Source: https://patents.google.com/patent/JP2016527871A/en
Timestamp: 2020-04-05 07:23:42
Document Index: 536372654

Matched Legal Cases: ['Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 13', 'Application No. 13', 'Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 61', 'Application No. 13', 'Application No. 61']

JP2016527871A - Adjustment of electric vehicle system based on temperature profile of electric energy storage device - Google Patents
Adjustment of electric vehicle system based on temperature profile of electric energy storage device Download PDF
JP2016527871A
JP2016527871A JP2016533414A JP2016533414A JP2016527871A JP 2016527871 A JP2016527871 A JP 2016527871A JP 2016533414 A JP2016533414 A JP 2016533414A JP 2016533414 A JP2016533414 A JP 2016533414A JP 2016527871 A JP2016527871 A JP 2016527871A
JP2016533414A
JP6505697B2 (en
チェン，チン
ウー，イ−ツォン
ホレース ルーク，ホクサム
ホワイティング テイラー，マシュー
ゴゴロ インク
2013-08-06 Priority to US201361862854P priority Critical
2013-08-06 Priority to US61/862,854 priority
2014-08-06 Application filed by ゴゴロ インク, ゴゴロ インク filed Critical ゴゴロ インク
2014-08-06 Priority to PCT/US2014/050000 priority patent/WO2015021195A1/en
2016-09-08 Publication of JP2016527871A publication Critical patent/JP2016527871A/en
2019-04-24 Publication of JP6505697B2 publication Critical patent/JP6505697B2/en
An electric vehicle, such as a scooter, not only provides motive power depending on one or more electrical energy storage devices, but also powers some or all vehicle systems. The electrical energy storage device may comprise a number of temperature sensors that provide data to the controller indicating the overall and / or local electrical energy storage device temperature. In order to maintain the electrical energy storage device at a desired temperature operating range or profile, the controller can selectively change or control the power distributed or allocated to one or more vehicle systems. Such a power allocation change or control may be performed by the controller based on the degree of vehicle system importance evaluated.
The present disclosure generally relates to a vehicle that uses an electric prime mover or motor powered by at least one rechargeable power battery to provide at least a portion of the propulsion necessary to propel the vehicle.
Gasoline electric hybrids and all electric vehicles are becoming increasingly common. Such vehicles may achieve several advantages over conventional internal combustion engine vehicles. For example, a hybrid or electric vehicle achieves higher fuel economy and has little exhaust gas. In particular, all electric vehicles are not only free of exhaust gases, but may be associated with reduced overall pollution in densely populated areas. For example, one or more renewable energy sources (e.g., solar, wind, geothermal, hydropower) may provide some or all of the power used to charge a power cell of an electric vehicle. Also, relatively “clean” using, for example, pollution control or removal systems (eg, industrial air scrubbers) that are more efficient than internal combustion engines and / or are too large, cost and expensive to use in private vehicles. A power plant that burns “burning” fuel (eg, natural gas) may provide some or all of the power used to charge the electric vehicle power cell.
Personal transport vehicles such as gasoline-powered scooters and motorbikes are everywhere in many places, such as the densely populated areas found in many large cities in Asia. Such scooters and / or motorbikes tend to be relatively inexpensive to acquire, register and maintain, especially compared to passenger cars, automobiles or trucks. Also, in a large city with a large number of internal combustion engine scooters and / or motorbikes, high levels of air pollution can occur and air quality for all people living and working in metropolitan areas is likely to deteriorate. Many internal combustion engine scooters and / or motorbikes provide a relatively low source of personal transport when new. For example, such scooters and / or motorbikes may have a higher fuel economy rating than large vehicles. In addition, some scooters and / or motorbikes may even be equipped with basic pollution control equipment (eg, catalytic converters). Unfortunately, factory-specified exhaust levels quickly exceeded with scooter and / or motorbike aging and the scooter and / or motorbike was modified by the owner (e.g., intentional or non-catalytic converters). Sometimes not maintained (by intentional removal). Scooter and / or motorbike owners or drivers often lack the resources and motives to maintain their vehicles.
Air pollution and consequent degradation of air quality adversely affects human health associated with the development and exacerbation of various diseases (eg, many reports show air pollution as emphysema, asthma, pneumonia, cystic fibers And associated with various cardiovascular diseases). Such diseases kill many lives and severely degrade the quality of life of countless people.
Exhaust gas reduction associated with gasoline-electric hybrid vehicles and all-electric vehicles is extremely beneficial for air quality in densely populated urban areas and therefore tends to improve the health of many populations.
The lack of exhaust for all electric vehicles is well understood and the ability to improve quality of life in large cities is understood, but the adoption of all electric vehicles by a large number of populations has been delayed. A factor that has prevented the wider acceptance and use of hybrid and electric vehicles is the recognition that the effective mileage provided by the electrical energy storage device onboard the vehicle is limited. The electrical energy storage device can include any device capable of storing or generating a charge that can provide at least a portion of the power consumed by the vehicle prime mover. Thus, the electrical energy storage device can include batteries such as lead / oxide, lithium ion, nickel-cadmium. The electrical energy storage device can also include capacitive charge storage devices such as supercapacitors and ultracapacitors. Electrical energy storage devices can also include new electrochemical technologies such as, for example, fuel cell technology using membranes and similar technologies that use hydrolysis to generate current.
Electrical energy storage devices typically include several batteries that are electrically coupled in series and / or in parallel to provide the desired storage capacity and delivery voltage. For example, two 12 volt 50 amp hour batteries are connected in series to provide a 24 volt 50 amp hour “stack”. Four such stacks can be connected in parallel to provide an electrical energy storage device with 24 volt output and 200 amp hour capacity. Although manufacturers of electrical energy storage devices are trying to make each battery to a common “standard”, the fluctuations that occur between the voltage and capacity of each battery are inevitable. In such an example, a battery having a relatively low voltage or relatively low capacity may serve as the “weakest coupling” in the storage device, limiting the useful power output by the electrical energy storage device. .
In addition, most electrical energy storage devices rely on some form of reversible electrochemical reaction to generate current in the discharged state and accept current in the charged state. Many such electrochemical reactions are exothermic and release an amount of thermal energy equivalent or proportional to the current generated by the electrical energy storage device. In order to protect electrical energy storage devices from physical damage, theft, and bad ambient conditions such as rain found in many tropical and subtropical environments, the electrical energy storage devices onboard vehicles are partially or fully sealed. Often placed in a closed housing. Such a hermetically sealed housing can provide physical and environmental protection, but confine at least a portion of the thermal energy released during the discharge of the electrical energy storage device, thereby allowing the interior of the electrical energy storage device and / or A rapid and significant increase in external temperature occurs. Such temperature rise is exacerbated by high outdoor temperature conditions such as those found in many metropolitan areas.
The performance of the electrical energy storage device may be adversely affected by various conditions such as the current charging level, temperature, usage history including elapsed time and number of charging cycles received by the main power storage device. The mileage may vary depending on various other factors or conditions. For example, conditions related to the vehicle (eg, size, weight, torque, maximum speed, resistance coefficient) may affect the travelable distance. Further, for example, the state of the driver or the driver (for example, the frequency of the driver or the driver driving at high speed or quickly accelerating (that is, suddenly starting)) may affect the travelable distance. As yet another example, environmental conditions (e.g., ambient temperature, terrain (e.g., flat, steep)) can affect the mileage.
The power available from the electrical energy storage device typically decreases with temperature. Thus, a vehicle powered by an electrical energy storage device and operated in a higher ambient temperature environment can travel less than the same vehicle operated the same using the same electrical energy storage device in a lower ambient temperature environment Have a distance. Such heating is exacerbated when the electrical energy storage device includes one or more depleted batteries, because such depleted batteries typically emptied earlier and their As a result, it produces a larger heat output side effect than the surrounding batteries. Ensuring sufficient and predictable mileage is an important first step in facilitating wide acceptance of electric vehicles. This is especially true when it is assumed that the main power or energy storage device can be replaced or refilled and that the vehicle can reach a place where such replacement or refill is possible.
The approach described herein can address some of the problems that limit the adoption of zero exhaust technology, especially in crowded cities and limited populations. In particular, the approach described herein addresses the problems associated with temperature monitoring of electrical energy storage devices and adjusting one or more operating parameters of one or more vehicle systems accordingly.
For example, some of the techniques described herein limit vehicle operation (eg, speed, acceleration) depending on the electrical energy storage device temperature profile that indicates a decrease in charge capacity or power supply, and the vehicle's mileage Can be effectively increased.
In addition, the operation of electric vehicle accessories (eg air conditioning, heating, thawing, lighting, audio systems, power windows, power locks, seat heaters, global positioning systems, wireless communication systems, etc.) Depending on the electrical energy storage device temperature profile that indicates a decrease, it may be reduced or otherwise limited to effectively increase the vehicle's mileage.
By reducing or limiting the operation of one or more vehicle systems based on the measured temperature profile of the electrical energy storage device that powers the vehicle, the driver can use the remaining stored energy to power the electrical energy storage device. Prospects for reaching available locations are provided. In one example, the controller controls the operation of one or more power converters as needed to limit the current and / or voltage supplied to the vehicle traction motor or vehicle accessory, to provide an onboard electrical energy storage device. It is possible to guarantee a sufficient cruising distance to reach a place with power available for recharging. In another example, the controller controls the operation of one or more power converters as necessary to limit the current and / or voltage supplied to the vehicle traction motor or vehicle accessory, so that the installed electrical energy It is possible to guarantee a sufficient travel distance to reach a place where a replacement electrical energy storage device for replacement with the storage device is available.
In at least some examples, lowering the temperature of the electrical energy storage device adds energy available to the vehicle prime mover. The additional energy made available by changing the temperature profile of the electrical energy storage device can be allocated or distributed to one or more vehicle systems. Such use includes, but is not limited to, changing the prime mover torque / power curve to enhance vehicle performance, enabling one or more onboard systems, and the like.
An electrical energy storage device temperature compensation system includes a plurality of temperature sensors respectively measuring respective temperatures at positions in the vehicle electrical energy storage device, and a plurality of temperature sensors communicatively coupled to each of the plurality of temperature sensors. At least one controller receiving one or more process variable signals from the controller, each process variable signal including data indicative of a temperature detected by a respective temperature sensor, and communicatively coupled to the at least one controller. A controller-readable machine-executable instruction set stored in a persistent storage medium, wherein when executed by at least one controller, at least one controller, at least for each of a plurality of temperature sensors Determine the detection temperature of each And determining, for each of the several temperature sensors, a first difference between the detected temperature and at least one temperature threshold logically associated with the respective temperature sensor, At least in part responsive to the determined first difference for each of the at least some temperature sensors, causing the communication interface to provide at least one control variable signal output and adjusting at least one vehicle system power consumption; At least one control variable signal output that includes one parameter can be summarized to include an instruction set that causes at least one vehicle system to communicate.
At least one parameter of at least one control variable signal output depending on a first difference determined for the controller readable machine executable instruction set to the at least one controller and to each of the several temperature sensors. The stepwise parameter adjustment can each change the power consumption of the respective vehicle system. A controller readable machine executable instruction set causes at least one controller to further measure the power consumption of one or more vehicle systems, and the criticality of one or more vehicle systems for user safety and regulatory compliance. ) To evaluate the importance of one or more vehicle systems to the remaining vehicle mileage where an existing vehicle electrical energy storage device can be used, and to evaluate the importance of one or more vehicle systems to vehicle performance One or more vehicle systems based on, at least in part, identifying a non-critical vehicular system and based at least in part on a determined first difference of at least some of the temperature sensors Power consumption is rated critical for identified non-critical vehicle systems, vehicle performance One or more vehicle systems, and may include the rest of the selective additional instructions to adjust down to the vehicle travel distance in the order of one or more vehicle systems were evaluated as critical. A controller readable machine-executable instruction set uses at least one control variable signal to at least one controller and in response to determining a decrease in temperature detected by the one or more temperature sensors. One or more vehicle systems rated as critical to the remaining vehicle mileage, one or more vehicle systems rated critical to vehicle performance, and identified non-critical Additional instructions may be included to selectively adjust up in the order of the vehicle system. A controller-readable machine-executable instruction set that causes at least one controller to determine a detected temperature change over a predetermined period for each of the plurality of temperature sensors is further provided to at least one controller of at least two of the plurality of temperature sensors. The average electrical energy storage device temperature may be determined by averaging the detected temperatures of the two temperature sensors. A controller-readable machine-executable instruction set that causes at least one controller to determine a detected temperature change over a predetermined period for each of the plurality of temperature sensors is further provided to at least one controller of at least two of the plurality of temperature sensors. The detected temperature provided by the two temperature sensors may be used to determine the component temperature of the electrical energy storage device component. A controller readable machine-executable instruction set is determined by causing at least one controller to further determine a rate of temperature change logically associated with each of at least some of the plurality of temperature sensors. Additional instructions may be included to determine a second difference between the temperature change rate and one or more predetermined temperature change rate thresholds logically associated with each temperature sensor. A controller readable machine executable instruction set is provided to the at least one controller and further to at least one control variable signal in response to the determined second difference of at least some of the plurality of temperature sensors. At least one parameter of the output may be adjusted stepwise, and each stepwise parameter adjustment may include additional instructions that change the power consumption of the respective vehicle system. The controller readable machine executable instruction set further allows at least one controller to measure the power consumption of one or more vehicle systems and assesses the importance of one or more vehicle systems for user safety and regulatory compliance. Non-critical, assessing the importance of one or more vehicle systems to the remaining vehicle mileage where existing vehicle electrical energy storage devices can be used, and assessing the importance of one or more vehicle systems to vehicle performance One or more vehicles using the at least one control variable signal parameter when identifying a vehicle system and determining that the increase in temperature change rate exceeds one or more predetermined temperature change rate thresholds System power consumption, identified non-critical vehicle systems, one or more rated critical to vehicle performance Vehicle system, in order of the remaining one or more vehicle systems that are rated as critical to the vehicle travel distance, may include additional instructions that selectively adjusted downward. When the controller-readable machine-executable instruction set determines that at least one controller has further reduced the temperature change rate beyond one or more predetermined temperature change rate thresholds. Using control variable signal parameters, the power consumption of one or more vehicle systems, one or more vehicle systems rated critical for the remaining vehicle mileage, one or more evaluated critical for vehicle performance Additional instructions for selectively up-regulating the vehicle systems in the order of the identified non-critical vehicle systems. A controller readable machine executable instruction set further provides at least one portion of data indicative of a detected temperature change determined over a predetermined time interval for each of the plurality of temperature sensors to at least one controller. Additional instructions may be included for storage on a persistent storage medium coupled to the. A controller readable machine executable instruction set is further added to cause at least one controller to store at least a portion of data indicative of at least one vehicle operating parameter in a persistent storage medium coupled to the vehicle electrical energy storage device. Instructions may be included. A controller readable machine executable instruction set further provides at least one portion of data indicative of the determined detected temperature change (dT / dt) over time logically associated with the respective temperature sensor to at least one controller. Additional instructions may be included for storage on a persistent storage medium coupled to the vehicle electrical energy storage device. A controller readable machine executable instruction set is further added to cause at least one controller to store at least a portion of data indicative of at least one vehicle operating parameter in a persistent storage medium coupled to the vehicle electrical energy storage device. Instructions may be included.
An electrical energy storage device temperature compensation system is communicatively coupled to each of the plurality of temperature sensors, each of the plurality of temperature sensors measuring each temperature at a location within the vehicle electrical energy storage device, and each of the plurality of temperature sensors At least one controller that receives one or more process variable signals from the controller, each of the process variable signals communicatively coupled to at least one controller including data indicative of a temperature detected by a respective temperature sensor A controller-readable machine-executable instruction set stored in a stored persistent storage medium, wherein when executed by at least one controller, the at least one controller, for each of a plurality of temperature sensors, Let the detection temperature of Determining a first difference between the detected temperature and at least one temperature threshold logically associated with the respective temperature sensor, determining a respective temperature change rate, and determining the determined temperature change rate; Determining a second difference from at least one predetermined temperature change rate threshold logically associated with a plurality of temperature sensors, and determining each of at least some temperature sensors of the several temperature sensors. At least one control variable signal output is provided at the communication interface in response to the difference of 1, and in response to a second difference determined for each of at least some of the temperature sensors. Passing at least one control variable signal output including at least one parameter to adjust power consumption of the vehicle system to the at least one vehicle system. It can be summarized as including a set of instructions to be.
An electrical energy storage device temperature compensation controller is a first signal interface for receiving a number of process variable signals generated by each of a number of temperature sensors, each process variable signal being a vehicle electrical energy storage device A first signal interface including data indicative of the temperature at each of the locations, and a second signal interface for outputting several control variable signals, each control variable signal comprising one vehicle system A second signal interface including at least one parameter for adjusting power consumption; at least one processor communicatively coupled to the first signal interface and the second signal interface; and communicable to the at least one processor. Combined and executed by at least one processor At least one processor, each of the several temperature sensors determines a respective detected temperature, and each of the several temperature sensors is logically associated with the detected temperature and the respective temperature sensor. Determining at least one control variable in response to the determined first difference for each of at least some of the temperature sensors. A processor-readable machine-executable instruction set for causing a communication interface to provide at least one control variable signal output that includes at least one parameter that provides a communication output and adjusts power consumption of at least one vehicle system. Can be summarized to include persistent storage media.
A processor readable machine executable instruction set further causes the at least one processor to determine a rate of temperature change for each of at least some of the temperature sensors, the determined rate of temperature change, and A second difference from one or more predetermined temperature change rate thresholds logically associated with each temperature sensor may be determined. The controller readable machine executable instruction set further includes at least one control variable depending on a first difference determined for each of the temperature sensors of at least one of the temperature sensors. At least one parameter of the signal output may be adjusted stepwise, and each stepwise parameter adjustment may change the power consumption of the respective vehicle system. A controller-readable machine-executable instruction set further allows at least one controller to measure the power consumption of one or more vehicle systems and assesses the importance of one or more vehicle systems for user safety and regulatory compliance Non-critical, assessing the importance of one or more vehicle systems to the remaining vehicle mileage where existing vehicle electrical energy storage devices can be used, and assessing the importance of one or more vehicle systems to vehicle performance A vehicle system is identified and the power consumption of one or more vehicle systems is identified using at least one control variable signal in response to a determination of an increase in temperature detected by the one or more temperature sensors. Non-critical vehicle systems, one or more vehicle systems rated critical for vehicle performance, remaining vehicles Row distance may be selectively adjusted downward in the order of one or more vehicle systems that were evaluated as critical for. The controller readable machine executable instruction set further uses at least one control variable signal to at least one processor in response to determining a decrease in temperature detected by the one or more temperature sensors. One or more vehicle systems rated as critical to the remaining vehicle mileage, one or more vehicle systems rated critical to vehicle performance, identified non-critical vehicles It may be selectively adjusted upward in the order of the system.
An electrical energy storage device temperature compensation method determines, by at least one controller, respective detected temperatures of a plurality of temperature sensors disposed in the vehicle electrical energy storage device, and several temperature sensors of the plurality of temperature sensors. Determining a first difference between the detected temperature determined for each of the temperature sensors and at least one temperature threshold logically associated with the respective temperature sensors; and at least some of the several temperature sensors. At least one control including providing at least one control variable signal output to the communication interface and at least one parameter adjusting power consumption of the at least one vehicle system in response to a first difference determined to each; Summing the variable signal output to at least one vehicle system. Ur.
The method further includes determining a temperature change rate for each of at least some of the plurality of temperature sensors, the determined temperature change rate, and one logically associated with each temperature sensor. Determining a second difference from one or more predetermined temperature change rate thresholds. The method further stepwise adjusts at least one parameter of the at least one control variable signal output in response to the difference determined for each temperature sensor of at least some of the number of temperature sensors. The adjustment includes changing the power consumption of each vehicle system. The method further includes measuring power consumption of the one or more vehicle systems, evaluating the importance of the one or more vehicle systems for user safety and regulatory compliance, and existing vehicle electrical energy storage devices. Assessing the importance of one or more vehicle systems to the remaining available vehicle mileage, assessing the importance of one or more vehicle systems to vehicle performance, and identifying non-critical vehicle systems And using at least one control variable signal to determine power consumption of one or more vehicle systems in response to a determination of the temperature rise detected by each of at least some of the temperature sensors. , Identified non-critical vehicle systems, one or more vehicle systems that are rated critical to vehicle performance, and the remaining vehicle can run It may include a step of selectively adjusted downward in the order of one or more vehicle systems that are rated as critical to distance. The power battery temperature compensation method further uses one or more control variable signals in response to a determination of a temperature drop detected by each of at least some of the temperature sensors. Of one or more vehicle systems rated as critical to the remaining vehicle mileage, one or more vehicle systems rated critical to vehicle performance, and identified non-critical vehicle systems Selectively upwardly adjusting in order.
In the drawings, identical reference numbers indicate similar elements or acts. The sizes and relative positions of elements in the drawings are not necessarily drawn to scale. For example, the shapes and angles of the various elements are not drawn to scale, and some of such elements are arbitrarily enlarged to improve the readability of the drawings. Furthermore, the particular shape of the drawn element did not convey any information about the actual shape of the particular element, but was simply selected to facilitate recognition in the drawing.
1 is an isometric partial exploded view of an electric vehicle including some or all of the various components or structures described herein, according to one non-limiting exemplary embodiment. FIG. An isometric view of an exemplary electrical energy storage device with several temperature sensors suitable for use as a power source in an electric vehicle in the manner described herein, according to one non-limiting embodiment. It is. FIG. 2 is a block diagram of some of the components or structures of the vehicle of FIG. 1 according to one non-limiting exemplary embodiment. FIG. 2 is another block diagram of some of the components or structures of the vehicle of FIG. 1 according to one non-limiting exemplary embodiment. Overview of an environment including one or more locations for exchanging, acquiring or supplementing energy or power storage devices and a back-end system communicatively coupled by a communications infrastructure, according to one non-limiting exemplary embodiment. FIG. Manipulating the components or structures of FIGS. 2-4 to control the operation of one or more electric vehicle systems to maintain a desired temperature within the electrical energy storage device, according to one non-limiting exemplary embodiment. 2 is a flow diagram illustrating an advanced method. Desirability of an electrical energy storage device that operates the components or structures of FIGS. 2-4 to control the operation of one or more electric vehicle systems to power a vehicle, according to one non-limiting exemplary embodiment. 5 is a flow diagram illustrating an advanced method for maintaining the rate of temperature change. Power to several vehicle systems by manipulating the components or structures of FIGS. 2-4 to measure power consumption and assess the importance of the vehicle system, according to one non-limiting exemplary embodiment. 2 is a flow diagram illustrating an advanced method for selectively controlling assignments. Manipulating the components or structures of FIGS. 2-4 according to one non-limiting exemplary embodiment to select power allocation to several vehicle systems based on evaluated importance and predetermined organizational hierarchy 3 is a flow diagram illustrating an advanced method for reducing the power. Manipulating the components or structures of FIGS. 2-4 according to one non-limiting exemplary embodiment to select power allocation to several vehicle systems based on evaluated importance and predetermined organizational hierarchy 3 is a flow diagram showing an advanced method of incrementally increasing.
In the following description, certain specific details are set forth in order to provide a thorough understanding of various disclosed embodiments. However, those skilled in the art will appreciate that the embodiments may be practiced without one or more such specific details, or by other methods, components, materials, and the like. In other examples, sales equipment, batteries, supercapacitors, ultracapacitors, transformers, rectifiers, DC / DC power converters, switch mode power conversions are avoided to avoid unnecessarily obscuring the description of the embodiments. Well-known structures associated with power converters, controllers, and communication systems, structures and networks, including but not limited to the above, are not shown or described in detail.
Unless otherwise required by the context, throughout the following specification and claims, the words “comprise” and its variations, such as “comprises” and “comprising”, are open inclusion “including, but not limited to”. Should be interpreted in a meaningful way.
Reference throughout this specification to “one embodiment” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. Thus, the use of the phrases “in one embodiment” or “in an embodiment” in various places throughout this specification are not necessarily all referring to the same embodiment.
The use of ordinal numbers such as first, second, third, etc. does not necessarily imply order grading, but may simply distinguish multiple examples of actions or structures.
Reference to a portable power storage device or electrical energy storage device refers to any device that can store power and discharge stored power, including but not limited to batteries, super or ultracapacitors. Reference to a battery means a chemical storage battery, such as a rechargeable or secondary battery including but not limited to a nickel cadmium alloy or a lithium ion battery.
The headings and summary of disclosure provided herein are for convenience only and do not interpret the scope or meaning of the embodiments.
FIG. 1 shows an electric vehicle 100. In at least some embodiments, electric vehicle 100 may include a vehicle (eg, a gasoline / electric hybrid vehicle) that is partially powered using stored electrical energy. In at least some embodiments, electric vehicle 100 may include a personal transport vehicle such as the electric scooter shown in FIG.
As mentioned above, internal combustion engine scooters and motorbikes are common in many large cities, for example in Asia, Europe and the Middle East. By addressing performance or efficiency issues associated with the use of electrical energy storage devices (eg, secondary batteries) as the primary or primary energy source for vehicles, all-electric scooters and motorbikes instead of internal combustion engine scooters and motorbikes The use of 108 is facilitated, thereby reducing air pollution and noise.
The electric vehicle 100 has a frame 102, wheels 104a, 104b (collectively 104), and a handlebar 106 with user control mechanisms such as a throttle 108, a brake lever 110, and a direction indicator 112, all of which are A conventional design may be used. Electric vehicle 100 also includes a power system 114 that stores traction motor 116 coupled to drive at least one of wheels 104b and at least electrical energy that powers traction motor 116. There may be one electrical energy storage device 118 and a control circuit 120 that controls the allocation of energy between at least the electrical energy storage device 118 and the traction motor 116.
Traction motor 116 can take a variety of forms, but is typically a permanent magnet induction motor capable of generating sufficient output (watts or horsepower) and torque to drive the assumed load at the desired speed and acceleration. . Traction motor 116 may be any conventional motor that can operate in drive mode and also in regenerative braking mode. In the drive mode, the traction motor consumes electrical energy to drive the wheels. In the regenerative braking mode, the traction motor acts as a generator, generates a current according to the rotation of the wheels, and generates a braking effect that decelerates the vehicle.
The electrical energy storage device 118 that powers the electric vehicle 100 can be in various forms (eg, one or more batteries (eg, a battery cell array), one or more supercapacitors (eg, a supercapacitor battery array), one The above ultracapacitor (for example, an ultracapacitor battery array) can be taken. For example, the electrical energy storage device 118 may take the form of a rechargeable battery (ie, a secondary battery or battery).
Rechargeable batteries include any current or future developed energy storage devices including, but not limited to, lead / acid batteries, nickel / cadmium batteries, lithium ion batteries, thin film lithium batteries, nickel / metal hydride batteries, etc. It is done. In at least some embodiments, the electrical energy storage device 118 is sized to physically fit and power the personal transport vehicle 100, such as a scooter or motorbike, allowing for easy replacement or replacement. It may be portable. If the demand is likely to be due to transportation applications, the electrical energy storage device 118 would take the form of one or more chemical battery cells.
The electrical energy storage device 118 includes a number of electrical protrusions, contacts, and / or terminals 122a, 122b that are accessible from the exterior of the electrical energy storage device 118 (the two are collectively referred to as "terminals 122"). ). The terminal 122 allows the electric energy storage device 118 to send charges to and from the electric energy storage device 118 for charging and discharging of the electric energy storage device 118. Although shown as a post in FIG. 1, the terminal 122 may take any other form accessible from the exterior of the electrical energy storage device 118, including the terminal 122 positioned within the slot of the battery housing. In at least some embodiments, the terminal 122 may be disposed in a recess such as a cup or slot outside the electrical energy storage device 118 to reduce the possibility of accidental shorting of the electrical terminal 122 during operation. Good.
As will be shown and described in more detail later, the control circuit 120 includes various components for converting, adjusting, and controlling the flow of electrical energy within various systems mounted on the vehicle 100. Specifically, the control circuit 120 can control the flow of energy between the electrical energy storage device 118 and the traction motor 116. In at least some embodiments, the control circuit 120 monitors one or more electrical energy storage device 118 parameters (voltage, current, temperature, charge level, cycle, temperature, etc.) and monitors the one or more electrical energy storage devices. The distribution of energy from 118 to various vehicle systems can be changed, adjusted, or controlled. The control circuit 120 may perform such energy distribution in a predetermined manner that corresponds to one or more electrical energy storage device parameters.
FIG. 2 illustrates an exemplary electrical energy storage device 118. The electrical energy storage device 118 may be any number of individual energy storage batteries 202a-202n (collectively "storage batteries 202") arranged in electrical series or parallel to provide a desired voltage and / or energy storage capacity. ). For example, three “AA” size 3.6 volt rechargeable batteries 202a-202c electrically coupled in series can form a 10.8 volt battery stack 204a. Any number of such storage battery stacks 204a-204n (collectively "storage battery stacks 204") are electrically coupled in parallel and sealed within housing 206 to provide an electrical energy storage device 118 having a predetermined energy storage capacity. Configure. For example, the 3.6 volt rechargeable storage battery 202 of the above example is rated for 5,000 milliamp-hours (mAh) each, and 30 such storage battery stacks 204 are connected in parallel to provide an electrical energy storage device 118. When configured, the electrical energy storage device 118 has a rating of about 10.8 volts and about 150,000 mAh.
Thus, each electrical energy storage device 118 may include tens or even hundreds of individual storage batteries 202 that are electrically coupled to the terminal 122. Although manufactured to predetermined physical and electrical specifications, variations of each storage battery 202 may occur during manufacture of the electrical energy storage device 118 and subsequent use or operation. Such variations include variations in battery discharge voltage, storage capacity, and the like. An exhausted storage battery 202 with a reduced storage capacity or discharge voltage tends to generate a higher discharge current and greater heat output than a storage battery 202 with normal discharge voltage and storage capacity. When embedded in the electrical energy storage device 118, most of the thermal energy released from such a depleted battery 202 is not dissipated by movement to the housing 206 and / or the external environment and is confined to the electrical energy storage device. Will remain. Such heat generation is often not perceived by the temporary user of the device and is therefore not noticed until the electrical energy storage device 118 fails. In some cases, such a failure causes the housing 206 to rupture.
The energy released from the electrical energy storage device 118 is a function of a number of variables including the temperature of the electrical energy storage device 118. The temperature of the electrical energy storage device 118 depends on both the ambient temperature at which the electrical energy storage device is used and the thermal energy released when the electrical energy storage device 118 is operating. In general, the greater the electrical load on electrical energy storage device 118, the greater the temperature rise of the electrical energy storage device, generally faster. Attenuated or exhausted storage battery 202 discharges faster than other storage batteries 202 that have not been attenuated or consumed. Such fast discharge of the depleted storage battery 202 can cause local heat generation within the electrical energy storage device 118.
Thus, monitoring the temperature conditions throughout the electrical energy storage device 118 can provide an important perspective on the performance of the electrical energy storage device 118 and the expected remaining life of the electrical energy storage device 118. In at least some examples, the logical performance of the electrical energy storage device 118 is logically related to the operating conditions experienced by the electrical energy storage device 118, thereby providing an important Can provide information.
Several temperature sensors 210a-210n (collectively “temperature sensors 210”) may be positioned in, on and around the electrical energy storage device 118, or otherwise arranged. In some examples, the temperature sensor 210 in the electrical energy storage device 118 can measure a power cell temperature that cannot be obtained using the temperature sensor 210 attached only externally. In some examples, a temperature sensor 210 positioned near the electrical energy storage device housing 206 can measure the temperature of the case or housing 206 that encloses the electrical energy storage device 118. The temperature sensor 210 may include one or more contact temperature sensors, non-contact temperature sensors, or combinations thereof. The temperature sensor 210 may include any currently or future developed device that can provide a detectable signal output that indicates or represents the temperature of the temperature sensor 210. Such temperature sensors 210 may include thermocouples, resistive temperature devices (“RTD”), thermistors, silicon-based sensors, or combinations thereof. In some examples, some or all of the temperature sensors 210 within the electrical energy storage device 118 may be communicatively coupled to each other and / or to an external device (eg, the control circuit 120) in a wired or wireless manner. The temperature sensor 210 may be disposed within or otherwise positioned within the electrical energy storage device 118 to measure the temperature of various locations, points, zones or regions within the electrical energy storage device 118.
In at least some examples, one or more persistent storage devices 220 are physically and communicatively coupled to electrical energy storage device 118. One or more persistent storage devices 220 may include persistent memory, non-persistent memory, or any combination thereof. In at least some examples, temperature information provided by some or all of the temperature sensors 210 may be stored or otherwise maintained in a persistent memory portion of such persistent storage device 118. Good. In at least some examples, the electrical energy storage device 118 can provide all or a portion of the power consumed by some or all of the temperature sensor 210 and the persistent storage device 220.
In at least some examples, one or more communication interfaces may be communicatively coupled to persistent storage device 220. In some examples, persistent storage device 220 may include a wired communication interface 222. In some examples, persistent storage 220 can include a wireless communication interface 224. The communication interface allows one-way or two-way exchange of data between the persistent storage device 220 and one or more external devices such as the control circuit 120. In some examples, persistent storage 220 can receive data indicative of one or more vehicle operating parameters via a communication interface. Such data may include information regarding throttle position, location, braking, cornering, acceleration, refilling and / or auxiliary system usage, and the like. In at least some examples, the output of one or more temperature devices 210 may be logically associated with vehicle operating parameter data stored in persistent storage device 220. Such logical relationships between vehicle operating parameter data and electrical energy storage device temperature data are analyzed and used to provide a weakened and / or worn power battery 202, power battery stack 204, and / or electrical energy. The storage device 118 can be identified.
FIG. 3 illustrates a portion of an electric vehicle 100 according to one illustrated embodiment. In particular, FIG. 3 illustrates an implementation that uses a number of temperature sensors 210 disposed within the electrical energy storage device 118 to provide data indicative of temperature conditions within the electrical energy storage device 118 to the control circuit 120. The form is shown. In response to receiving data indicative of a temperature condition within the electrical energy storage device 118, the control circuit adjusts power delivery and / or distribution between the vehicle systems to change, adjust or adjust the temperature condition within the electrical energy storage device 118. Control, thereby maximizing the available charge remaining in the electrical energy storage device 118.
As shown, the traction motor 116 has a shaft 304 that is coupled directly or indirectly to drive at least one wheel 104 b of the electric vehicle 100. Although not shown, a transmission (eg, chain, gear, universal joint) may couple traction motor 116 to wheel 104b.
The control circuit 120 can take a wide variety of arbitrary forms, typically including a controller 304, one or more power converters 306a-306d (four shown), and / or sensors S TB , S VB , S IB , S TC , S VC , S IC , S TM , S VM , S IM and S RM may be included.
As shown in FIG. 3, the control circuit 120 may include a first DC / DC power converter 306a that supplies energy from the electrical energy storage device 118 to the traction motor 116 in a drive mode or configuration. The first DC / DC power converter 306 a can raise the voltage of the electrical energy from the electrical energy storage device 118 to a level sufficient to drive the traction motor 116. For example, the first DC / DC power converter 306a may take various forms (eg, an unregulated or regulated switch mode power converter) and may or may not be insulated. For example, the first DC / DC power converter 306a may take the form of a regulated boost switch mode power converter or a buck boost switch mode power converter.
The control circuit 120 includes a DC / AC power converter 306b, commonly referred to as an inverter, that supplies energy from the electrical energy storage device 118 to the traction motor 116 via the first DC / DC converter 306a in a drive mode or configuration. There is. The DC / AC power converter 306b may invert the power from the first DC / DC converter 206a to an AC waveform suitable for driving the traction motor 116. The AC waveform may be single-phase or multi-phase, for example, two- or three-phase AC power. The DC / AC power converter 306b may take various forms (eg, an unregulated or regulated switch mode power converter) and may or may not be insulated. For example, the DC / AC power converter 306b may take the form of a regulated inverter.
Control signals C 1 and C 2 provided by controller 304 each control one or more operating modes of first DC / DC power converter 306a and DC / AC power converter 306b. For example, the controller 304 or some intermediate gate drive circuit provides a pulse width modulated gate drive signal to switch the first DC / DC and / or DC / AC power converters 306a, 306b (eg, metal oxide The operation of a physical semiconductor field effect transistor (MOSFET) or bipolar insulated gate transistor (IGBT) can be controlled.
As shown in more detail in FIG. 3, the control circuit 120 may include an AC / DC power converter 306c, commonly referred to as a rectifier, that couples the traction motor 116 in a braking or regenerative braking mode or configuration. The electric power generated thereby is supplied to the electrical energy storage device 118. The AC / DC power converter 306 c may rectify the alternating current waveform generated by the traction motor 116 to a direct current suitable for charging at least the electrical energy storage device 118. The AC / DC power converter 306c may take various forms (eg, a full bridge passive diode rectifier, a full bridge active transistor rectifier).
The control circuit 120 may also include a second DC / DC power converter 306d that electrically couples the traction motor 116 to the electrical energy storage device 118 via the AC / DC power converter 306c. The second DC / DC power converter 306 d may reduce the voltage of the power generated by the traction motor 116 to a level suitable for the electrical energy storage device 118. For example, the second DC / DC power converter 306d may take various forms (eg, an unregulated or regulated switch mode power converter) and may or may not be insulated. For example, the second DC / DC power converter 306d may take the form of a regulated buck switch mode power converter, a synchronous buck switch mode power converter, or a buck boost switch mode power converter.
The AC / DC power converter 306c and the second DC / DC power converter 306d are controlled by control signals C 3 and C 4 supplied by the controller 304, respectively. For example, the controller 304 or some intermediate gate drive controller provides a pulse width modulated gate drive signal to switch the AC / DC and / or second DC / DC power converters 306c, 306d (eg, MOSFET, IGBT). The operation may be controlled.
The controller 304 may take various forms that may include one or more integrated circuits, integrated circuit components, analog circuits, or analog circuit components. As shown, the controller 304 includes a non-transitory computer or processor readable memory such as a microcontroller 320, read only memory (ROM) 322, and / or random access memory (RAM) 324, and optionally One or more gate drive circuits 326 may be included.
The microcontroller 320 executes one or more machine-executed instruction sets or logic that changes, adjusts, or controls one or more aspects of operation of the power system and may take a variety of forms. For example, the microcontroller 320 may be a microprocessor, a programmed logic controller (PLC), a programmable gate array (PGA) such as a field programmable gate array (FPGS), an application specific integrated circuit (ASIC), or other such micro It may take the form of a controller device. ROM 322 may take any of a variety of forms capable of storing processor execution instructions and / or data for implementing control logic. The RAM 324 may take any of a variety of forms that can temporarily hold processor-executed instructions or data. Microcontroller 320, ROM 222, RAM 324, and optionally gate drive circuit 326 may be coupled by one or more buses (not shown) including a power bus, an instruction bus, a data bus, an address bus, and the like. Alternatively, the control logic may be implemented with an analog circuit.
The gate drive circuit 326 may take any of a variety of forms suitable for driving a switch (eg, MOSFET, IGBT) of the power converter 306 with a drive signal (eg, a PWM gate drive signal). Although shown as part of controller 304, one or more gate drive circuits may be intermediate between controller 304 and power converter 306.
The controller 304 may receive process variable signals S TB , S VB , S IB , S TC , S VC , S IC , S TM , S VM , S IM , S RM from one or more sensors. The controller 304, via one or more sets of control logic, uses data contained in at least some of the signals as process variable inputs that are useful for generating one or more control variable signal outputs C S1 -C SN. May be used. Such control variable signal outputs C S1 -C SN may help to control energy consumption, energy distribution, and / or energy allocation to one or more vehicle systems. For example, in response to receiving a process variable signal S TB indicating an electrical energy storage device temperature that exceeds one or more predetermined thresholds, the controller 304 generates one or more control variable signal outputs C S1 -C SN . Thus, the energy allocated to one or more vehicle systems may be changed, adjusted, controlled or limited. By reducing the energy required of the electrical energy storage device 118 by the vehicle system, the temperature of the electrical energy storage device 118 can be lowered. By reducing the temperature of the electrical energy storage device 118, the available energy stored in the electrical energy storage device available to the vehicle system can be increased.
In at least some examples, the process variable signal S TB may include data indicative of temperatures collected by any number of temperature sensors 210 in, on or around the electrical energy storage device 118. For example, data indicating the temperature collected using the temperature sensors 210a-210n may be communicated to the controller 304 in a wired or wireless manner by a process variable signal STB .
An electrical energy storage device voltage sensor positioned to detect the voltage across the electrical energy storage device 118 can generate and transmit a process variable signal S VB that includes data indicative of the voltage detected by the electrical energy storage device 118. .
An electrical energy storage device current sensor positioned to detect the current of the electrical energy storage device 118 can generate and transmit a process variable signal S IB that includes data indicative of the current detected by the electrical energy storage device 118.
A power converter temperature sensor positioned to detect one or more temperatures of the power converter 306 or the surrounding environment near the power converter 306 is data indicative of a respective detected temperature at the one or more power converters 306. It may generate and transmit a process variable signal S TC containing.
A power converter voltage sensor positioned to detect the voltage across one or more of the power converters 306 generates a process variable signal S VC that includes data indicative of the detected voltage at the one or more power converters 306. And can be sent.
A power converter current sensor positioned to detect current in one or more of the power converters 306 generates and transmits a process variable signal S IC that includes data indicative of the detected charge in the one or more power converters 306. it can.
A traction motor temperature sensor positioned to detect the temperature of the traction motor 116 or the surrounding environment near the traction motor 116 can generate and transmit a process variable signal STM that includes data indicative of the detected temperature at the traction motor 116.
A traction motor voltage sensor positioned to detect the voltage across traction motor 116 can generate and transmit a process variable signal S VM that includes data indicative of the detected voltage at traction motor 116.
A traction motor current sensor positioned to detect the current flowing through the traction motor 116 can generate and transmit a process variable signal SIM that includes data indicative of the detected current in the traction motor 116.
A traction motor rotation sensor positioned to detect the rotation speed of the traction motor 116 receives a process variable signal SRM that includes data indicative of the detected rotation speed of the traction motor 116 (eg, revolutions per minute or “RPM”). Can be generated and sent.
As discussed herein, the controller 304 is driven by one or more of the process variable signals S TB , S VB , S IB , S TC , S VC , S IC , S TM , S VM , S IM , S RM . The provided data can be used to control one or more operational aspects of one or more vehicle systems. In particular, in response to detecting or sensing a change in the electrical energy storage device temperature process variable signal that exceeds one or more predetermined thresholds, the controller 304 operates the power consumption of one or more vehicle systems. Aspects can be changed, adjusted, or controlled.
For example, in response to receiving data indicating an increase in electrical energy storage device temperature, for example, the controller 304 may generate one or more control variable output signals to cause an operational aspect such as power consumption of one or more vehicle systems. Can be reduced. In some examples, such a reduction in power consumption operational aspects may be in the form of a limit on the energy available to a particular vehicle system. In some examples, such energy limitation and / or power allocation changes may be in the form of step changes, where energy available to the vehicle system and / or power consumption of the vehicle system. Decreases in discrete steps depending on the magnitude of the deviation between the detected electrical energy storage device temperature and one or more predetermined thresholds. By reducing the energy available to one or more vehicle systems and / or the power consumption of one or more vehicle systems, the load on the electrical energy storage device is reduced, thus reducing the temperature of the electrical energy storage device.
In another example, in response to receiving data indicating a decrease in electrical energy storage device temperature, the controller 304 generates one or more control variable output signals to allocate energy and / or to one or more vehicle systems. Alternatively, the power consumption operation mode of one or more vehicle systems may be enhanced. In some examples, such as increased energy allocation and / or power consumption behavior may be in the form of a step change, where the energy available to the vehicle system and / or the power consumption of the vehicle system is reduced. , Increasing in discrete steps depending on the magnitude of the deviation between the detected electrical energy storage device temperature and one or more predetermined thresholds. Increasing the power consumption of one or more vehicle systems increases the load on the electrical energy storage device and increases the temperature of the electrical energy storage device.
The controller 304 includes either a transmitter and receiver or a transceiver 328. In at least some examples, the transceiver 328 may provide wired and / or wireless communication with components, systems or devices remote from the scooter 100. The transceiver 328 may take a wide variety of forms suitable for providing wired or wireless communication. For example, the transceiver 328 may take the form of a cell phone chipset (also referred to as a radio) and antenna to continue communication with a remote system via a cellular service provider network. The transceiver 328 may implement a wireless communication method other than cellular communication. The communication can include receiving information and / or instructions from the remote system or device and sending information and / or instructions or queries to the remote system or device.
In at least some examples, the transceiver 328 may include one or more devices that can be communicatively coupled to a cellular communication device (eg, a cell phone or smartphone) possessed by a user. Examples of such devices include, but are not limited to, any current or future developed radio frequency communications, such as Bluetooth® devices or near field communication (NFC) devices. In at least some examples, transceiver 328 can be communicatively coupled to one or more external systems or devices via a Bluetooth or NFC connection to a cellular device owned by the user.
The controller 304 may include a global positioning system (GPS) receiver 330 that receives signals from GPS satellites that allow the controller 304 to determine the current position of the scooter 100. In at least some implementations, the GPS receiver 330 may include a GPS chipset without a user display on the scooter 100. A wide variety of any commercially available GPS receiver may be used. The current location or position may be specified by coordinates (for example, longitude and latitude with accuracy within 3 meters). Alternatively, other techniques (eg, triangulation based on three or more cellular towers or base stations) may be used to determine the current location or position of the scooter 100.
The altitude at the current location may be identified or determined based on GPS coordinates. Similarly, altitude changes between the current location and one or more other locations or destinations may be determined using terrain mapping or other structured formats that associate GPS coordinates with altitude. Such an altitude change can be advantageously used in appropriately estimating the travelable distance of the scooter 100. Alternatively or additionally, the scooter 100 may include an altimeter that detects altitude or other sensors (eg, accelerometers) that detect changes in altitude. Such altimeters and sensors may allow the potential energy associated with the relative position of the scooter 100 relative to a slope (eg, uphill, downhill) to determine the estimated travel distance. is there. Such altimeters and sensors can advantageously create a more accurate or estimated mileage and prevent unnecessary limitations on operating performance. For example, if it is found that the scooter 100 is on or near a long hill, the estimated estimated travel distance is increased, the replacement or replenishment location is within the range, and it is not necessary to limit the driving operation. Alternatively, when the scooter 100 is found to be under or near a long hill, the estimated travelable distance determined is reduced, indicating that the nearest replacement or refill position is outside the estimated travelable distance, This restriction is performed earlier than in other cases, and it is guaranteed that the scooter 100 reaches the replacement or refueling place.
FIG. 4 shows a block diagram of a scooter controller 304 that receives process variable signals including data indicative of electrical energy storage device 118 temperature from several temperature sensors 210. FIG. 4 also shows a control variable output signal 406 that is generated by the controller 304 and transmitted to one or more vehicle systems. The vehicle system may include one or more safety critical systems 410, one or more performance critical systems 412, one or more range critical systems 414, and One or more non-critical systems 416 may be included.
The controller 304 can execute one or more sets of machine execution instructions that generate one or more control variable outputs 406 in response to one or more process variable inputs received by the controller 304. In at least some examples, the control variable output 406 may change the power consumption of one or more vehicle systems 410, 412, 414 and / or 416. Such power consumption adjustments, in some examples, are performed by the controller 304 to maximize one or more temperatures within the electrical energy storage device 118 so that the mileage available at the electrical energy storage device 118 is available. It may be maintained within a desired range.
The demands on the electrical energy storage device 118 by each vehicle system 410, 412, 414 and / or 416 are cumulative. Since the temperature of the electrical energy storage device 118 is highly dependent on the temperature of the electrical energy storage device 318, there is an optimal temperature range where the power provided by the electrical energy storage device 118 is maximized. The controller 304 can control the temperature of the electrical energy storage device 118 by changing the demands on the electrical energy storage device 118 by the vehicle system. In at least some embodiments, the controller 304 adjusts the power consumption of one or more vehicle systems up or down in a series of step changes, and correspondingly increases or decreases the temperature in the electrical energy storage device 118. To change. In such a manner, the controller 304 compensates for various conditions inside and outside the electrical energy storage device 118 to maintain the temperature of the electrical energy storage device 118 within a predetermined preferred temperature range. The device 118 can store as much energy as possible.
In at least some examples, the controller 304 at least partially evaluates whether the vehicle system is a safety critical system 410, a performance critical system 412, a mileage critical system 414, and / or a non-critical system 416. Based on, the energy supplied by the electrical energy storage device 118 to one or more vehicle systems may be changed, controlled, adjusted, or changed. For example, in response to detecting an increase in electrical energy storage device temperature, the controller 304 may determine the power consumption of the vehicle system, first the non-critical system 416, the second performance-critical system 412, and the third mileage critical system 414. Finally, the safety critical system 410 can be adjusted downward in order. In another example, in response to detecting a drop in temperature of the electrical energy storage device 118, the controller 304 determines the power consumption of the vehicle system, first the safety critical system 410, the second mileage critical system 414, the third. To the performance critical system 412, and finally the non-critical system 416.
Safety critical systems 410 include, but are not limited to, any vehicle system associated with vehicle user or occupant safety and any vehicle system required to comply with local, regional or federal regulations. Examples of such systems include, but are not limited to, turn indicators, headlights, tail lamps, braking, license lighting lamps, and the like.
Performance critical system 412 includes, but is not limited to, any vehicle system associated with vehicle torque and / or acceleration. Performance critical systems may also include systems used for vehicle steering, braking and starting.
The mileage critical system 414 includes any vehicle system associated with extending or otherwise optimizing the mileage of the vehicle based on the available charge remaining in the electrical energy storage device 118. However, it is not limited to these. Examples of such systems include regenerative braking systems and power converters used to provide charging current to the electrical energy storage device 118.
Non-critical systems 416 include, but are not limited to, any vehicle system that cannot be classified as any of the three other systems. Examples of such systems include, but are not limited to, entertainment systems and non-standard lighting.
In at least some examples, the assessment of whether a particular system is safety critical, performance critical, mileage critical, or non-critical may be in the form of a situational assessment performed by controller 304. For example, during the day, headlight status assessment by the controller 304 can determine that the headlight is unnecessary and therefore non-critical, but at night or difficult to see, the headlight may be subject to user safety or regulatory compliance. Is necessary for. Similarly, when there is environmental precipitation, situation assessment by the controller 304 can determine that the wiper is safety critical, but when there is no environmental precipitation, the wiper is considered non-critical. In at least some examples, such a situation assessment by controller 304 may be based in whole or in part on information and / or environmental data that controller 304 directly obtains (eg, through use of on-board sensors). In other examples, such a situation assessment by the controller 304 is obtained indirectly by the controller 304 (eg, by communicable coupling to one or more external systems or devices that can provide relevant environmental data). It may be based in whole or in part on information and / or environmental data.
In at least some implementations, the controller 304 selectively selects energy available to one or more non-critical, mileage critical, or performance critical vehicle systems to reduce the current from the electrical energy storage device 118. Can be reduced. In general, reducing the current from the electrical energy storage device 118 reduces the heating of the electrical energy storage device 118. In at least some embodiments, reducing the temperature of the electrical energy storage device 118 can increase the available energy stored in the electrical energy storage device 118.
In one implementation, the controller 304 can gradually reduce the energy available to the vehicle system. For example, the controller 304 can control or otherwise limit the energy available to one or more non-critical, mileage-critical, or performance-critical vehicle systems by a certain percentage of the imposed load (eg, , Non-critical vehicle systems with 100 watts (W) load will be stepped down to 10W, 90W, 80W, etc.). In some examples, the controller 304 does not reduce the energy available to the system to a level that may compromise or otherwise threaten the performance, reliability, or lifetime of the vehicle system, but non-critical, mileage Critical or performance critical vehicle systems can be selectively disabled. For example, if the power available to the system is reduced to less than 60W, the aforementioned non-critical 100W load may be damaged. In such an example, rather than reducing the power below 60W, the controller 304 may simply disable the operation of the non-critical vehicle system.
In one implementation, the controller 304 may selectively reduce energy supplied to one or more vehicle systems based on demands imposed by the system. Such a power reduction scheme is beneficial in that it can reduce the energy drawn from the electrical energy storage device 118 to the maximum while limiting the impact of the reduction to a minimum number of vehicle systems. For example, if five non-critical systems have 100 W, 80 W, 60 W, 40 W, and 20 W loads, the controller 304 selectively and gradually reduces the energy available to the system that exerts the maximum load on the electrical energy storage device 118. (Ie, selectively reducing the 100 W load to 80 W). The controller 304 can share a subsequent decrease in the energy available to the vehicle system among multiple systems that exert a maximum load on the electrical energy storage device 118 (ie, reducing two 80 W load systems equal to 60 W).
In at least some embodiments, some or all of the temperature data collected by the temperature sensor 210 may be stored in the persistent storage medium 220 in the form of a temperature profile 430. Further, a real time clock or time keeper internal or external to the electrical energy storage device 118 can provide data representing time of day and data for each temperature measurement stored in the persistent storage medium 220.
In addition, the geolocation coordinates of the vehicle 100 generated by or otherwise provided by the Global Positioning System (“GPS”) network or other global geolocation or triangulation network and / or system are stored in the persistent storage. It may be logically associated with each temperature measurement stored on the medium 220. In some examples, the controller 304 provides full or partial time and date information. Additionally or alternatively, parameter data representing operating parameters of one or more vehicle systems may be stored in persistent storage medium 220 in the form of a temperature operating profile 432. In at least some examples, such vehicle parameter data may be logically associated with some or all of the temperature data stored on the persistent storage medium. By logically associating the vehicle parameter data with the temperature conditions of the electrical energy storage device 118, an important perspective can be provided on the performance of the electrical energy storage device 118 under typical operating conditions. Further, by logically associating the vehicle parameter data with the temperature conditions of the electrical energy storage device 118, an important perspective on the performance of the electrical energy storage device 118 can be provided for each user. By associating the temperature profile of the electrical energy storage device 118 with a particular user, products and services can be sold to the particular user based at least in part on that association. Furthermore, by associating the temperature profile of the electrical energy storage device 118 with a particular user, the rental terms of the electrical energy storage device 118 can be provided to the particular user based at least in part on the association.
FIG. 5 illustrates an environment that includes a station, rack or kiosk 502 for replacing a depleted electrical energy storage device 118 with an at least partially charged electrical energy storage device 504. In at least some implementations, kiosk 502 is communicatively coupled 510 to one or more back-end systems 530 via one or more networks 520.
Although FIG. 5 shows only one kiosk 502, a geographic region (eg, a city, town, county, other region) may include any number of such kiosks 502. Such a kiosk 502 can automatically collect, charge and distribute the electrical energy storage device 118. Alternatively, an individual may place personnel in such a kiosk 502 that manually collect, charge, and dispense electrical energy storage device 118. Typically, each kiosk 502 maintains an inventory 504 of energy or power storage devices, which may be of various charge states and / or conditions. The kiosk 502 provides a replacement point where a user can replace the discharged or depleted electrical energy storage device 118 with a more fully charged electrical energy storage device 118. Such a kiosk 502 network may advantageously increase the user's confidence in the reliability and usefulness of an electric vehicle, such as electric scooter 100 or similar electric vehicle. By increasing user confidence in the reliability of electric vehicles, the wide acceptance of such vehicles is enhanced and beneficial.
The environment 500 includes one or more backend systems 530 that include one or more backend servers 532a (only one shown) configured to track a kiosk 502 that can replace or replenish the electrical energy storage device 118. Including. The backend system 530 includes a persistent medium 534 (eg, a hard disk) that maintains a database of various kiosks 502 and other information structures 536. Such information may include, for example, various kiosk 502 geographic coordinates specified by longitude and latitude and / or specified by address. Such information may also include a current inventory 504 of electrical energy storage devices 118 in stock at each kiosk 502. In some examples, database 536 may include data indicating the number of electrical energy storage devices 118 available at a particular kiosk 502. In some examples, the database 536 may include data indicating the state of charge of the electrical energy storage device 118 available at a particular kiosk 502.
In some examples, the database 536 may include data indicating the temperature profile 430 or temperature performance profile 432 of the electrical energy storage device 118 available at a particular kiosk 502. Importantly, because temperature profile 430 information is available, kiosk 502 and / or back-end system 530 can advantageously identify an electrical energy storage device 118 having a depleted energy storage capacity. By identifying such a depleted electrical energy storage device 118, the user of such a consumable device may receive one or more concessions (eg, rental contract discounts, free “rentals”, or other cash or sales. Promotion proposals) are provided, thereby improving the acceptance of the exchange environment of such electrical energy storage device 118 (i.e., by recognizing the loss of value of the consumed electrical energy storage device). The sense of value that the user receives the storage device is improved).
In other examples, individual user vehicle driving habits can be addressed by using either or both of temperature profile 430 information and / or temperature performance profile 432 information stored in backend system 530. Such an evaluation allows the backend system 530 to generate user-specific promotions and proposals based on how the user operates his vehicle under “real world” conditions. For example, the user may wish to start full throttle (ie, “sudden start”) that consumes a large current in the electrical energy storage device 118. In a driving environment where many such departures are unavoidable (ie, an urban environment), such a user can promote another electrical energy storage device plan when replacing the discharged electrical energy storage device with kiosk 502. You may receive a suggestion. Alternatively, if such a full throttle start is found to impair the estimated life of the electrical energy storage device 118, the estimated lifetime of the electrical energy storage device 118 may be based on such user's driving habits. Higher rental contract costs that reflect a reduction in
Environment 500 is between various components, for example, back-end system 530 and various kiosks 502 and / or one or more vehicles 100 in which electrical energy storage device 118 may be replaced, replaced, or refilled. A communication infrastructure or network 520 may be included that enables or facilitates communication between them. Communication infrastructure 520 may take a wide variety of forms and may include a variety of individual components and systems (eg, wired or optical cable components or systems and / or wireless components or systems). For example, the communication infrastructure 520 may include a mobile communication network provided by a mobile communication service provider that includes a base station. Such a communication infrastructure may enable data communication (eg, communication with the vehicle 100) via a wireless infrastructure. Some of the components may be communicatively coupled via a wired network (eg, a traditional ordinary telephone service (POTS) network). In at least some examples, fixed components such as back-end system 530 and multiple kiosks 502 may be communicatively coupled via a conventional telephone line.
Alternatively, the back-end system 530 and the plurality of kiosks 502 are via the Internet or some other network (eg, extranet, Internet) that may use a wired communication path or channel, a wireless communication path or channel, and / or combinations thereof. May be communicatively coupled.
FIG. 6 illustrates an illustrative temperature compensation method 600 according to one or more embodiments. When the electric vehicle 100 draws electric power from the electric energy storage device 118, the temperature of the electric energy storage device 118 rises. If there is no weak or otherwise depleted power battery 202 in the electrical energy storage device 118, such heating takes the form of an increase in the temperature of the entire electrical energy storage device 118. Such heating is at least partially related to the current demand of various vehicle systems operably coupled to the electrical energy storage device 118. If there is a damped or otherwise depleted power cell 202 in the electrical energy storage device, in addition to the overall temperature increase of the electrical energy storage device 118, the electrical energy near the damped or depleted power cell 202 A local temperature increase may occur that is greater than the overall temperature increase of the storage device 118. In at least some examples, a network of temperature sensors 210 is disposed throughout the electrical energy storage device 118 to both increase the temperature of the entire electrical energy storage device and local heating that may occur in the electrical energy storage device 118. Can be detected. Method 600 begins at 602.
At 604, the temperature of several electrical energy storage devices 118 is measured using any number of temperature sensors 210. Such temperature sensor 210 may include any number of individual or spot temperatures that represent the temperature of the entire electrical energy storage device 118, and / or various individual electrical energy storage batteries, locations, points, zones within the electrical energy storage device 118. Alternatively, the local temperature in the region is measured. Data representing the measured temperature may be combined or analyzed using one or more algorithms. For example, the average of some or all of the measured spots or individual temperatures provides the temperature of the entire electrical energy storage device 118. In another example, a position, point, zone corresponding to the temperature of one or more batteries or battery stacks by combining the measured temperatures of several temperature sensors near one or more power batteries 202 or power battery stack 204 Or a temperature profile of the region may be provided.
At 606, the controller 304 determines one or more first differences. In at least some embodiments, the first difference uses data representing one or more measured or determined temperatures in the electrical energy storage device 118 and one or more respective predetermined thresholds. Can be determined. In at least some implementations, one or more predetermined thresholds may be stored in whole or in part in persistent read only memory 322 and / or persistent random access memory 324.
At 608, the controller 304 generates a control variable signal output 406 based at least in part on the first difference determined at 606. Controller 304 generates control variable signal output 406 using a predetermined control algorithm intended to limit the first difference to an acceptable range. In at least some examples, the control algorithm may include proportional control, integral control, derivative control, or any combination thereof. In some examples, such control algorithms may include time constants and other factors to improve the response of the controller 304.
At 610, the controller 304 communicates the control variable signal output 406 to at least one vehicle system. Control variable signal output 406 adjusts the power consumption of at least one vehicle system. By reducing the power consumption of the at least one vehicle system, the current demand of the electrical energy storage device 118 is reduced, and consequently its temperature output is reduced. The method 600 ends at 612.
FIG. 7 illustrates an illustrative temperature compensation method 700 based on the rate of change of temperature of the electrical energy storage device 118 according to one or more embodiments. In general, as described above with respect to FIG. 6, the electrical energy storage device 118 tends to increase in temperature when the current demand on the electrical energy storage device increases. If such current demand is relatively constant, such a temperature increase may occur gradually over time. If such current demand is intermittently large (eg, current demand that occurs in response to rapid full throttle acceleration), such temperature increases may occur quickly over time. Thus, a 5 ° C. temperature increase over 20 minutes based on a constant current demand may be an acceptable increase, but the same 5 ° C. increase over 1 minute may result in the availability of charge remaining in the electrical energy storage device 118. May be unacceptable in terms of damage. Thus, in some examples, the rate of temperature change (eg, ° C. or ° F. per unit period) can provide an additional perspective on the availability of charge remaining in the electrical energy storage device 118.
In at least some embodiments, method 700 can be combined with method 600 described above to provide a control regime in response to changes in electrical energy storage device temperature as well as the rate of change in electrical energy storage device 118 temperature. The method begins at 702.
At 704, the controller 304 determines the rate of temperature change with several temperature sensors 210 in the electrical energy storage device 118. Such a temperature sensor 210 may be any number of individual or spot temperatures representative of the overall temperature of the electrical energy storage device 118 and / or various individual electrical energy storage cells, locations, points, zones within the electrical energy storage device 118. Alternatively, the rate of change of local temperature in the region is measured. The controller 304 can combine or analyze data representing the measured rate of temperature change using one or more predetermined algorithms provided in machine executable code readable by the controller. For example, the average of some or all of the measured spots or individual temperature change rates provides the temperature change rate of the entire electrical energy storage device 118. In another example, the measured temperature rate of change of several temperature sensors near one or more power cells 202 or power cell stack 204 can be combined to provide the rate of temperature change of the cell or stack.
At 706, the controller 304 determines one or more second differences. In at least some embodiments, the second difference uses data indicative of one or more determined rate of temperature changes in the electrical energy storage device 118 and one or more respective predetermined thresholds. Can be determined. In at least some implementations, one or more predetermined thresholds may be stored in whole or in part in persistent read only memory 322 and / or persistent random access memory 324.
At 708, the controller 304 generates a control variable signal output 406 based at least in part on the second difference determined at 706. The controller 304 generates the control variable signal output 406 using a predetermined control algorithm intended to limit the second difference to an acceptable range. In at least some examples, the control algorithm may include proportional control, integral control, derivative control, or any combination thereof. In some examples, such control algorithms may include time constants and other factors to improve the response of the controller 304. The method 700 ends at 710.
FIG. 8 shows an illustrative temperature compensation method 800 in which the controller 304 measures power consumption and assesses the importance of some vehicle systems. In an electric or electric hybrid vehicle, various vehicle systems require current (or power) from the electrical energy storage device 118. In order to control the temperature or rate of temperature change of the electrical energy storage device 118 due to loads by various vehicle systems, the controller 304 must do the following: (A) Know which vehicle system is operating. (B) Determine the power consumption of each operating vehicle system. (C) Assess the importance of each operating vehicle system. The method begins at 802.
At 804, the controller 304 determines or otherwise measures the power consumption and / or current of each vehicle system that requests current from the electrical energy storage device 118. The current (or power) demand of the system may be determined or measured directly using, for example, an ammeter or similar current measuring device located in the power circuit of some or all vehicle systems. The current (or power) demand of the system is determined indirectly, eg, by measuring the pulse width and / or frequency of a pulse width modulated (“PWM”) signal provided to one or more power converters May be measured.
At 806, the controller 304 evaluates each vehicle system to determine whether the system is critical to user safety or regulatory compliance. In at least some embodiments, the controller 304 performs a situational assessment with the understanding that the importance of a particular vehicle system with respect to safety or regulatory compliance may vary depending on location, jurisdiction, season, or even time of day. In at least some implementations, the controller 304 performs such situation assessment based at least in part on data and other information obtained from the read-only memory 222 and / or the random access memory 224. In other embodiments, the controller 304 performs such a situation assessment based at least in part on data and other information obtained from one or more communicatively coupled external sources. Such external sources may be communicatively coupled to the controller 304 via one or more intermediate networks, the Internet and / or cellular communication networks that include global positioning or similar geolocation services.
At 808, the controller 304 evaluates each vehicle system to determine if the system is critical to vehicle performance. In at least some embodiments, the controller 304 performs a situational assessment with the understanding that the importance of a particular vehicle system with respect to vehicle performance may vary depending on location, jurisdiction, season, even time of day, and the like. In at least some implementations, the controller 304 performs such a situation assessment based at least in part on data and other information obtained from the read-only memory 222 and / or the random access memory 224. In other implementations, the controller 304 performs such a situation assessment based at least in part on data or other information obtained from one or more communicatively coupled external sources. Such external sources may be communicatively coupled to the controller 304 via one or more intermediate networks, the Internet and / or cellular communication networks that include global positioning or similar geolocation services.
At 810, the controller 304 evaluates each vehicle system to determine if the system is critical for vehicle mileage. In at least some implementations, the controller 304 performs a situational assessment with the understanding that the importance of a particular vehicle system with respect to vehicle mileage may vary with location, jurisdiction, season, even time of day. In at least some implementations, the controller 304 performs such a situation assessment based at least in part on data and other information obtained from the read-only memory 222 and / or the random access memory 224. In other implementations, the controller 304 performs such a situation assessment based at least in part on data or other information obtained from one or more communicatively coupled external sources. Such external sources may be communicatively coupled to the controller 304 via one or more intermediate networks, the Internet and / or cellular communication networks that include global positioning or similar geolocation services.
At 812, the controller 304 identifies the remaining vehicle systems that are not classified as safety critical, performance critical, or mileage critical as “non-critical” vehicle systems. Such systems typically include items such as entertainment systems, vanity lighting systems, and the like. The method 800 ends at 814.
FIG. 9 is an illustrative illustration in which the controller 304 down regulates the power consumption of one or more vehicle systems when the measured or determined temperature or rate of temperature rise exceeds one or more predetermined thresholds. A temperature compensation method 900 is shown. In at least some implementations, the controller 304 may prioritize or arrange the order of such downward adjustment of power available to the various vehicle systems based on an assessment of the importance of each system. it can. In at least some implementations, the controller 304 does not partially or completely include the adjustment of power available to some or all user safety critical or regulatory compliance critical vehicle systems. In other implementations, the controller 304 reduces the power available to one or more vehicle systems based at least in part on the assessed importance of the vehicle system. The method 900 ends at 902.
At 904, the controller 304 can down adjust the amount of energy available to one or more vehicle systems in response to a detected temperature or rate of temperature change outside a predetermined threshold or range. In at least some implementations, the controller 304 may make such adjustments of available energy based on a predetermined priority of vehicle system importance. For example, the controller 304 may initially adjust the available energy of the non-critical vehicle system. The controller 304 may then adjust the available energy of the performance critical vehicle system. Third, the controller 304 may adjust the available energy of the mileage critical vehicle system. Finally, the controller 304 may or may not make power adjustments for safety or regulatory compliance critical vehicle systems.
The reduction in available energy performed by controller 304 may or may not be the same for all vehicle systems. For example, the controller 304 may selectively reduce the available energy assigned to the onboard entertainment system before reducing the available energy assigned to the onboard decorative lighting system. In another example, the controller may selectively reduce the energy available to the headlight (usually considered a safety critical vehicle system) during the day before reducing the energy available to the onboard entertainment system. . Thus, the order and magnitude of the energy reduction assigned or made available to each vehicle system represents several operational and environmental factors.
Further, in at least some implementations, the vehicle user may affect the evaluation of the vehicle system performed by the controller 304. For example, in one implementation, a mobile phone application or “app” can be connected to at least a portion of the controller 304. Through the interface, the controller 304 allows the user to use the vehicle system evaluation result. In at least some implementations, the app may allow a user to reevaluate the importance assigned to a particular vehicle system by the controller 304. The method 900 ends at 906.
FIG. 10 is an illustrative illustration in which the controller 304 up regulates the energy available to one or more vehicle systems when the measured or determined temperature or rate of temperature rise falls below one or more predetermined thresholds. A simple temperature compensation method 1000 is shown. In at least some implementations, the controller 304 can prioritize or arrange the order of energy up-regulation available to the various vehicle systems based on the assessed importance of each system. In at least some implementations, the controller 304 increases the energy available to one or more vehicle systems based at least in part on the assessed importance of the vehicle system and / or the demands on the system by vehicle users. Method 1000 ends at 1002.
At 1004, the controller 304 may adjust or otherwise increase the energy available to one or more vehicle systems in response to a detected temperature or rate of change of temperature that deviates from a predetermined threshold or range. In at least some implementations, the controller 304 may make such adjustments of available energy based on a predetermined priority of vehicle system importance. For example, the controller 304 can initially increase the energy available to the safety critical vehicle system. For example, the controller 304 can then increase the energy available to the mileage critical vehicle system. For example, the controller 304 can thirdly increase the energy available to the performance critical vehicle system. Finally, the controller 304 may or may not increase the energy available to the non-critical vehicle system. The method 1000 ends at 1006.
The various methods described herein may include additional acts, omit some acts, and / or perform the acts in a different order than the order shown in the various flowcharts.
The above detailed description illustrates various embodiments of the devices and / or methods using block diagrams, schematic diagrams, and examples. As long as such block diagrams, schematics, and examples include one or more functions and / or operations, each function and / or operation that is included in such block diagrams, flowcharts, or examples includes a wide range of hardware, Those skilled in the art will appreciate that they can be implemented individually and / or collectively by software, firmware, or substantially any combination thereof. In one embodiment, this content may be realized by one or more microcontrollers. However, one of ordinary skill in the art will recognize that the embodiments disclosed herein may be wholly or partially as one or more computer programs executed by one or more computers (eg, on one or more computer systems). One executed by one or more processors (eg a microprocessor) as one or more programs executed by one or more controllers (eg a microcontroller) As described above, as firmware, or substantially any combination thereof, can be equivalently implemented in standard integrated circuits (eg, application specific integrated circuits or ASICs) and for software and / or firmware The circuit design and / or code description of It will appreciate that certain of the disclosed teachings considered within the skill of the art.
When logic is implemented as software and stored in memory, the logic or information is on any non-transitory computer-readable medium used by or in connection with any processor-related system or method. Can be remembered. In the context of this disclosure, a memory is a non-transitory computer or processor-readable storage medium that is an electronic, magnetic, optical, or other physical device or means that non-temporarily contains or stores a computer and / or processor program. . Logic and / or information is an instruction execution system, device, such as a computer system, processor-embedded system, or other system that can fetch instructions from an instruction execution system, device, or apparatus and execute instructions associated with the logic and / or information Or it may be implemented on any computer-readable medium used by or connected to the device.
In the context of this specification, a “computer-readable medium” is any physical element capable of storing a program associated with logic and / or information used by or connected to an instruction execution system, apparatus and / or device. It's okay. The computer readable medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device. More specific examples of computer readable media (non-exhaustive list) include portable computer diskettes (magnetic, compact flash cards, secure digital, etc.), random access memory (RAM), read only memory (ROM), erasable programs There are possible read-only memories (EPROM, EEPROM or flash memory), portable compact disc read-only memory (CDROM), and digital tape.
The various embodiments described above can be combined to provide further embodiments. All U.S. patents and U.S. patent applications referenced herein and / or listed in application data sheets, including but not limited to the following, unless otherwise inconsistent with specific teachings and definitions herein , US patent applications, foreign patents, foreign patent applications and non-patent publications were filed on July 26, 2011 under the title "APPARATUS, METHOD AND ARTICLE FOR COLLECTION, CHARGING AND DISTRIBUTING POWER STORAGE DEVICES, SUCH AS BATTERIES" Provisional Patent Application No. 61/511, 900 (Attorney Docket No. 170178.401 P1) entitled “APPARATUS, METHOD AND ARTICLE FOR COLLECTION, CHARGING AND DISTRIBUTING POWER STORAGE DEVICES, SUCH AS BATTERIES” on May 16, 2012 US Provisional Patent Application No. 61 / 647,936 (Attorney Docket No. 170178.401 P2), “APPARATUS, METHOD AND ARTICLE FOR US Provisional Patent Application No. 61 / 534,753 (Attorney Docket No. 170178.402 P1) filed on September 14, 2011 entitled “REDISTRIBUTING POWER STORAGE DEVICES, SUCH AS BATTERIES, BETWEEN COLLECTION, CHARGING AND DISTRIBUTION MACHINES” US Provisional Patent Application No. 61 / 534,761 (Attorney Docket No. 170178) filed on September 14, 2011, entitled “APPARATUS, METHOD AND ARTICLE FOR AUTHENTICATION, SECURITY AND CONTROL OF POWER STORAGE DEVICES SUCH AS BATTERIES”. 403 P1), US Provisional Patent Application No. 61/534, filed September 14, 2011, entitled “APPARATUS, METHOD AND ARTICLE FOR AUTHENTICATION, SECURITY AND CONTROL OF POWER STORAGE DEVICES, SUCH AS BATTERIES, BASED ON USER PROFILES”. , 772 (Attorney Reference Number: 170178.404P1), entitled “THERMAL MANAGEMENT OF COMPONENTS IN ELECTRIC MOTOR DRIVE VEHICLES” US Provisional Patent Application No. 61 / 511,887 (Attorney Docket No. 170178.406P1) filed on July 26, 011, entitled “THERMAL MANAGEMENT OF COMPONENTS IN ELECTRIC MOTOR DRIVE VEHICLES”, May 16, 2012 US Provisional Patent Application No. 61 / 647,941 (Attorney Docket No. 170178.406P2) filed in Japan, entitled “DYNAMICALLY LIMITING VEHICLE OPERATION FOR BEST EFFORT ECONOMY”, filed July 26, 2011 No. 61 / 511,880 (Attorney Docket No. 170178.407P1), “APPARATUS, METHOD, AND ARTICLE FOR PHYSICAL SECURITY OF POWER STORAGE DEVICES IN VEHICLES”, US provisional patent filed on November 08, 2011 Application No. 61 / 557,170 (Attorney Docket No. 170178.408P1), “APPARATUS, METHOD AND ARTICLE FOR A POWER STORAGE US Provisional Patent Application No. 61 / 581,566 (Attorney Docket No. 1701788.412P1) filed on December 29, 2011 entitled “Device COMPARTMENT”, entitled “APPARATUS, METHOD AND ARTICLE FOR PROVIDING VEHICLE DIAGNOSTIC DATA” US Provisional Patent Application No. 61 / 601,404 (Attorney Docket No. 170178.417P1) filed on February 21, 2012, “APPARATUS, METHOD AND ARTICLE FOR PROVIDING LOCATIONS OF POWER STORAGE DEVICE COLLECTION, CHARGING AND DISTRIBUTION MACHINES US Provisional Patent Application No. 61 / 601,949 (Attorney Docket No. 170178.418P1) filed February 22, 2012, “APPARATUS, METHOD AND ARTICLE FOR PROVIDING INFORMATION REGARDING AVAILABILITY OF POWER STORAGE DEVICES AT Filed February 22, 2012 entitled "A POWER STORAGE DEVICE COLLECTION, CHARGING AND DISTRIBUTION MACHINE" U.S. Provisional Patent Application No. 61 / 601,953 (Attorney Docket No. 1701788.419P1), filed on July 26, 2012, and as inventors, Hook Sam Horace Luke, Matthew Whitening Tailor and Juan Chen Hoon No. 13 / 559,314 (Attorney Docket No. 170178.401) entitled "APPARATUS, METHOD AND ARTICLE FOR COLLECTION, CHARGING AND DISTRIBUTING POWER STORAGE DEVICES, SUCH AS BATTERIES", July 2012 Filed on the 26th, Hocksum Horace Luke and Matthew Whitening Tailor were nominated as inventors and named “APPARATUS, METHOD AND ARTICLE FOR AUTHENTICATION, SECURITY AND CONTROL OF POWER STORAGE DEVICES SUCH AS BATTERIES”. 13 / 559,038 (Agent reference number 170178.403), 2 Filed on July 26, 2012, the inventors were named Matthew Whitening Taylor, Itun Wei, Hook Sam Horace Kook and Huang Chen Hung, “APPARATUS, METHOD, AND ARTICLE FOR PHYSICAL SECURITY OF POWER STORAGE US Application No. 13 / 559,054 (Attorney Docket No. 170178.408) entitled “DEVICES IN VEHICLES”, filed on July 26, 2012, with Chin Chen, Hooksum Horace Luke, Matthew as inventors・ Whitening Tailor, Itun Wei has been nominated, US Application No. 13 / 559,390 entitled “APPARATUS, METHOD AND ARTICLE FOR PROVIDING VEHICLE DIAGNOSTIC DATA” (Attorney Docket No. 170178.417), July 2012 It was filed on the 26th, and the inventors were Itsun Wei, Matthew Whitening Tailor, US application 13/559, entitled “APPARATUS, METHOD AND ARTICLE FOR PROVIDING INFORMATION REGARDING AVAILABILITY OF POWER STORAGE DEVICES AT A POWER STORAGE DEVICE COLLECTION, CHARGING AND DISTRIBUTION MACHINE” No. 343 (Attorney Docket No. 1701788.419), filed on July 26, 2012, and invented as Hook Sam Horace Luke, Itsun Wei, Jun Siu Chen, Yulin Wei, Chen Min Huang, Tun・ Chin Chang, Senti Chen and Fen Kai Yang were nominated and entitled “APPARATUS, METHOD AND ARTICLE FOR RESERVING POWER STORAGE DEVICES AT RESERVING POWER STORAGE DEVICE COLLECTION, CHARGING AND DISTRIBUTION MACHINES” No. 13/559 , 064 (Agent reference number 170178.423), 2013 No. 61 / 778,038, US Provisional Application No. 61 / 778,038, filed on May 12, entitled “APPARATUS, METHOD AND ARTICLE FOR CHANGING PORTABLE ELECTRICAL POWER STORAGE DEVICE EXCHANGE PLANS” Person number: 1701788.424P1), filed on March 13, 2013, and named Hooksum Horace Luke as the inventor, entitled “APPARATUS, METHOD AND ARTICLE FOR PROVIDING INFORMATION REGARDING A VEHICLE VIA A MOBILE DEVICE” US Provisional Application No. 61 / 780,781 (Attorney Docket No. 1701788.425P1), filed on March 6, 2013 and named by inventors Hook Sam Horace Luke, Feng Kai Yang and Jun Ciu Chen "APPARATUS, METHOD AND ARTICLE FOR PROVIDING TARGETED ADVERTISING IN A RECHARGEABLE ELECTRICAL POWER STORAG US Provisional Application No. 61 / 773,614 entitled "E DEVICE DISTRIBUTION ENVIRONMENT" (Attorney Docket No. 170178.426P1), filed on March 15, 2013, as inventors Hocksum Horace Luke and Matthew Whitening・ A US Provisional Application No. 61 / 789,065 (Attorney Docket No. 170178.427P1) entitled “MODULAR SYSTEM FOR COLLECTION AND DISTRIBUTION OF ELECTRIC STORAGE DEVICES”, nominated by Taylor and Huangchen Hun, March 2013 Filed on the 6th, Hocksum Horace Luke and Chin Chen were nominated as inventors, and titled “APPARATUS, METHOD AND ARTICLE FOR AUTHENTICATION, SECURITY AND CONTROL OF PORTABLE CHARGING DEVICES AND POWER STORAGE DEVICES, SUCH AS BATTERIES” US Provisional Application No. 61 / 773,621 (Attorney Docket No. 170178.428) 1), filed on June 14, 2013, and Chin Cheng, Matthew Whitening Tailor, Jui Shen Huan and Hook Sam Horace Luke were nominated as inventors, “APPARATUS, SYSTEM, AND METHOD FOR AUTHENTICATION US Application No. 13 / 918,703 (Attorney Docket No. 170178.429) entitled “OF VEHICULAR COMPONENTS”, filed on August 6, 2013 as inventors Chin Cheng, Alex Wei, Hooksam Horace Luke and Matthew Whitening Taylor are nominated and US Provisional Application No. 61 / 862,852 (Attorney Docket No. 170178.435P1) entitled “SYSTEMS AND METHODS FOR POWERING ELECTRIC VEHICLES USING A SINGLE OR MULTIPLE POWER CELLS” , Incorporated herein by reference in its entirety. Aspects of the embodiments can be modified to provide further embodiments using various patents, applications and published systems, circuits, and concepts as needed.
Although generally discussed in the context and context of a power system for use with all electric scooters and / or personal transport vehicles such as motorbikes, the teachings herein include other vehicles as well as non-vehicle environments It can also be applied to a wide variety of other environments.
The above description of the illustrated embodiments, including the description contained in the abstract, is not exhaustive and does not limit the embodiments to the precise forms disclosed. While specific embodiments and examples have been described herein for purposes of illustration, those skilled in the art will recognize that various equivalent modifications can be made without departing from the spirit and scope of the disclosure.
These and other changes can be made to the embodiments in view of the above detailed description. In general, in the following claims, the terminology used should not be construed to limit the claim to the specific embodiments disclosed in the specification and the claims, It is to be construed to include all possible embodiments with the scope of equivalents to such claims. Accordingly, the claims are not limited by the disclosure.
DESCRIPTION OF SYMBOLS 100 Electric vehicle 102 Frame 104 Wheel 106 Handlebar 108 Throttle 110 Brake lever 112 Direction indicator 116 Traction motor 118 Electric energy storage device 120 Control circuit 122 Terminal 202 Power battery 210 Temperature sensor 220 Persistent memory device 222 Wired communication interface 304 Controller
In the electrical energy storage device temperature compensation system,
A plurality of temperature sensors, each measuring a respective temperature at a location in the vehicle electrical energy storage device; and
At least one controller communicatively coupled to each of the plurality of temperature sensors and receiving one or more process variable signals from each of the plurality of temperature sensors including data indicative of a temperature detected by the respective temperature sensor When,
A controller-readable machine-executable instruction set stored in a persistent storage medium communicatively coupled to the at least one controller, wherein when executed by the at least one controller, the at least one controller ,at least,
Let each of the several temperature sensors determine their respective detected temperatures;
Causing each of the several temperature sensors to determine a first difference between the detected temperature and at least one temperature threshold logically associated with the respective temperature sensor;
Causing each of at least some of the temperature sensors to provide at least one control variable signal output to the communication interface, at least in part, in response to the determined first difference;
A controller-readable machine-executable instruction set that causes the at least one vehicle system to communicate at least one control variable signal output that includes at least one parameter that regulates power consumption of the at least one vehicle system;
Including electrical energy storage device temperature compensation system.
The controller-readable machine-executable instruction set is further for the at least one controller,
In response to the determined first difference, each of the number of temperature sensors causes the at least one parameter of the at least one control variable signal output to be stepwise adjusted, wherein the stepwise parameter adjustment is The temperature compensation system of claim 1, wherein power consumption of each of the vehicle systems is varied.
Measuring power consumption of the one or more vehicle systems;
The importance of the one or more vehicle systems,
User safety and regulatory compliance,
The remaining vehicle mileage where the existing vehicle electrical energy storage device can be used;
Evaluate at least one of the vehicle performances,
Identify non-critical vehicle systems,
A power consumption of the one or more vehicle systems, an identified non-critical vehicle system based at least in part on the determined first difference of at least some temperature sensors of the number of temperature sensors; 3. Additional instructions for selectively down-adjusting in the order of one or more vehicle systems rated critical for vehicle performance and one or more vehicle systems rated critical for remaining vehicle mileage. The temperature compensation system described in.
In response to determining a decrease in temperature detected by one or more temperature sensors, the at least one control variable signal is used to make power consumption of one or more vehicle systems critical to the remaining vehicle mileage. 4. Additional instructions for selectively up-regulating in the order of one or more vehicle systems rated as follows, one or more vehicle systems rated as critical to vehicle performance, and identified non-critical vehicle systems. The temperature compensation system described in.
A controller-readable machine-executable instruction set that causes the at least one controller to determine a detected temperature change over a predetermined time period for each of the plurality of temperature sensors is further provided to the at least one controller.
The temperature compensation system of claim 1, wherein an average electrical energy storage device temperature is determined by averaging the detected temperatures of at least two temperature sensors of the plurality of temperature sensors.
The controller readable machine executable instruction set further causing the at least one controller to determine a detected temperature change over a predetermined time period for each of the plurality of temperature sensors further to the at least one controller.
The temperature compensation system of claim 1, wherein the detected temperature provided by at least two temperature sensors of the plurality of temperature sensors is used to determine a component temperature of an electrical energy storage device component.
Determining a rate of temperature change logically associated with each of at least some of the plurality of temperature sensors;
The temperature of claim 1, wherein a second difference between the determined temperature change rate and one or more predetermined temperature change rate thresholds logically associated with the respective temperature sensor is determined. Compensation system.
Stepwise adjusting the at least one parameter of the at least one control variable signal output in response to the determined second difference of at least some temperature sensors of the plurality of temperature sensors; The temperature compensation system of claim 7, wherein the power consumption of each respective vehicle system is varied.
The power consumption of the one or more vehicle systems using the at least one control variable signal parameter in response to a determination that an increase in temperature change exceeds one or more predetermined temperature change rate thresholds. Selectively down in the order of identified non-critical vehicle systems, one or more vehicle systems rated critical for vehicle performance, and one or more vehicle systems rated critical for the remaining vehicle mileage The temperature compensation system of claim 8, comprising additional instructions to be adjusted.
When determining that the decrease in temperature change rate has exceeded one or more predetermined temperature change rate thresholds, the power consumption of the one or more vehicle systems is determined using at least one control variable signal, Selectively up in order of the one or more vehicle systems rated critical to the remaining vehicle mileage, the one or more vehicle systems rated critical to vehicle performance, and the identified non-critical vehicle systems The temperature compensation system of claim 9, comprising additional instructions to be adjusted.
An additional instruction for causing each of a plurality of temperature sensors to store at least a portion of data indicative of a detected temperature change determined over a predetermined time interval in a persistent storage medium coupled to the vehicle electrical energy storage device. 2. The temperature compensation system according to 1.
12. The temperature compensation system of claim 11, comprising additional instructions for storing at least a portion of data indicative of at least one vehicle operating parameter in the persistent storage medium coupled to the vehicle electrical energy storage device.
The addition of storing at least a portion of data indicative of a detected temperature change (dT / dt) determined over a time logically associated with each temperature sensor in a persistent storage medium coupled to the vehicle electrical energy storage device; The temperature compensation system of claim 11, comprising instructions.
14. The temperature compensation system of claim 13, comprising additional instructions for storing at least a portion of data indicative of at least one vehicle operating parameter in the persistent storage medium coupled to the vehicle electrical energy storage device.
An electrical energy storage device temperature compensation system comprising:
A plurality of temperature sensors respectively measuring respective temperatures at locations in the vehicle electrical energy storage device;
At least one process variable signal communicatively coupled to each of the plurality of temperature sensors and receiving data from each of the plurality of temperature sensors that includes data indicative of a temperature detected by the respective temperature sensor. A controller,
For each of the several temperature sensors,
Let each detection temperature be determined,
Determining a first difference between the detected temperature and at least one temperature threshold logically associated with the respective temperature sensor;
Let each temperature change rate be determined,
Determining a second difference between the determined temperature change rate and at least one predetermined temperature change rate threshold logically associated with the respective temperature sensor;
Depending on the determined first difference of at least some of the several temperature sensors and depending on the determined second difference of at least some of the temperature sensors, respectively. Providing at least one control variable signal output to the communication interface;
An electrical energy storage device comprising a controller readable executable instruction set that causes the at least one vehicle system to communicate at least one control variable signal output including at least one parameter that regulates power consumption of the at least one vehicle system Temperature compensation system.
An electrical energy storage device temperature compensation controller comprising:
A first signal interface for receiving a number of process variable signals generated by each of a number of temperature sensors, wherein each of the process variable signals is a temperature at a respective location in the vehicle electrical energy storage device; A first signal interface including data to indicate;
A second signal interface for outputting several control variable signals, each of said control variable signals including at least one parameter that regulates power consumption of one vehicle system;
At least one processor communicatively coupled to the first signal interface and the second signal interface;
A persistent storage medium communicatively coupled to the at least one processor, wherein when executed by the at least one processor, the at least one processor includes:
Causing each of at least some of the temperature sensors to provide at least one control variable signal output to the communication interface in response to the determined first difference;
Electrical energy storage comprising a processor readable executable instruction set that causes the at least one vehicle system to communicate the at least one control variable signal output including at least one parameter that regulates power consumption of at least one vehicle system Device temperature compensation controller.
The processor-readable machine-executable instruction set is further on the at least one processor,
Determining a rate of temperature change for each of at least some of the number of temperature sensors;
The controller of claim 16, wherein the controller determines a second difference between the determined temperature change rate and one or more predetermined temperature change rate thresholds logically associated with the respective temperature sensors. .
Causing each of at least some of the several temperature sensors to adjust the at least one parameter of the at least one control variable signal output stepwise in response to the determined first difference;
The controller of claim 16, wherein each of the stepwise parameter adjustments changes power consumption of the respective vehicle system.
Measuring the power consumption of the one or more vehicle systems;
Evaluate the importance of the one or more vehicle systems for user safety and regulatory compliance;
Assessing the importance of the one or more vehicle systems with respect to the remaining vehicle mileage where an existing vehicle electrical energy storage device can be used;
Assessing the importance of the one or more vehicle systems to vehicle performance;
In response to a determination of the temperature increase detected by one or more temperature sensors, the at least one control variable signal is used to determine power consumption of the one or more vehicle systems to an identified non-critical vehicle system. The one or more vehicle systems rated critical for vehicle performance and selectively down-adjusted in the order of the one or more vehicle systems rated critical for the remaining vehicle mileage. The controller described.
In response to determining a decrease in temperature detected by one or more temperature sensors, the at least one control variable signal is used to reduce power consumption of the one or more vehicle systems for the remaining vehicle mileage. The one or more vehicle systems rated as critical, the one or more vehicle systems rated as critical for vehicle performance, and selectively up-regulated in the order of identified non-critical vehicle systems. The controller described.
An electrical energy storage device temperature compensation method comprising:
Determining a detected temperature of each of a plurality of temperature sensors disposed within the vehicle electrical energy storage device by at least one controller;
Determining a first difference between the determined detected temperature for each of some of the plurality of temperature sensors and at least one temperature threshold logically associated with the respective temperature sensor;
Providing at least one control variable signal output to a communication interface in response to the determined first difference for each of at least some of the number of temperature sensors;
Causing the at least one vehicle system to communicate at least one control variable signal output including at least one parameter that regulates power consumption of the at least one vehicle system.
Determining a rate of temperature change for each of at least some of the plurality of temperature sensors;
22. determining a second difference between the determined rate of temperature change and one or more predetermined temperature rate of change thresholds logically associated with the respective temperature sensor. The method described in 1.
Further comprising stepwise adjusting the at least one parameter of the at least one control variable signal output in response to the determined difference for each of at least some of the number of temperature sensors, The method of claim 21, wherein stepwise parameter adjustment changes power consumption of the respective vehicle system.
Evaluating at least one of the vehicle performances;
Identifying a non-critical vehicle system;
The at least one control variable signal is used to identify power consumption of the one or more vehicle systems in response to a determination of an increase in temperature detected in each of at least some of the number of temperature sensors. Selectively down-adjusting in the order of selected non-critical vehicle systems, one or more vehicle systems rated critical for vehicle performance, and one or more vehicle systems rated critical for the remaining vehicle mileage 24. The method of claim 23, further comprising:
In response to determining a decrease in temperature detected by each of at least some of the number of temperature sensors, the at least one control variable signal is used to reduce power consumption of the one or more vehicle systems. Selectively up-adjusting in the order of one or more vehicle systems rated critical to the vehicle's mileage, one or more vehicle systems rated critical to vehicle performance, and identified non-critical vehicle systems The power battery temperature compensation method according to claim 24, further comprising:
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