US20160276843A1 - Battery Charge Strategy Using Discharge Cycle - Google Patents

Abstract

A battery management system for a vehicle includes a controller programmed to charge a battery at a predetermined charge rate. The controller discharges the battery for a predetermined time in response to a terminal voltage of the battery exceeding a predetermined voltage limit that results in a reduced charge rate. After discharging for the predetermined time, the controller resumes charging at the predetermined charge rate. A current magnitude during the discharge and the predetermined time may be based on factors including the predetermined charge rate, a battery temperature, and a charge current magnitude during charging.

Description

TECHNICAL FIELD
• This application is generally related to charging lithium-ion based traction batteries.
BACKGROUND
• Batteries for electric and plug-in hybrid vehicles are charged between uses to restore energy to the battery for the next use cycle. A vehicle may be connected to a charger that is connected to a power source. The charger is controlled to provide voltage and current to the battery to restore energy to the battery. Different charging strategies are utilized to charge the battery in the vehicle. Present charging strategies may charge the battery at a constant current until a voltage limit is reached. When the voltage limit is reached, charging at a constant voltage may be initiated. During the constant voltage phase, the battery current decreases which results in a slower charge rate.
SUMMARY
• A battery management system includes at least one controller programmed to charge a battery at a predetermined charge rate and, in response to a terminal voltage of the battery exceeding a predetermined voltage limit that results in a reduced charge rate, to discharge the battery for a predetermined time and resume charging after the predetermined time at the predetermined charge rate to reduce battery charge time.
• A vehicle includes a battery and at least one controller. The at least one controller is programmed to charge the battery at a predetermined charge rate and, in response to a terminal voltage of the battery exceeding a predetermined voltage limit that results in a reduced charge rate, to discharge the battery for a predetermined time and resume charging after the predetermined time at the predetermined charge rate to reduce battery charge time. The vehicle may further include at least one electrical load. The at least one controller may be further programmed to command operation of the electrical load to discharge the battery for the predetermined time.
• A method includes charging a battery at a predetermined charge rate. The method further includes discharging the battery for a predetermined time in response to a terminal voltage of the battery exceeding a predetermined voltage limit that results in a charge rate less than the predetermined charge rate. The method further includes resuming charging the battery after the predetermined time at the predetermined charge rate to reduce a battery charge time. The method may further include terminating the charging when a state of charge of the battery exceeds a predetermined state of charge indicative of a fully charged battery.
• The predetermined voltage limit may be a battery charge voltage limit at which constant voltage charging is initiated. The predetermined charge rate may be based on one or more of a state of charge of the battery, a temperature of the battery, and an impedance of the battery. A discharge rate magnitude during the discharge may be less than a magnitude of the predetermined charge rate. A current magnitude during the discharge and the predetermined time may be based one or more of a battery temperature, a battery state of charge, and a battery impedance. The current magnitude during the discharge and the predetermined time may be based on a charge current magnitude during the charge.
• The system and method described herein improves battery charging time. The battery charging time is improved by reducing or reversing battery cell polarization when a battery voltage limit is exceeded. Where prior systems are limited to a constant voltage phase with a decreasing current, the present strategy periodically adjusts the voltage and current so that a higher current flows to the battery.
BRIEF DESCRIPTION OF THE DRAWINGS
• FIG. 1 is a diagram of a hybrid vehicle illustrating typical drivetrain and energy storage components;
• FIG. 2 is a diagram of a possible battery pack arrangement comprised of multiple cells, and monitored and controlled by a Battery Energy Control Module;
• FIG. 3 is a diagram of an example battery cell equivalent circuit;
• FIG. 4 is a plot of an exemplary battery voltage and current during a charge cycle using the disclosed strategy;
• FIG. 5 is a plot of battery voltage settling time after a period of charging with and without a discharge pulse; and
• FIG. 6 is a block diagram of a filter for generating a discharge pulse.
DETAILED DESCRIPTION
• Embodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.
• FIG. 1 depicts a typical plug-in hybrid-electric vehicle (PHEV). A typical plug-in hybrid-electric vehicle12 may comprise one or moreelectric machines14 mechanically coupled to ahybrid transmission16. Theelectric machines14 may be capable of operating as a motor or a generator. In addition, thehybrid transmission16 is mechanically coupled to anengine18. Thehybrid transmission16 is also mechanically coupled to adrive shaft20 that is mechanically coupled to thewheels22. Theelectric machines14 can provide propulsion and deceleration capability when theengine18 is turned on or off. Theelectric machines14 also act as generators and can provide fuel economy benefits by recovering energy that would normally be lost as heat in a friction braking system. Theelectric machines14 may also reduce vehicle emissions by allowing theengine18 to operate at more efficient speeds and allowing the hybrid-electric vehicle12 to be operated in electric mode with theengine18 off under certain conditions.
• A traction battery orbattery pack24 stores energy that can be used by theelectric machines14. Avehicle battery pack24 typically provides a high-voltage direct current (DC) output. Thetraction battery24 is electrically coupled to one or more power electronics modules. One ormore contactors42 may isolate thetraction battery24 from other components when opened and connect thetraction battery24 to other components when closed. Thepower electronics module26 is also electrically coupled to theelectric machines14 and provides the ability to bi-directionally transfer energy between thetraction battery24 and theelectric machines14. For example, atraction battery24 may provide a DC voltage while theelectric machines14 may operate with a three-phase alternating current (AC) to function. Thepower electronics module26 may convert the DC voltage to a three-phase AC current to operate theelectric machines14. In a regenerative mode, thepower electronics module26 may convert the three-phase AC current from theelectric machines14 acting as generators to the DC voltage compatible with thetraction battery24. The description herein is equally applicable to a pure electric vehicle. For a pure electric vehicle, thehybrid transmission16 may be a gear box connected to anelectric machine14 and theengine18 may not be present.
• In addition to providing energy for propulsion, thetraction battery24 may provide energy for other vehicle electrical systems. Avehicle12 may include a DC/DC converter module28 that converts the high voltage DC output of thetraction battery24 to a low voltage DC supply that is compatible with low-voltage vehicle loads. An output of the DC/DC converter module28 may be electrically coupled to an auxiliary battery30 (e.g., 12V battery). The low-voltage systems may be electrically coupled to the auxiliary battery. Other high-voltage loads46, such as compressors and electric heaters, may be coupled to the high-voltage output of thetraction battery24.
• Thevehicle12 may be an electric vehicle or a plug-in hybrid vehicle in which thetraction battery24 may be recharged by anexternal power source36. Theexternal power source36 may be a connection to an electrical outlet. Theexternal power source36 may be electrically coupled to a charger or electric vehicle supply equipment (EVSE)38. Theexternal power source36 may be an electrical power distribution network or grid as provided by an electric utility company. TheEVSE38 may provide circuitry and controls to regulate and manage the transfer of energy between thepower source36 and thevehicle12. Theexternal power source36 may provide DC or AC electric power to theEVSE38. TheEVSE38 may have acharge connector40 for plugging into acharge port34 of thevehicle12. Thecharge port34 may be any type of port configured to transfer power from theEVSE38 to thevehicle12. Thecharge port34 may be electrically coupled to a charger or on-boardpower conversion module32. Thepower conversion module32 may condition the power supplied from theEVSE38 to provide the proper voltage and current levels to thetraction battery24. Thepower conversion module32 may interface with theEVSE38 to coordinate the delivery of power to thevehicle12. TheEVSE connector40 may have pins that mate with corresponding recesses of thecharge port34. Alternatively, various components described as being electrically coupled or connected may transfer power using a wireless inductive coupling.
• One ormore wheel brakes44 may be provided for decelerating thevehicle12 and preventing motion of thevehicle12. Thewheel brakes44 may be hydraulically actuated, electrically actuated, or some combination thereof. Thewheel brakes44 may be a part of abrake system50. Thebrake system50 may include other components to operate thewheel brakes44. For simplicity, the figure depicts a single connection between thebrake system50 and one of thewheel brakes44. A connection between thebrake system50 and theother wheel brakes44 is implied. Thebrake system50 may include a controller to monitor and coordinate thebrake system50. Thebrake system50 may monitor the brake components and control thewheel brakes44 for vehicle deceleration. Thebrake system50 may respond to driver commands via a brake pedal and may also operate autonomously to implement features such as stability control. The controller of thebrake system50 may implement a method of applying a requested brake force when requested by another controller or sub-function.
• One or moreelectrical loads46 may be coupled to the high-voltage bus. The electrical loads46 may have an associated controller that operates and controls theelectrical loads46 when appropriate. Examples ofelectrical loads46 may be a heating module or an air-conditioning module.
• The various components discussed may have one or more associated controllers to control and monitor the operation of the components. The controllers may communicate via a serial bus (e.g., Controller Area Network (CAN)) or via discrete conductors. In addition, asystem controller48 may be present to coordinate the operation of the various components.
• Atraction battery24 may be constructed from a variety of chemical formulations. Typical battery pack chemistries may be lead acid, nickel-metal hydride (NIMH) or Lithium-Ion.FIG. 2 shows a typicaltraction battery pack24 in a simple series configuration ofN battery cells72. Other battery packs24, however, may be composed of any number of individual battery cells connected in series or parallel or some combination thereof. A battery management system may have a one or more controllers, such as a Battery Energy Control Module (BECM)76, that monitor and control the performance of thetraction battery24. Thebattery pack24 may include sensors to measure various pack level characteristics. Thebattery pack24 may include one or more packcurrent measurement sensors78, packvoltage measurement sensors80, and packtemperature measurement sensors82. TheBECM76 may include circuitry to interface with the packcurrent sensors78, thepack voltage sensors80 and thepack temperature sensors82. TheBECM76 may have non-volatile memory such that data may be retained when theBECM76 is in an off condition. Retained data may be available upon the next key cycle.
• In addition to the pack level characteristics, there may bebattery cell72 level characteristics that are measured and monitored. For example, the terminal voltage, current, and temperature of eachcell72 may be measured. A system may use asensor module74 to measure thebattery cell72 characteristics. Depending on the capabilities, thesensor module74 may measure the characteristics of one or multiple of thebattery cells72. Thebattery pack24 may utilize up to N,sensor modules74 to measure the characteristics of all thebattery cells72. Eachsensor module74 may transfer the measurements to theBECM76 for further processing and coordination. Thesensor module74 may transfer signals in analog or digital form to theBECM76. In some configurations, thesensor module74 functionality may be incorporated internally to theBECM76. That is, thesensor module74 hardware may be integrated as part of the circuitry in theBECM76 and theBECM76 may handle the processing of raw signals. TheBECM76 may also include circuitry to interface with the one ormore contactors42 to open and close thecontactors42.
• It may be useful to calculate various characteristics of the battery pack. Quantities such a battery power capability and battery state of charge may be useful for controlling the operation of thebattery pack24 as well as any electrical loads receiving power from the battery pack. Battery power capability is a measure of the maximum amount of power thebattery24 can provide or the maximum amount of power that thebattery24 can receive. Knowing the battery power capability allows the electrical loads to be managed such that the power requested is within limits that thebattery24 can handle.
• Battery pack state of charge (SOC) gives an indication of how much charge remains in the battery pack. The SOC may be expressed as a percentage of the total charge remaining in the battery pack. The battery pack SOC may be output to inform the driver of how much charge remains in the battery pack, similar to a fuel gauge. The battery pack SOC may also be used to control the mode of operation of the electric or hybrid-electric powertrain. Calculation of battery pack SOC can be accomplished by a variety of methods. One possible method of calculating battery SOC is to perform an integration of the battery pack current over time. This is well-known in the art as ampere-hour integration.
• Thetraction battery24 may operate in a charging mode and a discharging mode. In the charging mode, thetraction battery24 accepts charge and the state of charge of thebattery24 may increase. Stated another way, in the charging mode, current flows into thetraction battery24 to increase the charge stored in thebattery24. In the discharging mode, thetraction battery24 depletes charge and the state of charge of thebattery24 may decrease. Stated another way, in the discharging mode, current flows from thetraction battery24 to decrease the charge stored in thebattery24. During operation of the vehicle, thetraction battery24 may be operated in alternating cycles of charging and discharging.
• Thebattery cells72 may be modeled in a variety of ways. For example, a battery cell may be modeled as an equivalent circuit.FIG. 3 shows one possible battery cell equivalent circuit model (ECM) which may be referred to as a simplified Randles circuit model. Thebattery cell72 may be modeled as avoltage source100, referred to as an open circuit voltage (V_oc), with associated impedance. The impedance may be comprised of one or more resistances (102 and104) and acapacitance106. The open-circuit voltage (OCV)100 of the battery may be expressed as a function of a battery SOC and temperature. The model may include an internal resistance,r₁102, a charge transfer resistance,r₂104, and a double layer capacitance,C106. Thevoltage V₁112 is the voltage drop across theinternal resistance102 due to current114 flowing from thevoltage source100. Thevoltage V₂110 is the voltage drop across the parallel combination ofr₂104 andC106 due to current114 flowing through the parallel combination. The terminal voltage (V_t)108 is the voltage across the terminals of the battery. The value of the parameters r₁102,r₂104, andC106 may depend on the cell design, temperature, and the battery chemistry. Thetraction battery24 may be modeled using a similar model with aggregate impedance values derived from thebattery cells72.
• The open-circuit voltage100 may be used to determine the SOC of the battery. A relationship between battery SOC and the open-circuit voltage100 exists such that the battery SOC may be determined if the open-circuit voltage100 is known (e.g., SOC=f(V_oc)). The relationship may be expressed as a plot or a table that may be stored in controller memory. The relationship may be derived from battery testing or battery manufacturer data.
• During operation, thebattery cells72 may acquire a polarization caused by current flowing through the battery cells. The polarization effects may be modeled by theresistances102,104 andcapacitance106 of the equivalent circuit model. Because of the battery cell impedance, the terminal voltage,V_t108, may not be the same as the open-circuit voltage100. The open-circuit voltage100 is not readily measurable as only theterminal voltage108 of the battery cell is accessible for measurement. When no current114 is flowing for a sufficiently long period of time, theterminal voltage108 may be the same as the open-circuit voltage100. The voltages may be equalized after a sufficiently long period of time to allow the internal dynamics of the battery to reach a steady state. Note that after a sufficient settling time with no current flowing through the battery, theterminal voltage108 and the open-circuit voltage100 may be nearly equal. One technique of estimating the open-circuit voltage100 is to wait a sufficient period of time after a battery rest period before measuring theterminal voltage108 to ensure that the voltages are close.
• FIG. 5 shows aplot300 of representative voltage stabilization or relaxation times for a battery voltage after a relatively long period of charging and after a relatively short period of discharging.Curve302 represents the response of thebattery terminal voltage108 after a relatively long charge cycle. That is, a charge voltage is applied to the battery for greater than a predetermined period of time prior to time zero and at time zero, charging is stopped (e.g., zero current). As shown in the plot, thepost-charge settling time306 is approximately fifty seconds.Curve304 represents thebattery terminal voltage108 when applying a relatively short discharge pulse after the relatively long charge cycle. As shown in the plot, thepost-discharge settling time308, is reduced to approximately five seconds. Similar curves may be obtained after a relatively long period of discharging except that a relatively short charge pulse is applied after a relatively long discharge cycle. The relevant observation is that the open-circuit voltage100 and theterminal voltage108 may equalize in less time by reversing the current flow through the battery for a relatively short time. That is, the polarization effects within the battery dissipate in a shorter time after reversing the current. The voltage stabilization time may be reduced by applying a current pulse with the opposite polarity. After a relatively long period of flowing current to the battery (e.g., charging), drawing a relatively short pulse of current from the battery (e.g., discharging) can reduce the voltage relaxation time.
• If thebattery controller76 is currently performing a charge cycle, thecontroller76 may interrupt the charge cycle and command the discharge current pulse. Note that thebattery controller76 may coordinate with theengine18 and theelectric machines14 to ensure that appropriate power is available for propulsion and other subsystems. In addition, thebattery controller76 may commandexternal loads46 to receive the discharge energy from thebattery24. The discharge current pulse may be the result of command one or more of theexternal loads46 to draw current from thetraction battery24. For example, a heater may be activated to draw current from thebattery24 for a predetermined time.
• FIG. 4 depicts a plot of thebattery terminal voltage200,battery SOC202, and battery current206 during a possible charging cycle. During charging of thetraction battery24, theterminal voltage200 may approach a batterypack voltage limit204 at which point, charging may be stopped or modified. Prior to theterminal voltage200 reaching thebattery voltage limit204 the battery may be charging at a predetermined charge rate which may be at a predeterminedcurrent level208. The predetermined charge current208 may be a maximum possible charge current. That is, thebattery24 may be charged at a constant current to yield the desired charge rate. During the constant current mode, the current may be controlled by adjusting the magnitude of theterminal voltage200. The predetermined charge rate may be selected to minimize battery charge time while respecting any maximum current limits of the battery system components.
• When charging at the predetermined charge current208, the difference between theterminal voltage200 and the open-circuit voltage100 may be the voltage drop (e.g, product of current and resistance) across the battery impedance. As the open-circuit voltage100 increases, theterminal voltage200 may also increase and reach thebattery voltage limit204. This may typically occur at or about a predetermined battery SOC, since the battery SOC is a function of the open-circuit voltage100. Some systems may be configured to stop charging when theterminal voltage200 exceeds thebattery voltage limit204. In such a system, thebattery24 may not be fully charged at the end of the charge cycle.
• When theterminal voltage200 meets or exceeds the batterypack voltage limit204, the current206 flowing through thebattery24 may be decreased to prevent theterminal voltage200 from increasing further. The decrease in current206 causes thebattery24 to charge at a slower charge rate. Thebattery24 may be charged in a constant voltage mode at this time. The constant voltage may be the battery packcharge voltage limit204. In this constant voltage mode, the current206 may decrease as the open-circuit voltage100 increases relative to theterminal voltage200. As the current206 decreases, the time (e.g., charge time) to charge thebattery24 increases. During this constant voltage charging mode, the charge rate may decrease over time. For example, at a3C charge rate, the controller may reduce the charge current when the battery SOC is greater than 80%.
• One technique to achieve higher currents during charging may be to apply a dischargecurrent pulse210 when thebattery terminal voltage200 is greater than or equal to the batterypack voltage limit204. The dischargecurrent pulse210 may be a discharge current that is applied for a period of time. The dischargecurrent pulse210 may be sufficient to reduce or reverse the cell polarization and decrease the cell voltage, making it possible to again charge at the predetermined charge current208. The dischargecurrent pulse210 may be of a predetermined magnitude and have a predetermined duration. The magnitude and duration of the dischargecurrent pulse210 may be based on the temperature of thebattery24, the cell open-circuit voltage, and the charge current of thebattery24. This process may be repeated until thebattery24 is fully charged. A magnitude of the discharge rate may be less than a magnitude of the charge rate. For example, for a3C charge rate, a1C discharge rate may be selected. The duration of thedischarge pulse210 may be selected to reduce or reverse the cell polarization and dissipate as little stored energy in the battery as possible. In some configurations, the magnitude of the discharge rate may be greater than the magnitude of the charge rate.
• As the battery SOC increases, the time betweendischarge pulses210 may decrease. Each dischargecurrent pulse210 reduces theterminal voltage200 to allow charging to be resumed at a higher current level. Theterminal voltage200 may then rise to thebattery voltage limit204 at which time anotherdischarge pulse210 may be applied. Thecontroller76 may monitor the battery SOC to determine when thebattery pack24 is fully charged (e.g., battery SOC approximately 100%). The result is that charging times may be reduced as higher charge currents are used for charging thebattery24. Additionally, the method fully utilizes the battery capacity as charging does not have to end when the batterypack voltage limit204 is reached. The methods disclosed may be adapted to existing battery management systems as the methods may be implemented in software on thecontroller76.
• The battery charge rate may be decreased as the battery SOC approaches a target SOC level (e.g., 100%). That is, the predetermined charge current208 may be adjusted for each charge cycle as the battery SOC approaches a fully charged level. The decreased battery charge rate may compensate for the fact that the battery terminal voltage is the sum of the open-circuit voltage and the product of the charge current and battery resistance. As the battery SOC approaches the target SOC level, the open-circuit voltage approaches the maximum charge voltage. The battery charge rate may be decreased to prevent the terminal voltage from exceeding the maximum charge voltage before cell polarization occurs.
• After a dischargecurrent pulse210, the charge current may be restored to the predetermined charge current208. As the battery SOC approaches the full-charge level, the predetermined charge current208 may be decreased. The predetermined charge current208 may be based on the battery SOC, the battery temperature, and the battery impedance. The predetermined charge current208 may be selected to maintain the battery terminal voltage within the charge voltage limit. In some configurations, thedischarge pulse210 may be initiated when the charge current begins to decrease from the predetermined charge current208. In some configurations, thebattery voltage limit204 may correspond to the voltage level at which the charge current decreases.
• The dischargecurrent pulse210 has a magnitude and an associated duration. The magnitude and duration may be based on the magnitude of the charge current and the battery temperature. The magnitude and duration may be based on the battery SOC and the battery impedance. In some configurations, the magnitude of the dischargecurrent pulse210 may have a smaller magnitude than the charge current. The magnitude and duration of the dischargecurrent pulse210 may be selected to be a current that is sufficient to reverse cell polarization. The magnitude and duration of the dischargecurrent pulse210 may be selected to minimize an amount of energy discharged from thebattery24. The magnitude and duration selection may be implemented in a controller as a lookup table. The lookup table may have predetermined values of the discharge current pulse magnitude and duration and be indexed by the charge current and the pack temperature.
• FIG. 6 depicts a block diagram of one possible configuration for determining the magnitude of the discharge pulse. Afilter400 may be utilized such that the magnitude of thedischarge pulse410 is based on a filtered version of thebattery current404. Thefilter400 may be a first-order low-pass filter having a filter-time constant (e.g., tau) that may be based on afirst input406 and asecond input408. Thefirst input406 may be the battery pack SOC. The second input may be the battery pack temperature. The filter-time constant may be derived from a lookup table402 that inputs thefirst input406 and thesecond input408 and outputs the filter-time constant. Thefilter400 may be configured such that over a period of time that is based on the filter-time constant, the output (e.g., discharge current pulse magnitude410) of thefilter400 approaches the input (e.g., battery current404). Thefilter400 may operate such that a longer duration of a constant battery current will produce a larger magnitude of the dischargecurrent pulse magnitude410. The magnitude of the discharge pulse may approach the constant battery current magnitude if the duration is equivalent to several filter-time constants.
• The principle of the filter operation is that the dischargecurrent pulse magnitude410 is a function of a battery current404 magnitude and duration. A large battery current magnitude applied for a long duration will result in a greaterdischarge pulse magnitude410 than the same large battery current applied for a short duration.
• The duration of the discharge pulse may be a fixed value. For example, the discharge pulse may be set to a predetermined time of one second. In some configurations, the discharge pulse duration may be a variable amount of time based on other parameters. The predetermined time may be based on battery parameters. The magnitude and duration of the discharge current pulse may be sufficient to fully or partially reverse the cell polarization of thebattery24 so that theterminal voltage108 will be less than the maximum charge voltage limit.
• The processes, methods, or algorithms disclosed herein can be deliverable to/implemented by a processing device, controller, or computer, which can include any existing programmable electronic control unit or dedicated electronic control unit. Similarly, the processes, methods, or algorithms can be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information permanently stored on non-writable storage media such as ROM devices and information alterably stored on writeable storage media such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media. The processes, methods, or algorithms can also be implemented in a software executable object. Alternatively, the processes, methods, or algorithms can be embodied in whole or in part using suitable hardware components, such as Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software and firmware components.
• While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes can be made without departing from the spirit and scope of the disclosure. As previously described, the features of various embodiments can be combined to form further embodiments of the invention that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics can be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. These attributes may include, but are not limited to cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. As such, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and can be desirable for particular applications.

Claims (20)

What is claimed is:

1. A battery management system comprising:

at least one controller programmed to charge a battery at a predetermined charge rate and, in response to a terminal voltage of the battery exceeding a predetermined voltage limit that results in a reduced charge rate, to discharge the battery for a predetermined time and resume charging after the predetermined time at the predetermined charge rate to reduce battery charge time.

2. The battery management system ofclaim 1 wherein the predetermined voltage limit is a battery charge voltage limit at which constant voltage charging is initiated.

3. The battery management system ofclaim 1 wherein the predetermined charge rate is at a predetermined current.

4. The battery management system ofclaim 1 wherein a discharge rate magnitude during the discharge is less than a magnitude of the predetermined charge rate.

5. The battery management system ofclaim 1 wherein a current magnitude during the discharge and the predetermined time are based on one or more of a battery temperature, a battery state of charge, and a battery impedance.

6. The battery management system ofclaim 1 wherein a current magnitude during the discharge and the predetermined time are based on a charge current magnitude during the charge.

7. A vehicle comprising:

a battery; and

at least one controller programmed to charge the battery at a predetermined charge rate and, in response to a terminal voltage of the battery exceeding a predetermined voltage limit that results in a reduced charge rate, to discharge the battery for a predetermined time and resume charging after the predetermined time at the predetermined charge rate to reduce battery charge time.

8. The vehicle ofclaim 7 further comprising at least one electrical load, wherein the at least one controller is further programmed to command operation of the electrical load to discharge the battery for the predetermined time.

9. The vehicle ofclaim 7 wherein the predetermined voltage limit is a battery charge voltage limit at which constant voltage charging is initiated.

10. The vehicle ofclaim 7 the predetermined charge rate is at a predetermined current.

11. The vehicle ofclaim 7 wherein a discharge rate magnitude during the discharge is less than a magnitude of the predetermined charge rate.

12. The vehicle ofclaim 7 wherein a current magnitude during the discharge and the predetermined time are based on a battery temperature.

13. The vehicle ofclaim 7 wherein a current magnitude during the discharge and the predetermined time are based on a charge current magnitude during the charge.

14. A method comprising:

charging a battery at a predetermined charge rate;

discharging the battery for a predetermined time in response to a terminal voltage of the battery exceeding a predetermined voltage limit that results in a charge rate less than the predetermined charge rate; and

resuming charging the battery after the predetermined time at the predetermined charge rate to reduce a battery charge time.

15. The method ofclaim 14 further comprising terminating the charging when a state of charge of the battery exceeds a predetermined state of charge indicative of a fully charged battery.

16. The method ofclaim 14 wherein the predetermined voltage limit is a battery charge voltage limit at which constant voltage charging is initiated.

17. The method ofclaim 14 wherein the predetermined charge rate is based on one or more of a state of charge of the battery, a temperature of the battery, and an impedance of the battery.

18. The method ofclaim 14 wherein a discharge rate magnitude during the discharge is less than a magnitude of the predetermined charge rate.

19. The method ofclaim 14 wherein a current magnitude during the discharge and the predetermined time are based on a battery temperature.

20. The method ofclaim 14 wherein a current magnitude during the discharge and the predetermined time are based on a charge current magnitude during the charge.

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