beschreibung der Erfindung Detailed description of the invention
Fig. 1 ist ein Diagramm, dass die Reichweite R eines Kraftfahrzeugs inFig. 1 is a diagram that the range R of a motor vehicle in
Abhängigkeit einer Batterie-Zieltemperatur Tz darstellt. Depends on a target battery temperature Tz.
Der Innenwiderstand von Batterien ist abhängig von der Temperatur. Bei niedrigen Temperaturen sind der Innenwiderstand und damit die Verluste höher. Daher resultiert ein Verlust an nutzbarerer Energie und damit eine reduzierte Reichweite R von elektrifizierten, insbesondere batterie elektrischen, Fahrzeugen. The internal resistance of batteries depends on the temperature. At low temperatures, the internal resistance and thus the losses are higher. This results in a loss of more usable energy and therefore one reduced range R of electrified, in particular battery-electric, vehicles.
Ein Heizsystem, zum Beispiel ein PTC mit einem Wasserkreislauf, kann verwendetet werden, um die Batterie zu heizen und damit den Innenwi derstand und somit die Verluste zu reduzieren. Es ergibt sich somit ein Zielkonflikt zwischen benötigter Energie zum Heizen der Batterie vs. Re duktion der Verluste in der Batterie. A heating system, for example a PTC with a water circuit, can be used to heat the battery and thus reduce internal resistance and thus losses. This results in a conflict of objectives between the energy required to heat the battery vs. Reduction of battery losses.
Eine Betriebsstrategie für ein Kraftfahrzeug kann so aussehen, dass die Batterie bis zu einer definierten Temperatur Tz geheizt wird. Die Auswir kung ist in Fig. 1 gezeigt. Die resultierende Reichweite R ist somit abhän gig von der Zieltemperatur Tz der Batterie. Für jede Fahrdistanz D und jede Batterie-Starttemperatur TA existiert eine optimale Zieltemperatur (vgl. Fig. 2 bis 4). Ist die Zieltemperatur Tz geringer als die optimale Tem peratur TZ,ORT, überwiegt der Nachteil der hohen Verluste durch den ho hen Innenwiderstand der Batterie. Ist die Zieltemperatur Tz höher als die optimale Temperatur TZ,ORT, überwiegt der Nachteil der entnommenen Energie zum Heizen der Batterie und die Batterie wird ohne weitere Ver besserung der Verluste weiterhin unnötig geheizt. Bei der optimalen Tem peratur TZ,ORT führt die Energieentnahme durch das Heizsystem und die Reduktion der Batterie-Innenwiderstände zu einer optimalen Effizienz. An operating strategy for a motor vehicle can be such that the battery is heated up to a defined temperature Tz. The effect is shown in Fig. 1. The resulting range R is thus dependent on the target temperature Tz of the battery. There is an optimal target temperature for each driving distance D and each battery start temperature TA (cf. FIGS. 2 to 4). If the target temperature Tz is lower than the optimal temperature TZ, ORT, the disadvantage of high losses due to the high internal resistance of the battery outweighs. If the target temperature Tz is higher than the optimal temperature TZ, LOCAL, the disadvantage of the energy withdrawn for heating the battery prevails and the battery is still unnecessarily heated without further improvement of the losses. At the optimal temperature TZ, ORT, the energy consumption through the heating system and the reduction of the internal battery resistance leads to optimal efficiency.
Fig. 2 ist ein Diagramm, dass die Effizienz E in Abhängigkeit der Batterie- Zieltemperatur Tz und der zu fahrenden Distanz D (kurze Distanz DK, lange Distanz DL) darstellt. 2 is a diagram that shows the efficiency E as a function of the target battery temperature Tz and the distance D to be traveled (short distance DK, long distance DL).
Fig. 2 zeigt schematisch die Systemeffizienz E in Abhängigkeit der zu fah renden Strecke, Distanz D. Es gibt mehrere Einflussgrößen auf die opti male Zieltemperatur Tz, OPT: zumindest die Anfangs-Batterietemperatur TA und die zu fahrende Distanz D - also die zu erwartende Distanz des aktu ellen Fährbetriebs - und optional das Streckenprofil der zu fahrenden Distanz D - also die zu erwartenden Strecke des aktuellen Fährbetriebs.Fig. 2 shows schematically the system efficiency E as a function of the distance to be traveled, distance D. There are several factors influencing the optimal target temperature Tz, OPT: at least the initial battery temperature TA and the distance D to be traveled - that is the expected distance of the current ferry operation - and optionally the route profile of the distance D to be traveled - that is the expected route of the current ferry operation.
So ist die Betriebsstrategie für die optimale Batterie-Konditionierung un terschiedlich, ob ein Fahrer beispielsweise nur seinen kurzen täglichen Arbeitsweg durch die Stadt oder einen längeren Wochenendausflug auf der Autobahn fährt. Die Anfangs-Batterietemperatur TA bei Fahrzeugstart ist eine bekannte Größe. Die Strecke D bzw. das Fahrprofil ist eine unbe kannte Größe. Es kann somit nicht eine generelle Betriebsstrategie nur in Abhängigkeit der Anfangs-Batterietemperatur TA definiert werden. Die Erfindung läßt daher auch die Distanz D und optional das Streckenprofil in die Betriebsstrategie mit einfließen. The operating strategy for optimal battery conditioning is different, for example, whether a driver only drives his short daily commute through town or a long weekend trip on the highway. The initial battery temperature TA at vehicle start is a known quantity. The route D or the driving profile is an unknown quantity. A general operating strategy cannot therefore only be defined as a function of the initial battery temperature TA. The invention therefore also allows the distance D and optionally the route profile to be incorporated into the operating strategy.
Fig. 3 ist ein Diagramm, dass ein Kennfeld der Batterie-Zieltemperatur Tz abhängig von der Batterie-Anfangstemperatur TA und für verschiedene Anfangs- Ladezustände, also Anfangs-SOCs, SOCAI, SOCA2, SOCA3 dar stellt. FIG. 3 is a diagram that shows a map of the target battery temperature Tz as a function of the initial battery temperature TA and for different initial charge states, that is to say initial SOCs, SOCAI, SOCA 2, SOCA3.
Die Betriebsstrategie zum Heizen der Hochvoltbatterie kann die Zieltempe ratur Tz abhängig von der Batterie-Anfangstemperatur TA und dem Batte- rie-Anfangs-Ladezustand SOCA, zum Beispiel für bestimmte Ladezustände SOCAI, SOCA2, SOCA3, ermitteln. In einer Variante A der Ermittlung der Zieltemperatur Tz wird diese nur abhängig von der Batterie-Anfangs temperatur TA und dem Batterie-Anfangs-Ladezustand SOCA ermittelt, so dass die Distanz D nicht berücksichtigt wird. The operating strategy for heating the high-voltage battery can determine the target temperature Tz depending on the initial battery temperature T A and the initial battery state of charge SOC A, for example for certain states of charge SOC AI, SOC A2, SOC A3 . In a variant A of determining the target temperature Tz, this is determined only as a function of the initial battery temperature T A and the initial state of charge SOC A , so that the distance D is not taken into account.
Eine Batterie-Zieltemperatur Tz kann durch ein Kennfeld berechnet wer den, dass Abhängigkeiten von der Batterie-Anfangstemperatur TA und dem Batterie-Anfangs-Ladezustand SOCA definiert. Die Kennfelder werden offline optimiert und als Kennfeld in einer Steuervorrichtung im Kraftfahr zeug gespeichert. A target battery temperature Tz can be calculated by a map that defines dependencies on the initial battery temperature TA and the initial state of charge SOC A. The maps are optimized offline and stored as a map in a control device in the vehicle.
Fig. 4 ist ein Diagramm, dass ein Kennfeld der Batterie-Zieltemperatur Tz abhängig von der Batterie-Anfangstemperatur TA und der zu erwartenden Fahrdistanz D darstellt. Die Kennlinien sind für verschiedene Fahrdistan zen Di, D2, D3 dargestellt. FIG. 4 is a diagram that shows a map of the target battery temperature Tz as a function of the initial battery temperature T A and the driving distance D to be expected. The characteristic curves are shown for different driving distances Di, D2, D3.
In einer Variante B 1 der Ermittlung der Zieltemperatur Tz wird diese ab hängig von Navigations-Informationen, nämlich der geplanten Distanz D, berechnet. Die Ermittlung der Zieltemperatur Tz kann„offline“ erfolgen, über ein zuvor festgelegtes und abgespeichertes Kennfeld. In a variant B 1 of determining the target temperature Tz, this is calculated as a function of navigation information, namely the planned distance D. The target temperature Tz can be determined “offline” using a map that has been previously defined and saved.
Die effizienteste Möglichkeit zur Ermittlung der zu erwartenden Distanz D ist die Verwendung von Navigationsdaten, wenn der Fahrer sein Fahrziel in ein Navigationssystem eingibt. Aus dem Navigationssystem kann somit die erwartete Fahr-Distanz D erhalten werden. Es wird eine Batterie- Zieltemperatur Tz durch ein 2-D Kennfeld abhängig von der Batterie- Anfangstemperatur TA und der zu erwartenden Fahrdistanz D, aus dem Navigationssystem, definiert. Die Kennfelder werden offline optimiert und als Kennfeld im Kraftfahrzeug, insbesondere in einem Steuergerät, gespei chert. The most efficient way of determining the expected distance D is to use navigation data when the driver enters his destination in a navigation system. The expected driving distance D can thus be obtained from the navigation system. A target battery temperature Tz is defined by a 2-D map as a function of the initial battery temperature T A and the driving distance D to be expected from the navigation system. The maps are optimized offline and saved as a map in the motor vehicle, in particular in a control unit.
Die Ermittlung der Batterie-Zieltemperatur Tz kann auch„online“ erfolgen, also als aktuelle Berechnung nach der Zieleingabe, insbesondere wenn nicht nur die Distanz D, sondern auch die zu erwartende Strecke berück sichtigt werden soll. Diese Methode stellt die Variante B2 der Ermittlung der Batterie-Zieltemperatur Tz dar. Fig. 5 stellt ein Ablaufdiagramm zur Ermittlung der Batterie- Zieltemperatur Tz in einer Ausführungsform eines erfindungsgemäßen Verfahrens dar, nach Variante B2. The battery target temperature Tz can also be determined “online”, that is to say as a current calculation after the destination has been entered, in particular if not only the distance D but also the distance to be expected is to be taken into account. This method represents variant B2 of determining the target battery temperature Tz. 5 shows a flow chart for determining the target battery temperature Tz in one embodiment of a method according to the invention, according to variant B2.
In Erweiterung der Variante B l können die Informationen des Navigati- onssystemes für genauere Berechnungen und für eine Online- Optimierung der idealen Batterie-Zieltemperatur Tz verwendet werden. Hierfür stellt das Navigationssystem Streckeninformationen bereit, wie erwartete Geschwindigkeit, Steigungsprofil, Straßentyp. Über eine Rück wärtsberechnung kann aus den Streckeninformationen mit einem verein fachten Modell zur Berechnung des Leistungsbedarfes des Fahrzeuges der Leistungsbedarf an der Batterie ermittelt werden. Anhand des Leistungs bedarfes der Batterie kann mittels eines vereinfachten Batteriemodelles - insbesondere unter Verwendung des Leistungsverlusts abhängig von der Batterietemperatur und zu erwartender Leistung, sowie von der thermi sche Masse - die Batterietemperatur abgeschätzt werden. Zum Zeitpunkt des Fahrzeug- Starts bzw. nach der Zieleingabe werden dann die Energie bilanzen bzw. Energiebedarfe Ei für verschiedenen Batterie- Zieltemperaturen Tz berechnet, und jene optimale Zieltemperatur TZ,ORT bei welcher die gesamte Systemeffizienz (Batterie + Heiz- Energie) optimal bzw. der Energiebedarf Ei am geringsten ist. In an extension of variant B1, the information from the navigation system can be used for more precise calculations and for online optimization of the ideal target battery temperature Tz. For this purpose, the navigation system provides route information, such as expected speed, gradient profile, and type of road. A backward calculation can be used to determine the power requirement for the battery from the route information using a simplified model for calculating the power requirement of the vehicle. Based on the power requirement of the battery, the battery temperature can be estimated using a simplified battery model - in particular using the power loss depending on the battery temperature and expected power, as well as on the thermal mass. At the time of the vehicle start or after entering the destination, the energy balances or energy requirements Ei are then calculated for different target battery temperatures Tz, and the optimum target temperature TZ, LOCAL at which the overall system efficiency (battery + heating energy) is optimal or the egg energy requirement is lowest.
Im Ablaufdiagramm Fig. 5 sind die folgenden Verfahrensschritte und übergebene Informationen dargestellt: The following process steps and transferred information are shown in the flow diagram in FIG. 5:
1 Eingabe des Ziels im Navigationssystem 1 Enter the destination in the navigation system
2 Information über Strecke 2 Route information
3 Berechnung Leistungsbedarf der Hochvoltbatterie 3 Calculation of the power requirement of the high-voltage battery
4 Leistungsbedarf der Hochvoltbatterie 4 Power requirements of the high-voltage battery
5 Berechnung Effizienzbilanz, also Energiebedarf, ohne Heizung 6 Ziel-Temperatur To 5 Calculation of efficiency balance, i.e. energy requirement, without heating 6 Target temperature To
7 Initiale Ziel-Temperatur = Initiale Batterietemperatur = Batterie- Anfangstemperatur TA 7 Initial target temperature = initial battery temperature = initial battery temperature TA
8 Energie Eo 8 Energy Eo
9 Iteration: Erhöhung der Ziel-Temperatur 9 iteration: increase of the target temperature
10 Ziel-Temperatur Ti 10 target temperature Ti
1 1 Berechnung Effizienzbilanz, also Energiebedarf, mit Heizen 1 1 Calculation of efficiency balance, i.e. energy consumption, with heating
12 Energie Ei 12 energy egg
13 Ei < E(i-i) 13 Ei <E (i -i )
14 Optimale Ziel-Temperatur TZ,ORT = T(i-i) 14 Optimal target temperature TZ, ORT = T (i-i)
15 Iteration und Erhöhung der Zieltemperatur Tz 15 iteration and increase of the target temperature Tz
y Yes, Ja y Yes, yes
n No, Nein n No, no
Nach der Eingabe des Ziels im Navigationssystem durch den Benutzer wird daher zunächst für die aktuelle Ausgangstemperatur TA der Batterie die Energiebilanz Eo bzw. der gesamte Energiebedarf bestimmt und da nach diese Bestimmung mit schrittweiser Erhöhung der Zieltemperatur wiederholt, solange bis der berechnete Energiebedarf Ei ansteigt statt ab fällt. Dann wird die unmittelbar zuvor berechnete Zieltemperatur Tz ver wendet, um die Hochvoltbatterie dementsprechend aufzuheizen. After entering the destination in the navigation system by the user, the energy balance Eo or the total energy requirement is therefore first determined for the current starting temperature TA of the battery and then after this determination is repeated with a gradual increase in the target temperature until the calculated energy requirement Ei increases instead of decreases falls. Then the target temperature Tz calculated immediately before is used to heat the high-voltage battery accordingly.
Fig. 6 zeigt eine Variante C zur Ermittlung der Batterie-Zieltemperatur Tz unter Verwendung einer Statistik. FIG. 6 shows a variant C for determining the target battery temperature Tz using statistics.
Fig. 6 stellt eine Verteilung der Wahrscheinlichkeit P von Fahrdistanzen D dar. Basis für diese Heizstrategie nach Variante C ist die statistische Er fassung der Fahrdistanzen D vorheriger Fahrten. Dabei wird jede Fahrt, zum Beispiel mit Wochentag, Uhrzeit Fahrtstart, zurückgelegte Fahrdis tanzen, Datum, gespeichert. Eine Fahrt kann definiert sein als Ereignis zwischen einem Fahrzeug- Start bis zum Fahrzeug- Abstellen. Um die Da tenmenge zu reduzieren, werden Einträge die älter als ein vorgegebener Zeitraum sind bevorzugt gelöscht. Fig. 6 shows a distribution of the probability P of driving distances D. The basis for this heating strategy according to variant C is the statistical recording of the driving distances D of previous trips. Every trip is saved, for example with the day of the week, time of start of the trip, distance traveled, date. A trip can be defined as an event between a vehicle start up until the vehicle is parked. To reduce the amount of data, entries that are older than a specified period of time are preferably deleted.
Für die Auswertung werden bei Fahrzeugstart die aktuelle Uhrzeit und der Wochentag analysiert. Alle Fahrt- Einträge, die mit dieser Angabe korrelie ren, werden analysiert. Hierbei werden die zurückgelegte Distanz aller dieser zutreffenden Fahrten und die Wahrscheinlichkeit P für eine derarti ge Fahrt analysiert. For the evaluation, the current time and day of the week are analyzed when the vehicle starts. All trip entries that correlate with this information are analyzed. Here, the distance covered of all these applicable trips and the probability P for such a trip are analyzed.
Die Fahrdistanz D mit der höchsten Wahrscheinlichkeit P wird anschlie ßend als Referenz genommen. Diese Distanz D dient als Eingangsgröße für das in Variante B l beschriebene Verfahren. The driving distance D with the highest probability P is then taken as a reference. This distance D serves as an input variable for the method described in variant B1.
Fig. 7 ist ein Ablaufdiagramm einer Ausführungsform eines erfindungsge mäßen Verfahrens, wobei verschiedene Verfahren bzw. Varianten zur Er mittlung der Batterie-Zieltemperatur Tz kombiniert werden. Fig. 7 is a flowchart of an embodiment of a method according to the invention, wherein different methods or variants for determining the target battery temperature Tz are combined.
Abhängig von Fahrereinstellungen können die verschiedenen Varianten wie folgt priorisiert werden (siehe Fig. 7) : Depending on the driver settings, the different variants can be prioritized as follows (see Fig. 7):
Priorität 1 PI : Der Fahrer gibt ein Ziel im Navigationssystem ein. Folge: Variante B - B l oder B2 - wird verwendet. Priority 1 PI: The driver enters a destination in the navigation system. Consequence: Variant B - B1 or B2 - is used.
Priorität 2 P2: Andernfalls, falls es in der Datenbank vorherige Fahrten zu einer ähnlichen Startzeit und/oder gleichem Wochentag tag: Variante C wird verwendet. Priority 2 P2: Otherwise, if there are previous trips in the database at a similar start time and / or the same day of the week: Variant C is used.
Priorität 3 P3: Andernfalls, wird Variante A eingesetzt. Priority 3 P3: Otherwise, variant A is used.
In Fig. 7 sind folgende Verfahrensschritte und Informationen dargestellt: 71 Fahrzeugstart The following process steps and information are shown in FIG. 7: 71 Vehicle start
72 Überprüfung Datensätze vergangener Fahrten 72 Review records of past trips
73 Daten vorhanden? 73 data available?
74 Variante A, Kennfeld nach Fig. 3 verwendet 74 variant A, map according to FIG. 3 used
75 Auswahl 75 selection
76 Batterie-Zieltemperatur Tz 76 Target battery temperature Tz
77 Heizen der Hochvoltbatterie bis die Zieltemperatur Tz erreicht ist. 77 Heating the high-voltage battery until the target temperature Tz is reached.
78 Statistische Auswertung der erwarteten Fahrdistanz 78 Statistical evaluation of the expected driving distance
79 Variante C, Kennfeld nach Fig. 4 verwendet 79 variant C, map according to FIG. 4 used
80 Fahrer/ Benutzer gibt Ziel in Navigationssystem ein 80 driver / user enters destination in navigation system
81 Optimierungsverfahren 81 Optimization procedures
82 Variante B l - Ermittlung Distanz D aus Navigationssystem 82 Variant B1 - Determination of distance D from the navigation system
83 Variante B2 - Online Optimierung, nach Fig. 5 83 Variant B2 - online optimization, according to Fig. 5
01 Offline Berechnung 01 Offline calculation
02 Online Berechnung 02 Online calculation
Zusammengefasst kann festgehalten werden, dass die Reichweite einer Hochvoltbatterie bzw. eines mit dessen Energie betriebenen Kraftfahr zeugs vergrößert werden kann, wenn die zunächst kalte Batterie zumin dest anfangs zusätzlich aufgeheizt wird bzw. im Betrieb schneller warm wird. Dies auch dann, wenn diese zusätzliche Heizenergie direkt aus der selben Batterie entnommen wird. Ein erfindungsgemäßes Verfahren zum Betrieb des Kraftfahrzeugs umfasst, dass die Hochvoltbatterie auf eine optimale Zieltemperatur geheizt wird, wobei die optimale Zieltemperatur abhängig von der zu erwartenden Distanz des aktuellen Fährbetriebs des Kraftfahrzeugs bestimmt wird. Bezugszeichenliste In summary, it can be stated that the range of a high-voltage battery or a motor vehicle powered by its energy can be increased if the initially cold battery is at least initially additionally heated or warms up more quickly during operation. This also applies if this additional heating energy is taken directly from the same battery. A method according to the invention for operating the motor vehicle comprises heating the high-voltage battery to an optimal target temperature, the optimum target temperature being determined as a function of the expected distance of the current driving operation of the motor vehicle. Reference list
D Distanz D distance
Di erste Distanz The first distance
D2 zweite Distanz D 2 second distance
D3 dritte Distanz D 3 third distance
DK kurze Distanz DK short distance
DL lange Distanz D L long distance
E Effizienz E efficiency
Ei Energiebedarfe Egg energy needs
NBat Nachteil: Batterieverluste aufgrund Wirkungsgrad NBat disadvantage: battery losses due to efficiency
NHeiz Nachteil: Verluste aufgrund Heizenergie NHeat disadvantage: losses due to heating energy
P Wahrscheinlichkeit P probability
R Reichweite R range
SOCA Anfangs- Ladezu stand Hochvoltbatterie SOC A initial state of charge for high-voltage battery
SOCAI erster Anfangs- Ladezu stand Hochvoltbatterie SOCAI first initial state of charge high-voltage battery
SOCA2 zweiter Anfangs- Ladezu stand Hochvoltbatterie SOCA2 second initial state of charge high-voltage battery
SOCAS dritter Anfangs- Ladezu stand Hochvoltbatterie SOCAS third starting state of high-voltage battery
Tz Zieltemperatur der Hochvoltbatterie Tz target temperature of the high-voltage battery
TZ,ORT Optimale Zieltemperatur der Hochvoltbatterie TZ, ORT Optimal target temperature of the high-voltage battery
TA Anfangstemperatur/ aktuelle Temperatur der Hoch voltbatterie T A initial temperature / current temperature of the high-voltage battery
1 Eingabe des Ziels im Navigationssystem 1 Enter the destination in the navigation system
2 Information über Strecke 2 Route information
3 Berechnung Leistungsbedarf der Hochvoltbatterie 3 Calculation of the power requirement of the high-voltage battery
4 Leistungsbedarf der Hochvoltbatterie 4 Power requirements of the high-voltage battery
5 Berechnung Effizienzbilanz, also Energiebedarf, ohne 5 Calculation of efficiency balance, i.e. energy consumption, without
Heizung heater
6 Ziel-Temperatur TO 6 Target temperature TO
7 Initiale Ziel-Temperatur = Initiale Batterietemperatur = 7 Initial target temperature = initial battery temperature =
Batterie-Anfangstemperatur TA Battery initial temperature TA
8 Energie EO 8 Energy EO
9 Iteration: Erhöhung der Ziel-Temperatur 9 iteration: increase of the target temperature
10 Ziel-Temperatur Ti 10 target temperature Ti
1 1 Berechnung Effizienzbilanz, also Energiebedarf, mit 1 1 Calculation of efficiency balance, i.e. energy demand, with
Heizen Heat
12 Energie Ei 12 energy egg
13 Ei < E(i- l) 14 Optimale Ziel-Temperatur TZ,ORT = T(i- l) 13 Ei <E (i- l) 14 Optimal target temperature TZ, ORT = T (i- l)
15 Iteration und Erhöhung der Zieltemperatur TZ y Yes, Ja 15 Iteration and increase of the target temperature TZ y Yes
n No, Nein n No, no
P 1 Priorität 1 P 1 priority 1
P2 Priorität 2 P2 priority 2
P3 Priorität 3 P3 priority 3
71 Fahrzeugstart 71 Vehicle start
72 Überprüfung Datensätze vergangener Fahrten 72 Review records of past trips
73 Daten vorhanden? 73 data available?
74 Variante A, Kennfeld nach Fig. 3 verwendet 74 variant A, map according to FIG. 3 used
75 Auswahl 75 selection
76 Batterie-Zieltemperatur TZ 76 Target battery temperature TZ
77 Heizen der Hochvoltbatterie bis die Zieltemperatur TZ erreicht ist. 77 Heating the high-voltage battery until the target temperature TZ is reached.
78 Statistische Auswertung der erwarteten Fahrdistanz 78 Statistical evaluation of the expected driving distance
79 Variante C, Kennfeld nach Fig. 4 verwendet 79 variant C, map according to FIG. 4 used
80 Fahrer/ Benutzer gibt Ziel in Navigationssystem ein 81 Optimierungsverfahren 80 driver / user enters destination in navigation system 81 optimization process
82 Variante B l - Ermittlung Distanz D aus Navigations system 82 Variant B1 - Determination of distance D from the navigation system
83 Variante B2 - Online Optimierung, nach Fig. 5 83 Variant B2 - online optimization, according to Fig. 5
O l Offline Berechnung O l offline calculation
02 Online Berechnung 02 Online calculation

Claims

Patentansprüche Claims
1. Verfahren zum Betrieb eines Kraftfahrzeuges, wobei das Kraftfahr zeuge eine Hochvoltbatterie zur Bereitstellung einer Antriebsenergie für das Kraftfahrzeug umfasst, wobei das Kraftfahrzeug eine elektri sche Heizeinrichtung zum Heizen der Hochvoltbatterie umfasst, wo bei die Heizeinrichtung von der Hochvoltbatterie elektrisch gespeist wird, 1. A method for operating a motor vehicle, wherein the motor vehicle comprises a high-voltage battery for providing drive energy for the motor vehicle, the motor vehicle comprising an electrical heating device for heating the high-voltage battery, where the heating device is electrically powered by the high-voltage battery,
d a d u r c h g e k e n n z e i c h n e t , dass eine opti male Zieltemperatur (Tz) für die Hochvoltbatterie bestimmt wird und die Heizeinrichtung während eines Fährbetriebs des Kraftfahrzeugs so betrieben wird, dass die Hochvoltbatterie auf die optimale Ziel temperatur (Tz) geheizt wird, wobei die optimale Zieltemperatur (Tz) abhängig von der zu erwartenden Distanz (D) des aktuellen Fährbe triebs des Kraftfahrzeugs bestimmt wird. characterized in that an optimal target temperature (Tz) is determined for the high-voltage battery and the heating device is operated during a ferry operation of the motor vehicle so that the high-voltage battery is heated to the optimal target temperature (Tz), the optimal target temperature (Tz) depending on the expected distance (D) of the current ferry operation of the motor vehicle is determined.
2. Verfahren nach Anspruch 1, 2. The method according to claim 1,
d a d u r c h g e k e n n z e i c h n e t , dass die optima le Zieltemperatur (Tz) zusätzlich abhängig vom aktuellen Ladezu stand (SOC) der Hochvoltbatterie bestimmt wird. That means that the optimal target temperature (Tz) is also determined depending on the current state of charge (SOC) of the high-voltage battery.
3. Verfahren nach zumindest einem der vorhergehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass die optima le Zieltemperatur (Tz) zusätzlich abhängig von der aktuellen Tempe ratur (TA) der Hochvoltbatterie bestimmt wird. 3. The method according to at least one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t that the optimal target temperature (Tz) is additionally determined depending on the current temperature (TA) of the high-voltage battery.
4. Verfahren nach zumindest einem der vorhergehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass die optima le Zieltemperatur (Tz) aus einem gespeicherten Kennfeld bestimmt wird. 4. The method according to at least one of the preceding claims, characterized in that the optimal target temperature (Tz) is determined from a stored map.
5. Verfahren nach zumindest einem der vorhergehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass die zu er wartenden Distanz (D) des aktuellen Fährbetriebs aus einer Zielein gabe in einem Navigationssystem bestimmt wird. 5. The method according to at least one of the preceding claims, that the distance (D) of the current ferry operation to be expected is determined from a destination input in a navigation system.
6. Verfahren nach zumindest einem der vorhergehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass die Distan zen vorhergehender Fährbetriebe abgespeichert sind und die zu er wartenden Distanz (D) des aktuellen Fährbetriebs abhängig von den gespeicherten Distanzen vorhergehender Fährbetriebe bestimmt wird. 6. The method according to at least one of the preceding claims, that the distances of previous ferry companies are stored and the distance (D) to be expected of the current ferry company is determined depending on the stored distances of previous ferry companies.
7. Verfahren nach zumindest einem der vorhergehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass die optima le Zieltemperatur (Tz) zusätzlich abhängig von der zu erwartenden Strecke des aktuellen Fährbetriebs des Kraftfahrzeugs bestimmt wird. 7. The method according to at least one of the preceding claims, so that the optimal target temperature (Tz) is additionally determined as a function of the expected route of the current ferry operation of the motor vehicle.
8. Verfahren nach zumindest einem der vorhergehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass die optima le Zieltemperatur (Tz) dadurch bestimmt wird, dass Gesamtenergie- bedarfe (Ei) für Energie von der Hochvoltbatterie bei mehreren Test temperaturen (Ti) der Hochvoltbatterie berechnet werden und da nach diejenige Testtemperatur (Ti) mit dem geringsten Gesamtener giebedarf (Ei) als Zieltemperatur (Tz) verwendet wird. 8. The method according to at least one of the preceding claims, characterized in that the optimal target temperature (Tz) is determined in that total energy requirements (Ei) for energy from the high-voltage battery are calculated at several test temperatures (Ti) of the high-voltage battery and there after the test temperature (Ti) with the lowest total energy requirement (Ei) is used as the target temperature (Tz).
9. Verfahren nach zumindest einem der vorhergehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t , dass die zu er wartenden Distanz (D) des aktuellen Fährbetriebs aus einer Zielein gabe in einem Navigationssystem bestimmt wird, falls eine Zielein- gäbe in einem Navigationssystem durch einen Benutzer erfolgt und dass die zu erwartenden Distanz (D) des aktuellen Fährbetriebs an dernfalls abhängig von den gespeicherten Distanzen vorhergehender Fährbetriebe bestimmt wird. 9. The method according to at least one of the preceding claims, characterized in that the distance (D) to be expected of the current ferry operation is determined from a destination input in a navigation system if a destination is entered in a navigation system by a user and that the expected distance (D) of the current ferry company, which is then determined depending on the stored distances of previous ferry companies.
PCT/EP2019/085606 2018-12-17 2019-12-17 Method for operating a motor vehicle WO2020127231A1 (en)

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