Patent Application
20220077712
This invention relates to lithium-ion batteries, and more particularly to methods of charging such batteries.
A lithium-ion battery is a type of rechargeable battery. Lithium-ion batteries are used for diverse applications such as portable electronics and electric vehicles and are growing in popularity for many additional applications.
In these batteries, lithium ions move from a negative electrode through an electrolyte to a positive electrode during discharge, and back when charging. Lithium-ion batteries use an intercalated lithium compound as the material at the positive electrode and typically graphite at the negative electrode.
Research is ongoing for lithium-ion batteries in areas such as battery life extension, energy density, safety, cost reduction, and charging speed. One field of research is investigation of how to charge the batteries quickly without compromising safety or battery usefulness and longevity.
Charging lithium-ion batteries is complicated by temperature limits. Charging at low temperatures can lead to unwanted lithium-plating. At higher temperatures, charging efficiency (fast charging) is improved, such as within a temperature range of 5 to 45° C. (41 to 113° F.). However, overly high temperatures during charging may lead to battery degradation and safety issues. For safety reasons, many devices equipped with lithium-ion batteries do not allow charging outside of a 0-45° C. range.
A more complete understanding of the present embodiments and advantages thereof may be acquired by referring to the following description taken in conjunction with the accompanying drawings, in which like reference numbers indicate like features, and wherein:
The following description is directed to methods for fast charging of lithium-ion batteries. An optimal charging method described herein combines pulse width modulated (PWM) charging with pulse width modulated (PWM) cooling during charging. Pulsing of the charge current results in reduced battery temperature and increased charge acceptance. Pulsing the cooling provides a thermal management strategy during charging that maximizes charge acceptance.
The charging method is characterized by a number of calibration factors. In
As shown, the charge current is pulsed with a duty cycle represented by calibration factor D. An example of a range of suitable charging periods is 15-60 seconds. Pulse charging is defined as the application of charge current pulses into the battery at a controlled frequency and duty cycle. Pulsing the charge current allows for reduction of temperature as well as increased charge acceptance.
As stated in the Background, temperature during charging is an important consideration. At higher temperatures during charging, charge efficiency is improved. Charging at lower temperatures has an adverse effect on battery aging and can result in undesired lithium plating.
For cooling, various existing thermal management techniques for battery packs may be categorized based on the working fluid (an air-cooled versus a liquid-cooled system) or functionality (an active cooling system with a heating or cooling source versus a passive system). For purposes of the method described herein, it is expected that the optimal cooling with be liquid cooling. However, the method is also applicable to batteries having forced air cooling.
The cooling system is “active” in the sense that a PWM cooling control signal results in PWM cooling. In the case of liquid cooling, the PWM cooling control signal is to a coolant pump.
In
As stated above, a calibration factor, G, is a battery temperature profile for maximum charge acceptance. A desired temperature profile may have different temperatures for different states of charge.
The PWM charge current and the PWM cooling control signal are adjusted during charging so that the temperature of the battery maintains this profile of desired battery temperatures. Various temperature feedback values from the battery may be used for this purpose. Any one or more of the calibration factors A—F listed above may be adjusted to maintain the desired battery temperature profile.
A charger 23 generates the charge current. Charger 23 is a “fast charger” in the sense that it makes use of control system 200 to rapidly charge battery 21 without damaging any of the battery cells.
The battery cooling system 22 is schematically represented as battery cooler 22. As stated above, various cooling techniques may be used. Air-cooling circulates ambient or actively cooled air through the battery pack, and the heat is rejected to the surroundings. Liquid cooling typically involves a combination of coolant liquid and water as the working fluid. Liquid flow channels within the battery (between cells) provide heat exchange.
In the embodiment of
Control system 200 comprises a look-up table 24, which receives the battery's state of charge and charge current. Look-up table 24 has memory that maps these input values (state of charge and charge current) to an output of a desired battery temperature.
Battery 21 delivers its actual temperature as feedback to a temperature error calculator 24a, which also receives the desired temperature from look-up table 24. Error calculator 24a calculates a “desired battery temperature error”, which is delivered to charger controller 25.
Charger controller 25 implements a process that determines a pulsed-width modulated (PWM) charge current. This PWM charge current has attributes optimized for battery 21 at a desired temperature. The attributes determined by charge controller 25 may include duty cycle, magnitude of current on the low side of the duty cycle, magnitude of current on the high side of the duty cycle, and phase relative to the PWM coolant signal.
An example of a suitable charger controller 25 is a single-input multiple-output controller. In the example of this description, charger controller 25 receives temperature error values that are based on both the desired temperature and feedback battery temperature. However, in other embodiments, the desired temperature values may be provided directly. Battery internal temperature can be inferred from real time impulse response behavior of the battery.
Cooling system controller 27 receives a heat value from battery 21. In the example of this description, cooling system controller 27 receives an error value that is based on multiple heat inputs. However, in other embodiments, only one of the heat inputs could be provided.
In the embodiment of this description, the heat value is derived from two heat inputs. A first heat input is represented as “total heat calculations” and is based on the actual battery temperature. A second heat input is an estimation of ohmic heat and is based on the charge current. These two heat inputs are used by a heat error calculator 27a to determine a battery heat error value.
This battery heat error value is delivered to coolant controller 27. Coolant controller 27 then generates a PWM cooling control signal, with specified duty cycle and magnitude, etc. In the example of this description, where coolant is delivered by a pump, these attributes may be pump duty cycle, magnitude of pump speed on the high side of the duty cycle, magnitude of the pump speed on the low side of the duty cycle, and phase relative to the PWM charge current.
An example of a suitable cooling system controller 27 is a single-input multiple-output controller.
It is assumed that both charge controller 25 and cooling controller 27 have appropriate processing hardware and software for performing the tasks described herein.
Although not shown in
In operation, charger controller 25 implements a process that determines when a target (desired) battery temperature will be reached. It then drops the charge current down to a C-rate where exothermic reactions are predominant. At the same time or with a pre-determined phase difference, cooling system controller 27 pulses the cooling flow to decrease battery temperature to prevent overheating.
The result is a C-rate that is higher than that of conventional charge methods and shorter charge times. Charging is more efficient due to higher allowable temperatures, but the charge temperature remains within a safe range. The method minimizes charge time by not dropping the charge current to zero amps, but rather by taking advantage of the endothermic characteristics of the battery in sequence with cooling system control to reduce temperature at optimal rates.
