Patent Description:
Recently battery electric vehicles are becoming mainstream solutions to counter the emission effects of combustion engines, in particular in densely populated areas. Battery Electric Vehicles, BEV, typically make use of regenerative braking by transforming the brake energy generated in the E-motor into electric energy that is transported back to the battery. In this way the vehicle operation range can be extended and the electric energy consumption can be optimized. However, when the battery is fully charged (<NUM>% State-of-Charge) the braking energy cannot be recuperated and, as a result, regenerative braking is not possible.

However heavy vehicles need to comply with legislation that regulates the heavy vehicle braking requirements that does not allow the use of foundation (friction) brakes for downhill endurance braking. This basically forced these vehicles to a mandatory equipment of an additional regenerative braking system. Recently this legislation was amended for BEV vehicles with allowance of the foundation brakes but with very high demands for nowadays foundation brakes. For this reason BEV vehicles also required such an additional braking system (e.g. brake resistor) to maintain endurance braking performance in case the battery is fully loaded. The negative effect is that the additional braking system adds weight and costs to the BEV vehicle and also needs an additional cooling system to transfer the heat generated by the additional braking system to the outside air.

It is known to charge a battery according to an altitude specific charging protocol. For instance <CIT> discloses a method for controlling the charge rate of a battery using an altitude. An average value of the altitudes in the travelling section around the current geographical location is calculated to determine whether the road on which the vehicle is traveling is uphill or downhill by comparing the average value with the current altitude. Charging is controlled so as to change the target value, the upper limit value, or the lower limit value of the charge rate of the battery depending on the difference between the average value and the current altitude.

However, many of these protocols are dependent on route information and complicated calculations, that may in the end not be entirely robust against situations where map information is not accurate or up to date.

An other examples for the prior art are given in <CIT> and in <CIT> that both use the altitude for setting a maximum state of charge.

The invention aims for an alternative solution that limit the necessity for an additional braking system of a brake resistor and additional cooling circuit and using altitude information in an efficient manner.

In one aspect, it is aimed to provide an energy management system for an BEV vehicle comprising an electric powertrain powered by an electric battery. The energy management system comprises a state of charge (SOC) setpoint controller. The SOC setpoint controller arranged to control, when charging the battery, a maximum charge level of the battery in dependence of an orthometric height, in order to free up battery capacity to compensate for potential energy to be stored in the battery due to regenerative braking. According to the invention the SOC setpoint is controlled in dependence of a lookup map that couples the actual vehicle altitude to a SOC setpoint, wherein the lookup map is provided with a lookup function that determines the maximum charge level at <NUM> % when the vehicle is in range below a first altitude level; wherein the lookup function lowers the SOC setpoint dependent on the altitude of the vehicle when the vehicle is above the first altitude level; and wherein the lookup function keeps the SOC setpoint at a constant value, when the vehicle is above a second altitude level the SOC setpoint, the second altitude determined by a maximum altitude descent that is available for the. BEV vehicle.

The lookup map is an effective way not to use the high computing effort needed for geofencing but to use a pre analysis of existing slopes starting on the altitude the vehicle is charged. This will result in a conservative reservation of energy but more optimized than a fixed value. The table is based on the required amount of free energy at a certain altitude to be able to have a predefined endurance braking performance available during the descent if needed. For that reason, the energy reservation could increase up to <NUM> kWh (<NUM> descent) at <NUM> altitude which is sufficient for covering worst-case downhill situations. Above that altitude the reservation will remain constant as there are no descents possible requiring more continues braking energy recovery.

In this way a battery range may be pre-set while at the same time maximizing energy recovery and/or battery lifetime optimization, in view of an actual maximum descent that is available for a truck when driving.

Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs as read in the context of the description and drawings. In some instances, detailed descriptions of well-known devices and methods may be omitted so as not to obscure the description of the present systems and methods. It will be further understood that the terms "comprises" and/or "comprising" specify the presence of stated features but do not preclude the presence or addition of one or more other features. All publications, patent applications, patents, and other references mentioned herein are incorporated by reference in their entirety. In case of conflict, the present specification, including definitions, will control.

The processor may be a dedicated processor for performing in accordance with the present system or may be a general-purpose processor wherein only one of many functions operate for performing in accordance with the present system. The processor may operate utilizing a program portion, multiple program segments, or may be a hardware device utilizing a dedicated or multi-purpose integrated circuit. Any type of processor may be used such as a dedicated or shared one. The processor may include microcontrollers, central processing units (CPUs), digital signal processors (DSPs), ASICs, or any other processor(s) or controller(s) such as digital optical devices, or analog electrical circuits that perform the same functions, and employ electronic techniques and architecture. The controller or processor may further comprise a memory that may be part of or operationally coupled to the controller. The memory may be any suitable type of memory where data is stored. Any medium known or developed that can store and/or transmit information suitable for use with the present systems and methods may be used as a memory. The memory may also store user preferences and/or application data accessible by the controller for configuring it to perform operational acts in accordance with the present systems and methods.

While example embodiments are shown for systems and methods, also alternative ways may be envisaged by those skilled in the art having the benefit of the present disclosure for achieving a similar function and result. some components may be combined or split up into one or more alternative components. Finally, these embodiments are intended to be merely illustrative of the present system and should not be construed as limiting the text to any particular embodiment or group of embodiments. Thus, while the present system has been described in particular detail with reference to specific exemplary embodiments thereof, it should also be appreciated that numerous modifications and alternative embodiments may be devised by those having ordinary skill in the art without departing from the scope of the invention as defined in the claims. The specification and drawings are accordingly to be regarded in an illustrative manner and are not intended to limit the scope of the invention as defined in the claims.

Turning to <FIG> there is disclosed a conventional energy management system wherein a SOC setpoint controller has a fixed setpoint. In such a system energy management system <NUM> for a battery electric vehicle <NUM> comprising an electric powertrain of an electric motor <NUM> powered by an electric battery <NUM>. The energy management system <NUM> has a state of charge (SOC) setpoint controller <NUM> that in this case controls the battery <NUM> to a setpoint for a state of charge (SOC) of the electric battery <NUM> when charged by charging station <NUM>. The SOC setpoint controller <NUM> has a controlled setpoint which is variable, to which end a data port <NUM>, <NUM> is available to the SOC setpoint controller <NUM>, for receiving actual altitude data of the vehicle <NUM>. SOC setpoint controller <NUM> is arranged to calculate the SOC setpoint to control, when charging the battery <NUM>, a maximum charge level of the battery in dependence of altitude, in order to free up battery capacity to compensate for potential energy to be stored in the battery due to regenerative braking.

Data port <NUM> may be associated with an input device <NUM> that receives the altitude data, e.g. a GPS device or a altitude meter.

The data port <NUM> may be additionally associated with a GPS controller. The vehicle model of this basic algorithm does not necessarily rely on additional preview information, e.g. no forecast is made about the traffic situation nor environmental conditions; however the state of charge setpoint controller <NUM> may be provided with additional data <NUM> that enables SOC setpoint controller <NUM> to further calculate the SOC setpoint as a function of e.g. an actual geographical location, e.g. in accordance with GPS data of a terrain, and thus take into account the extra or lesser amount of electrical power required, when driving along a preset route or a maximum descent within a certain geographic perimeter of the vehicle. In another aspect, additional data <NUM> may include actual vehicle state data including parameters that influence the actual energy consumption of the battery. These may include the ambient temperature, weight of the vehicle, payload of the vehicle, and vehicle configuration (amount of tyres axles etc) but also may include an energy budget of additional non-motor electrical utilities (e-auxiliaries, e-power take off). Thus, the energy management system <NUM> may control additional electric power supply for powering additional non-motor electrical utilities such as an air conditioner, cooler heater, or other electrical devices. The energy management system may be further communicatively coupled to the electric motor <NUM>, in order to limit a maximum brake force when an actual state of charge of the battery is above a maximum charge level controlled by the setpoint controller. Thus, in addition to battery reservation at charging, also the actual orthometric height info can be used for limitation of the regenerative braking power while driving considering the actual state-of-charge of the batteries. This limitation could for instance be set on the minimum legally required level when during driving the available battery storage capacity drops below the minimal required level. In this way the driver will be forced to balance his braking behaviour between using the foundation brakes and using the regenerative braking system in order to avoid the situation where there is no regenerative braking available anymore while downhill driving.

In more detail, SOC controller <NUM> is illustrated in <FIG>. In the Figure, altitude data <NUM> are provided, e.g. from a GPS device, so that the SOC setpoint controller calculates the SOC setpoint as a function of an actual geographical location determined by a geographical location controlleraltitude. In this case the lookup function is dependent on an actual geographical location determined by the GPS device, which is able to retrieve the altitude of the vehicle based on the geographical location. Based on an energy reservation lookup-map <NUM> the altitude data is converted into a SOC setpoint <NUM>, which is provided to the energy management system <NUM>, where the controller <NUM> may or may not be part of. The energy management system <NUM> further comprises actual battery data <NUM> such as a State of Health (SoH) data <NUM> which affects an actual percentage of the total kWh battery configuration data <NUM>. Accordingly the SOC setpoint is compensated by a state of battery health parameter <NUM>, indicative of the potential free battery capacity <NUM>, which may be e.g. <NUM>% of a <NUM> kWh configuration. The SOC controller <NUM> determines an amount of free battery capacity in order to compensate for potential energy to be stored in the battery due to regenerative braking, which may be for instance <NUM> kWh at a altitude level of <NUM>. This amount is subtracted from the actual available total kWh, and thus determines the max allowed SoC. <NUM>, which is communicated to the battery controller <NUM> and/or charging station <NUM>. Consequently, when the maximum allowed State of Charge is reached, the charging station is instructed to stop charging of battery <NUM>.

<FIG> shows an exemplary representation of an energy reservation look-up map <NUM>, such as used in <FIG>. A lookup function determines the required free capacity at <NUM> kWh up toan initial altitude level, for example, for altitude levels of the vehicle below <NUM>, which may be plus or minus <NUM>, e.g. <NUM>. The lookup function may be provided in the form of a lookup table, e.g. lookup map. Below this initial level a maximum charge level of the battery can be maintained at <NUM> %. At subsequent altitude levels, e.g. above the first altitude level of e.g. <NUM>, the lookup function lowers the SOC setpoint dependent on the altitude of the vehicle in a proportional manner. Below <NUM> altitude no additional braking energy is needed as the foundation brakes of the vehicle are capable of providing sufficient (endurance) braking performance without getting overheated according to the ECE R13 Type II test conditions. In this example, for altitudes above the <NUM> meter up to <NUM> an energy reservation will be made to reduce the load on the brakes and to increase the endurance braking capability beyond the legal requirement. As can be gleaned from the curve, in this proportional range altitude ranges can be provided with different proportional charge levels, e.g. up to a first altitude range between the first and an intermediate altitude level the SOC setpoint may be lowered at a higher altitude rate than for a second altitude level range varying between the intermediate level and further, second level. When the vehicle is above the second altitude level the lookup function keeps the SOC setpoint at a constant value. It is the inventive insight that above the second altitude the amount of free capacity is only determined by a maximum altitude descent that is available for the BEV vehicle, which is constant. Preferably, this second altitude level is a fixed value that is not updated during driving, which makes calculation efficient and robust and does not require a complicated map-coordinate based protocol for the charging the battery. For a limited number of geographical locations the lookup map that couples the actual vehicle altitude to a SOC setpoint can be selectively changed. In this way a vehicle can adapt to a local situation, where it is safe to adjust the SOC setpoint without risk that the battery capacity is insufficient.

Claim 1:
An energy management system (<NUM>) for an battery electric vehicle, BEV, (<NUM>) comprising an electric powertrain powered by an electric battery (<NUM>), said energy management system comprising a state of charge (SOC) setpoint controller (<NUM>), said SOC setpoint controller arranged to control, when charging the battery, a maximum charge level of the battery in dependence of an orthometric altitude, in order to keep free battery capacity to compensate for potential energy to be stored in the battery due to regenerative braking, wherein the SOC setpoint is controlled in dependence of a lookup map (<NUM>) that couples the actual vehicle altitude to a SOC set point (<NUM>), characterized in that the lookup map is provided with a lookup function that determines the maximum charge level at <NUM> % when the vehicle is in range below a first altitude level; wherein the lookup function lowers the SOC setpoint dependent on the altitude of the vehicle when the vehicle is above the first altitude level; and wherein the lookup function keeps the SOC setpoint at a constant value, when the vehicle is above a second altitude level the SOC setpoint, the second altitude determined by a maximum altitude descent that is available for the BEV vehicle.