CN101227099A - 混合动力电动车辆中使用插入式充电器的电池均衡 - Google Patents

混合动力电动车辆中使用插入式充电器的电池均衡 Download PDF

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Publication number
CN101227099A
CN101227099A CNA2008100018565A CN200810001856A CN101227099A CN 101227099 A CN101227099 A CN 101227099A CN A2008100018565 A CNA2008100018565 A CN A2008100018565A CN 200810001856 A CN200810001856 A CN 200810001856A CN 101227099 A CN101227099 A CN 101227099A
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storage device
energy storage
motor generator
electric power
power
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CN101227099B (zh
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凯瑞·E·格兰
温卡塔帕斯·拉居·纳尔帕
法扎尔·U·赛义德
明·L·库昂
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/906—Motor or generator
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/907—Electricity storage, e.g. battery, capacitor

Abstract

一种在混合动力电动车辆中储存和供应电力的供电系统，包括：位于车上的电动－发电机，其可驱动地连接至车轮并产生交流电力，用于交替存储和释放电力的储能装置，连接至电动－发电机和储能装置的转换器，其用于将电动－发电机产生的交流电流转换成传输到储能装置的直流电流，以及将存储在储能装置中的直流电流转换成传输到电动－发电机的交流电流，位于车外的交流电源，以及充电器，其连接至所述电源和储能装置，用于从所述交流电源向储能装置供应直流电力。

Description

混合动力电动车辆中使用插入式充电器的电池均衡
技术领域
本发明的优选实施例总体上涉及一种用于对混合动力电动车辆的蓄电池充电的电力供应系统和方法。
背景技术
混合动力电动车辆的动力传动系统包括多个动力源，主要在公路速度不变时使用的内燃机(internal combustion engine，ICE)；用于给蓄电池充电的电动机；以及用于起动车辆，即用于使车辆从停止状态加速的牵引电机。
通常，当使用密封铅酸电池时，恒压充电法是为蓄电池组电池充电的优选方法。在恒压方式下，电流受到电池内阻的限制。当电池在低电荷状态并且内阻小时，突入电流(in-rush current)会很大并且能量可以很快地充入电池。当电池充好电时，会到达一个转变点，此时电池内阻突然升高，并且在恒压下，电池将接受的电流越来越少。这种自我调节作用能防止电池过度充电，从而延长寿命。这种恒压充电方式在均衡电压下进行，该均衡电压是能使电池处于高充电状态(state of charge，SOC)的推荐电压。
转换之后，需要低电流均衡充电使电池达到饱和，并确保将电池组的各电池单元带入接近相等的充电状态。
电池的多数充电和放电过程是在低于转换点的大部分区域完成的。
传统的混合动力电动车辆的动力传动系统利用由内燃机驱动的电机作为电池充电器进行电池均衡。控制均衡的过程是困难的，原因是电机-内燃机联合器的额定功率与精确执行蓄电池过度充电/均衡所需的电池功率之间的不匹配。
行业中需要这样的系统和方法，其在混合动力电动系统中利用除车载能源外的能源为蓄电池提供均衡充电。需要这样的系统和方法，其利用混合动力电动动力传动系统中定制的电池电力的限制，用插入式充电器为车辆提高电池均衡。
发明内容
一种在混合动力电动车辆中储蓄和供应电力的供电系统，包括：置于车上的电动-发电机，其可驱动地连接至车轮并产生交流电力；储能装置，用来交替储存和释放电力；连接至电动-发电机和储能装置的转换器，其用于将电动-发电机产生的交流电流转换成传输到储能装置的直流电流，以及将储能装置中储存的直流电流转换成传输到电动发电机的交流电流；置于车外的交流电源，以及连接至上述电源和储能装置的充电器，其用于从上述交流电源向储能装置供应直流电力。
插入式装置和系统的优点包括：有效的电池组精确均衡；内燃机或公用电力系统能源的可选择性；以及对混合动力结构的设计更加灵活，包括充电器的大小、充电集成和电池充电布局。
由该系统充电的蓄电池组电池很少均衡，可能每三到四个月。而储电系统仅使用一个蓄电池，不需要第二个电动蓄电池，从而避免不必要的增加系统和机车的重量，除非在蓄电池充电时需要。车外的第二蓄电池将会增加成本，减弱系统充电的效率，以及使均衡问题加倍，原因是它必须定期地充电。
储能装置具有既可以用内燃机来补充能源，也可以由车外的能源、比如公用电力资源提供能源的灵活性。
内燃机可以持续工作并提供能量将负荷驱动到一定的充电状态，然后由公用电力系统为蓄电池充电。
利用可定制的电池电力的限制，可以用电动机械/内燃机将电池包带至高(约90％)充电状态，然后可以用插入式充电器实现精确的过度充电和均衡。独立或组合交替使用电动机械和内燃机以及外部能源的动力源，提供每种能源的费用优化方面控制的灵活性。例如，当燃料的价格与外部能源交流电流的电量费用相比相对较低时，将使用内燃机对储能装置进行大电流充电(bulk charge)，即，将电池包充电至高充电状态，而且将利用外部能源和充电器进行均衡充电，即由高充电状态变为最大(约100％)充电状态。当燃料价格相对公用能源费用较高时，将使用内燃机对成比例地低于高充电状态的储能装置提供大电流充电，外部能源和充电器将用于对成比例地高于低(约10％)充电状态均衡充电。
优选实施例的适用范围可从以下详细说明、权利要求书和附图中变得显而易见。应该理解，说明书和特定的示例尽管说明了本发明的优选实施例，但其仅作为示例给出。对所属技术领域的技术人员来说，所述实施例和示例的各种变化和改变是显而易见的。
附图说明
对所属技术领域的技术人员来说，结合附图考虑时，上述以及其它优点从以下对优选实施例的详细说明中将会变得显而易见，其中：
图1为混合动力电动车辆电池动力控制系统的示意图；
图2为图1关于电池充电状态和电池电力请求的转换函数；以及
图3为一示意图，表示混合动力燃料电池/储能装备系统。
具体实施方式
首先参照图1，存储在可访问控制器12的电子存储器中的分断线性转换函数10将车载蓄电池的充电状态与电池产生的功率值、即电池电力请求14关联起来。电池电力判断控制算法16接收输入信号，这些信号代表当前电池电力请求14、当前内部参数(如：SOC、电池温度、内阻、开路电压)18以及各种车辆输入20，其包括加速踏板位置、制动踏板位移、变速杆或停车/倒车/空档/驾驶/低速(Park/Reverse/Neutral/Drive/Low，PRNDL)的位置、当前车辆远程通信的使用程度以及驱动器接口。算法16产生信号作为其输出，该信号代表判断的所需电池电力22。混合动力电动车辆混合及优化算法24响应车辆输入信号20和判断的所需电池电力22输入信号后，产生输出命令信号26、28，信号26和28用作电动机械30和内燃机32的输入，这些信号被用来利用这两种能源30、32为储能装置如蓄电池优化充电。
电池电力请求14是一个不动区分断线性函数，其包括四个点：电池电力饱和下限34，零点饱和下限35，零点饱和上限36，以及上位点电池电力饱和上限37。
图2表示电池电力请求转换函数10在所有变化(PLF A)38之前和在行驶工况(PLF B)40过程中电动机/内燃机为电池充电之后的一个实例。在这种方式下，在使用电池充电器的行驶工况过程中，转换函数的四个点34-37所表示的变量范围发生变化。对所示实例来说，用于改变电池电力请求转换函数38系统向右移到转换函数40的位置，从而使车辆在再充电之前保持在较高的充电状态。
图3示意性表示混合动力电动均衡系统50的构造。两个车载动力源包括内燃机32和电动机械30，其可以为起动-发电机或者电动-发电机。电动机械30通过串联和/或并联驱动连接方式可驱动地连接至车轮60。当内燃机32在发电机模式下运行时，其可以驱动电动机械30，其也可以驱动车轮60。电动机械30可以在起动模式下运行，以起动内燃机32，也可以在电动模式下驱动车轮60，还可以在发电机模式下为储能装置56充电。在发电机模式下，电动机械30可以被车轮、内燃机32、或其组合驱动。
内燃机32或者由机械接口58可驱动地连接到电动机械30。机械接口58可以是机动车的动力传动系统的一部分或者离合器，其能够交替啮合或分离。电动机械30的输出通过电接口62连接到电动机转换器64。
电动机转换器64将电动机械30产生的交流电流转换成直流电流，该直流电流通过线路68供应到储能装置56，电动转换器还可以将来自储能装置的直流电流转换成交流电流，该交流电流通过线路68供应到电动机械62。
储能装置56可以是蓄电池、电池包、电容器、或者蓄电池和电容器的组合。当储能装置56包含电池包时，这些电池包可能以组72、73、74、75的形式排列，这些组以任意组合互相连接，包括串联、并联、以及串联-并联连接。
高压(high voltage，HV)充电器70和储能装置56可以使用两个不同的电接口76、78，因此当储能装置56充电时，如果需要，其可以分割。这种方式中，高压充电器70的电流可以在组成储能装置56的电池组72-75组中分配或分割。高压充电器70可以安装在车上，在此情况下，其可以与转换器64结合在一起或者作为与转换器分离的单元。可选择地，高压充电器70也可以安装在车外。
另外，来自车外能源76如公用电力系统的动力通过线路78电连接到高压充电器70。外部能源可以向充电器70提供单相或三相交流电流。充电器70将来自能源76的交流电流转换成直流电流，直流电流通过线路72、74供应到储能装置56。高压充电器可以在重新平衡的量值上提供能量，即再充满储能装置56。重新平衡充电有时被称为均衡充电。
对于图2所示的实例来说，用于将电池电力请求转换曲线38变得右移的方法使机车在再充电之前保持高充电状态。高充电状态提供运行的灵活性，例如可使充电器70的容量变小，或者使储能装置56实现均衡充电所需的周期变短。
交替使用内燃机32和外部能源76能源，提供每种能源的费用优化方面控制的灵活性。例如，当汽油或者柴油燃料的价格与外部能源交流电流的电量费用相比相对较低时，控制器12单独地或者组合控制电动机械30和内燃机32，对储能装置56大电流充电，即，将电池包充电至高(约90％)充电状态，而且控制器利用外部交流电流能源76和充电器70提供均衡充电，即由高充电状态变为最大(约100％)充电状态。当车辆燃料价格相对交流电流能源76的电量费用较高时，控制器12控制电动机械30和内燃机32，使内燃机32和/或电动机械30用来给相应地低于高(约90％)充电状态的储能装置56提供大电流充电，外部能源76和充电器70用于相应的高于最后的低(约10％)充电状态的均衡充电。
根据专利法的规定，对优选实施方式进行了说明。然而，应该指出的是，除了具体图示和说明的实施方式之外，替换性的实施方式也可实施。

Claims (13)

1.一种在混合动力电动车辆中储存和供应电力的供电系统，包含：
位于车上的电动-发电机，其可驱动地连接至车轮并产生交流电力；
储能装置，用于交替存储和释放电力；
连接至电动-发电机和储能装置的转换器，其用于将电动-发电机产生的交流电流转换成传输到储能装置的直流电流，以及将存储在储能装置中的直流电流转换成传输到电动-发电机的交流电流；
位于车外的交流电源；
以及充电器，其连接至所述电源和储能装置，用于从所述交流电源向储能装置供应直流电力。
2.如权利要求1所述的供电系统，其特征在于所述的交流电源为公用电力系统。
3.如权利要求1所述的供电系统，其特征在于所述的交流电源提供的能量相对于电动-发电机产生的能量来说，是高压能量。
4.如权利要求1所述的供电系统，其特征在于所述的电动-发电机在发电机模式下运行，系统还包含驱动性连接至电动-发电机的内燃机，其用于在发电机模式下驱动电动-发电机。
5.如权利要求1所述的供电系统，其特征在于所述的电动-发电机被车轮驱动时在发电机模式下运行。
6.如权利要求1所述的供电系统，其特征在于所述的储能装置包括多组电池包，系统还包含多个连接电池包和充电器的电接口。
7.如权利要求1所述的供电系统，其特征在于所述的充电器和转换器整合形成一个单元。
8.如权利要求1所述的供电系统，其特征在于所述的充电器和转换器形成分立的单元。
9.一种在具有驱动轮的混合动力电动车辆中储存和供应电力的供电系统，包含：
位于车上的电动-发电机，其可驱动地连接至车轮并产生交流电力；
储能装置，用于交替存储和释放电力；
连接至电动-发电机和储能装置的转换器，其用于将电动-发电机产生的交流电流转换成传输到储能装置的直流电流，以及将存储在储能装置中的直流电流转换成传输到电动-发电机的交流电流；
位于车外的交流电源；
充电器，其连接至所述电源和储能装置，用于从所述电源提供直流电力给储能装置；以及
控制器，其接收代表储能装置的当前充电状态的输入，其中所述的控制器利用储能装置的充电状态确定储能装置当前能放电或充电的电力值，当该储能装置当前能放电或充电的电力值低于参考值时，导致电动-发电机和内燃机向储能装置提供大电流充电。
10.如权利要求9所述的供电系统，其特征在于还包含内燃机；其中：
所述的控制器利用电动-发电机和内燃机为电池包充电，达到相对高的充电状态。
11.如权利要求9所述的供电系统，其特征在于还包含内燃机；其中：
在储能装置当前能放电或充电的电力值高于参考值时，所述的控制器阻止电动-发电机和内燃机对储能装置大电流充电。
12.一种在混合动力电动车辆中运行用于存储和供应电力的供电系统的方法，该混合动力电动车辆具有位于车上并且产生交流电力的电动-发电机、交替存储和释放电力的储能装置、连接至电动-发电机和储能装置的转换器、位于车外的交流电源和连接至所述电源和储能装置的充电器，该方法包含下列步骤：
(a)用电动-发电机在相对低压下产生交流电流；
(b)用转换器将电动-发电机产生的交流电流转换成直流电流；
(c)通过从转换器向储能装置传输直流电流为储能装置提供大电流充电；以及
(d)用高压交流电源和充电器为储能装置提供均衡充电。
13.如权利要求12所述的方法，还包含下列步骤：
重复确定储能装置当前能放电的电力值；以及
当储能装置当前能放电的电力值低于参考值时，利用电动-发电机和转换器为储能装置提供大电流充电；以及
当储能装置当前能放电的电力值高于参考值时，阻止电动-发电机对储能装置大电流充电。
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