Method for operating a battery system

Abstract

The disclosure relates to a vehicle architecture for controlling and regulating an electric drive of an electric or hybrid vehicle, having a power electronics system which is connected firstly to the electric drive and secondly to a battery or to a battery system. A battery management system is associated with the battery or the battery system. The vehicle architecture comprises a master controller or a controller which is equipped with a master functionality into which functionalities at least of the battery management system and of the power electronics system of the electric drive are exported.

Claims

1. A vehicle architecture for controlling and regulating an electrical drive of at least one of an electric vehicle and a hybrid vehicle, the vehicle architecture comprising: power electronics connected to the electrical drive and to a battery system, the power electronics being configured to drive the electrical drive and control a torque of the electrical drive; a battery management system that is assigned to the battery system, the battery management system configured to monitor the battery system and control a cooling system of the battery system; and a master control device connected to the power electronics, the battery management system, and a navigation system, the master control device being configured to: receive information from the navigation system; operate the battery management system to control the cooling system based on the received information; and operate the power electronics to reduce the torque of the electrical drive based on the received information.

2. The vehicle architecture as claimed in claim 1, wherein the master control device is configure operate the battery management system to control the cooling system in response to an outside temperature.

3. The vehicle architecture as claimed in claim 1, wherein the master control device is configured to operate the power electronics to reduce the torque of the electrical drive based on an expected route of the at least one of the electric vehicle and the hybrid vehicle.

4. The vehicle architecture as claimed in claim 1, wherein the master control device is configured to optimize a range for an expected route using the information from the navigation system by operating the battery management system to control the cooling system and operating the power electronics to reduce the torque of the electrical drive.

5. The vehicle architecture as claimed in claim 1, wherein the master control device configured to control at least one of the following vehicle components via additional connections: an electrical air-conditioning system compressor; an AC/DC converter; at least one heating device; a DC quick-charging interface; and a DC/DC converter for a vehicle electrical system.

6. A method for controlling and regulating an electrical drive of at least one of an electric vehicle and a hybrid vehicle, the method comprising: a) receiving information from a navigation system with a master control device of a vehicle architecture; b) operating, with the master control device, a battery management system of the vehicle architecture to control a cooling system of a battery system based on the received information; and c) operate, with the master control device, power electronics of the vehicle architecture to reduce a torque of the electrical drive based on the received information.

7. The method as claimed in claim 6, further comprising: optimizing operation of the at least one of the electric vehicle and the hybrid vehicle using the information from the navigation system.

8. The method as claimed in claim 6, wherein the operating of the battery management system to control the cooling system and the operating of the power electronics of the vehicle architecture to reduce the torque of the electrical drive are performed based on at least one of a driver's driving style and an expected driving situation.

Description

BRIEF DESCRIPTION OF THE DRAWING

(1) The disclosure is described in more detail below using the drawing.

(2) The single FIGURE schematically shows the components of the vehicle architecture proposed according to the disclosure.

DETAILED DESCRIPTION

(3) Individual components of a vehicle architecture proposed according to the disclosure can be gathered from the illustration according to FIG. 1 in a schematic representation.

(4) A vehicle architecture 10 comprises an additional control element 12 which is referred to as the master control device below. The master control device 12 is connected to a navigation system 14 of the vehicle which is integrated in the vehicle architecture 10.

(5) The vehicle architecture 10 also comprises a battery disconnect unit (BDU), compare item 16. A battery disconnect unit 16 comprises main contactors which are used to connect or disconnect the battery 22 or the battery system 22 from the high-voltage port network.

(6) The battery disconnect unit 16 may also comprise precharging contactors with precharging resistors connected in series in order to make it possible to gently precharge intermediate circuit capacitances in the vehicle. A battery disconnect unit 16 may optionally also have quick-charging contactors which are again connected in series with the main contactors in order to be able to separately disconnect DC charging interfaces. One example are, for example, lines to a socket which is concealed behind a conventional gas cap. A vehicle charging post could be inserted there. The line which runs to this interface inside the vehicle can again be separately connected to the quick-charging contactor. A battery disconnect unit 16 may also comprise a current sensor system in order to be able to measure the battery current based on shunt and/or Hall measurement technology. In addition, battery disconnect units 16 may also comprise fuses or pyrotechnically effective separating elements which, in the case of a short circuit that occurs at very high currents, can separate the battery pack from the high-voltage vehicle electrical system if, for example, the separability of the main contactors has been exceeded at this current level (short circuit). In addition, voltage measurements can be carried out at different points in the battery disconnect unit 16 for the respective battery pack voltages, and contactor and fuse diagnoses can be carried out. In addition, temperature sensors, humidity sensors, pressure sensors and gas sensors may be provided in a battery disconnect unit 16 in order to be able to evaluate further information from the battery pack. Busbars or electric cables run from the individual battery cells of the battery 22 or of the battery system 22 to the battery disconnect unit 16. The interfaces to the vehicle are usually situated at the latter. Vehicle cable harnesses are inserted there and the battery is therefore connected to the vehicle electrical system. It is possible to install the battery disconnect unit 16 inside the battery pack of the battery 22 or to arrange it in the vicinity of the battery pack. It is not absolutely necessary for the battery disconnect unit to have a closed housing; rather, it is possible to place the components cursorily mentioned above inside the battery pack.

(7) The master control device 12 is also connected to power electronics 18 of at least one electrical drive 20, that is to say the drive of a hybrid or electric vehicle.

(8) There is also a direct connection between the master control device 12 and a cooling system 26 which is directly assigned to a battery or a battery system 22. The master control device 12 is also to a battery management system 24 which is used to monitor the battery 22 or the battery system 22 with respect to the battery voltages, temperatures and the flowing currents.

(9) The additional control element comprises an expansion part 12 comprising a number of additional connections 28. The number of additional connections 28 makes it possible to optionally connect additional vehicle components, for example an electrical air-conditioning system compressor 30 and an AC/DC converter 32, as an on-board charging device. The additional connections 28 also include at least one connection for a heating device 34 (HV PTCs, positive temperature coefficient). It is also possible to connect a DC quick-charging interface 38 (DC quick-charging post, charging station) to the expansion part 12 of the master control device 12 within the scope of the additional connections 28; a DC/DC converter 38 for the 12 V network could also be connected within the scope of the additional connections 28.

(10) In previous applications, only just this is carried out by the battery management system 24, which is assigned to the battery 22 or to the battery system 22, in a manner isolated to possible damage or the ageing of the battery cells installed in the battery 22 or the battery system 22. The power electronics 18 assigned to the electrical drive 20 are likewise managed only in isolation with respect to possible damage and optimized conditions in the power electronics. Although the power electronics 18 and the battery management system 24 communicate with one another, there is a lack of a superordinate control entity which resolves conflicting requests. The master control device 12 which is proposed according to the disclosure and is integrated in the vehicle architecture 10 provides a control entity which has access to all relevant subsystems, in particular to the cooling system 26, the battery management system 24 and the power electronics 18 of the at least one electrical drive 20. The method of operation of the vehicle architecture 10 proposed according to the disclosure is reflected in the fact that the master control device 12 ensures, by means of suitable algorithms and also by optimally using the information from the vehicle navigation system 14 with respect to the route to be negotiated, that the electric or hybrid vehicle is operated in an optimum manner.

(11) This is reflected, for example, in the fact that it is possible to act immediately, that is to say directly, on the cooling system 26, which is assigned to the battery 22 or the battery system 22, via the master control device 12, 12 in the case of high outside temperatures, for example. It is also possible to act on the power electronics 18 used to regulate the electrical drive 20 via the central control entity, that is to say the master control device 12, by reducing the torque requirement of the vehicle and i.e. therefore the vehicle power. Adaptive control/regulating systems are also implemented in the master control device 12, 12 and match the overall electric vehicle or hybrid vehicle system in an optimum manner to the driver's driving style and to the expected driving situations. Information transmitted to the master control device 12 via the navigation system 14 can therefore be used to optimize the range of the electric or hybrid vehicle since information relating to the expected route is immediately available.

(12) The practice of transferring functionalities from the battery management system 24, the power electronics 18 and possibly other components, compare additional connections 28, to a master control device 12, 12 provides technical and economic advantages since each system per se no longer has to be in the form of a closed system. As a result of the solution proposed according to the disclosure, only a number of independent control devices now no longer communicate with one another, which results in the efficiency of the vehicle no longer depending on how well the communication takes place on a vehicle data bus but rather on the fact that a superordinate control entity in the form of a master control device 12, 12 or a software functionality representing said master control device on a control device coordinates and ultimately determines the operating strategy of the electric or hybrid vehicle by globally coordinating and matching the operating parameters.