CN101513859A - 从外部为动力系统充电的方法 - Google Patents

从外部为动力系统充电的方法 Download PDF

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Publication number
CN101513859A
CN101513859A CNA2008101911548A CN200810191154A CN101513859A CN 101513859 A CN101513859 A CN 101513859A CN A2008101911548 A CNA2008101911548 A CN A2008101911548A CN 200810191154 A CN200810191154 A CN 200810191154A CN 101513859 A CN101513859 A CN 101513859A
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battery
voltage
power
output signal
under
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CN101513859B (zh
Inventor
R·T·施温克
N·科科托维奇
A·科萨里
M·V·小梅奥拉纳
W·R·考索恩
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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Abstract

一种从外部为动力系统充电的方法包括：监测第一电池的电压；确定何时被监测电压在第一电压阈值之下；当被监测电压在第一电压阈值之下，通过从外接电源供给电力为第一电池充电且在动力系统内通过外接电源增加电源的电压。

Description

从外部为动力系统充电的方法
相关申请的交叉引用
本申请要求申请号为US60/985273，申请日为2007年11月4日的申请的优先权，在此引用上述文献。
技术领域
本申请涉及电池监测系统。
背景技术
在本节中的描述仅仅提供与本发明有关的背景资料并不构成现有技术。
已知的动力系统结构包括转矩发生装置，包括内燃机和电机，通过传动装置传输转矩到输出部件。典型的动力系统包括双模式复合分离的电动机械传动装置，利用输入部件接受源自原动力源和输出部件的动力转矩，原动力源优选内燃机。所述输出部件可操作地连接到汽车驱动线，用于传递牵引转矩至驱动线。作为马达或发电机使用的电机产生转矩输入至所述传动装置，与来自内燃机的转矩输入无关。所述电机可通过所述汽车驱动线将发动机动能转化为电能，也即在电能存储装置中可储存的电能。控制系统监测各种来自所述汽车和操作者的输入以及提供动力系统的操作控制，包括控制传动装置运转状态和换挡，控制转矩生成装置，调节在电能存储装置和电机之间的电能转接以管理传动装置的输出，包括转矩和转速。
发明内容
一种从外部为动力系统充电的方法包括：监测第一电池的电压；确定何时被监测电压在第一电压阈值之下；当被监测电压在第一电压阈值之下，通过从外接电源供给电力为第一电池充电且在动力系统内通过外接电源增加电源的电压。
附图说明
参照附图，举例来描述一个或多个实施例，其中：
图1是按照本发明的典型的动力系统的原理图；
图2是按照本发明的用于控制系统和动力系统的典型的结构的原理图；和
图3是按照本发明的为混合电动汽车外部充电的方法的流程图。
具体实施方式
参考附图，其中所显示的仅仅是为了说明某种典型的实施例，而不是为了限制于此，图1和2描述了典型的电动机械混合动力系统。所述典型的如本发明图1描述的电动机械混合动力系统，包括双模式复合分离电动机械混合传动装置10，所述双模式复合分离电动机械混合传动装置操作的连接到发动机14和第一和第二电机(‘MGA′)56和(‘MGB’)72。发动机14和第一和第二电机56和72产生能被传输到传动装置10的电力。通过发动机14和第一和第二电机56和72产生电力，被传输到传动装置10的电力以输入扭矩的方式表示，此处相应的为TI，TA，和TB，各自的速度则分别为Ni、Na和Nb。
所述典型的发动机14包括多汽缸内燃机，在各个状态选择性的使用以经由输入轴12传输转矩到传动装置10，也可以是火花点火或压缩点火发动机。所述发动机14包括被操作的耦合到传动装置10的输入轴12的曲轴(未示出)。转速传感器11监测所述输入轴12的转速。源自所述发动机14至所述传动装置10的动力输出，包括旋转速度和输出转矩，不同于输入速度，NI，和输入转矩，TI，是由于转矩消耗元件放置在所述发动机14和所述传动装置10之间的所述输入轴12上，例如，液压泵(未示出)和/或转矩管理装置(未示出)。
所述优选的变速器10包括三个行星齿轮组24、26和28，以及四个可选择地安装的转矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。此处作为应用的实例，作为任何类型的摩擦转矩传递装置的离合器包括单一或复合圆片离合器或密封垫，例如带式离合器和制动器。液压控制管路42用于控制离合器状态，该液压控制管路42优选地由传动装置控制模块(下文为‘TCM’)17控制。离合器C2 62和C4 75优选地包括液控旋转摩擦离合器。离合器C1 70和C3 73优选地包括液控固定装置，可选择地安置于传动箱68。每个离合器C1 70、C2 62、C3 73和C4 75优选地由液压控制，通过液压控制管路42可选择地接受液压操控。
第一和第二电机56和72优选地包括三相交流电机，每个三相交流电机都包含有一个定子(未示出)和一个转子(未示出)，以及各自的分解器80和82。每个机器的马达定子都安置于传动箱68的外部，马达定子包括在外部缠绕电线的定子芯。第一电机56的转子装于毂衬上，所述毂衬通过第二行星齿轮组26运转于轴60上。第二电机72的转子固定安置于套轴孔66中。
分解器80和82优选地包括一个可变的磁阻装置，所述磁阻装置包括一个分解器定子(未示出)和一个分解器转子(未示出)。分解器80和82恰当地定位和装配于各自相应的第一和第二电机56和72上。所述分解器80和82的相应的定子被连接到用于第一和第二电机56和72的定子中的一个。所述分解器转子被连接到所述用于相应的第一和第二电机56和72的转子。每个分解器80和82显著地并且可操作地连接于传动功率变换器控制模块19(下文为‘TPIM’)，感测并监测分解器转子相对于分解器定子的旋转定位，从而监测各自相应的第一和第二电机56和72的旋转定位。另外，分解器80和82的输出信号被解译成第一和第二电机56和72的各自的旋转速度，即NA和NB。
传动装置10包括一个输出部件64，例如，如图1所示，可操作地与车辆(未示出)的动力传动系统90连接的轴，提供输出功率，例如，到车轮93。所述输出功率以输出转速NO和输出转矩TO的形式表示。传动装置输出速度传感器84监测输出部件64的转速和转动方向。每个车轮93优选地安装有传感器94，所述传感器94用于监测车轮的速度，VSS-WHL，监测到的车轮的速度将输出至如图2所示的分布式控制模块系统，所述分布式控制模块系统决定车辆的速度，以及制动控制、牵引控制和车辆加速时的绝对和相对的车轮速度。
发动机14和第一和第二电机56和72的输入转矩(分别为TI、TA和TB)由储藏于电能存储装置(下文为‘ESD’)74中的燃料或电能转换产生。ESD74通过直流传送导体27高压直流耦合于TPIM19。传送导体27包括电流接触器开关38。当电流接触器开关38关闭，操作正常，电流在ESD74和TPIM19之间流通。当电流接触器开关38开启，电流将在ESD74和TPIM19之间被中断。TPIM19通过传送导体29往返于第一电机56传送电能，类似地TPIM19通过传送导体31往返于第一电机72传送电能，以适应第一和第二电机56和72的转矩指令以便获得转矩TA和TB。往返于ESD74的电流传输与ESD74的充电或放电相一致。
TPIM19包括一对功率变换器(未示出)和各自的马达控制模块(未示出)，所述马达控制模块被设定用于接收转矩指令并控制传动装置的状态，提供马达驱动或者重设功能，以获得输入转矩TA和TB。功率变换器包括已知的补充的三相功率电子装置，且每个都包括多个绝缘栅双极晶体管(未示出)，通过高频转换，将直流功率从ESD74转换成第一和第二电机56和72各自的交流功率。所述绝缘栅双极晶体管构成一个开关式电源用于接收控制指令。每个三相电机的每一相都有一对绝缘栅双极晶体管。控制绝缘栅双极晶体管的状态以向电机驱动提供机械能或电能再生功能。三相变换器通过直流传送导体27接收或提供直流功率，并与三相交流功率相互转换，所述三相直流功率分别通过传送导体29和31传导至或传导出第一和第二电机56和72，用于驱动马达或发电机。
图2是分布式控制模块系统的示意框图。下文将描述的部件包括一个整体车辆控制结构子集，并提供如图1所示的典型动力系统的坐标系统控制。分布式控制模块系统合成相关信息和输入，并执行算法以控制各种致动器以获得控制目的，所述目的包括燃料燃烧效率，排放物，性能，操纵灵活性以及包括ESD74的电池和第一和第二电机56和72在内的硬件的保护。分布式控制模块系统包括一个发动机控制模块(下文为‘ECM’)23、TCM17、一个电池组控制模块(下文为‘BPCM’)21以及TPIM19。一个混合控制模块(下文为‘HCP’)5对ECM23、TCM17、BPCM21以及TPIM19进行管理控制并协调。用户界面(‘UI’)13与多个装置操作连接，通过这些装置驾驶员控制或直接操控电动机械混合动力系统。这些装置包括一个确定驾驶员转矩需求的油门踏板113(‘AP’)、一个驾驶员刹车踏板112(‘BP’)、一个传动装置选择器114(‘PRNDL’)以及一个车速控制(未示出)。传动装置选择器114供给操控者可选择的各方位可以是非连续的，其中输出部件64的旋转方向可使车辆向前和向相反方向行驶。
前述控制模块通过局域网线6(下文为‘LAN’)与其他控制模块，传感器和执行构件相通。LAN线6在各个不同的控制模块之间构建了操控参数和执行指令信号的状态通信。利用的具体通信协议是特定施加。LAN线6和适当的协议在前述控制模块和其他控制模块之间提供强大的信息和多控制模块界面连接，所述其他控制模块包括例如涉及反锁制动，牵引控制和车辆稳定性。应用多个通信线可以提高通信速度，提供多种信号冗余度和信号完整性。直达线可实现单个控制模块之间的通信，例如，串联外围接口(‘SPT’)线(未示出)。
HCP5对混合动力系统进行管理控制，调整ECM23、TCM17、TPIM19和BPCM21。基于来自于包括ESD74的用户界面13和动力系统的各种输入信号，所述HCP5产生各种指令，包括所述操作者转矩请求(‘TO-REQ’)，到所述传输线90的指令输出转矩(‘TCMD’)，一个发动机输入转矩指令，用于所述传动装置10的所述转矩传送离合器C1 70、C2 62、C3 73、C4 75的离合器转矩，以及分别用于第一和第二电机56和72的转矩指令。TCM17与液压控制管路42相连，并提供很多功能，包括监测各种压力传感装置(未示出)以及向各种螺线管(未示出)生成和传输控制信号，从而控制液压控制管路42的压力开关和操纵阀。
所述ECM23连接到发动机14，其作用是通过多个分散线从发动机14的传感器和控制执行机构获取数据，简化为集合双向接口电缆35。ECM23从HCP5处接收发动机输入转矩指令。ECM23决定发动机的实际输入转矩TI，基于监测到的发动机速度和载荷及时地将该实际输入转矩TI传输给变速器10，该实际输入转矩传达给HCP5。ECM23监测转速传感器11的输入并确定发动机传输至输入轴12的输入速度，该输入速度将转变成传动装置输入速度NI。ECM23监测传感器(未示出)的输入并确定其他发动机的操控参数的状态，所述操控参数包括，例如一个歧管压力、发动机冷却液温度、周围空气温度和周围压力。例如，通过歧管压力，或可供选择地，通过监测加速踏板113的操作输入，确定发动机载荷。ECM23产生和传达指令信号控制发动机执行机构，所述发动机执行机构包括，例如，燃料喷射器、点火模块及调速汽门，以上均未示出。
TCM17与传动装置10可操作地相连并监测传感器(未示出)输入确定传动装置操作参数的状态。TCM17产生和传达指令信号并控制传动装置10，包括控制液压控制管路42。从TCM17到HCP5的输入包括估算每个离合器，即C170、C2 62、C3 73和C4 75，的离合器转矩和输出部件64的旋转输出速度NO。其他执行机构和传感器用于提供从TCM 17到HCP5的附加信息实现控制目的。TCM17监测从压力开关(未示出)和可选地感应式压力控制螺线管(未示出)和液压控制回路42的移位螺线管(未示出)到可选择地启动各种离合器C1 70，C2 62，C3 73和C4 75的输入，从而实现如下文描述的多种传动装置工作范围状态。
控制模块ECM 23、TCM 17、TPIM 19和BPCM 21中的任一个优选为常规用途数字计算机，包括微处理器或中央处理器，存储载体，存储载体包括只读存储器(‘ROM’)、随机存贮器(‘RAM’)、电可编程序只读存储器(‘EPROM’)、高速钟、模数转换(‘A/D’)和数模(‘D/A’)电路及输入/输出电路和装置(‘I/O’)和适当的信号状态和缓冲电路。每个控制模块具有一组控制算法，包括固有程序指令和校正指令，存储于存储载体中并执行以提供每个计算机的相应的功能。在所述控制模块之间的信息传输优选地利用LAN总线6和SPI总线完成。控制算法在预定周期时执行以使每个算法被执行至少一个周期。存储在所述非易失存储器装置内的算法通过所述中央处理装置被执行，以监测来自所述感应设备和运转管理及诊断程序的输入，以控制所述致动器的运转，利用预调校正。周期定期地被执行，例如在所述动力系统正在进行的运转时，每3.125、6.25、12.5、25及100毫秒被执行。可选择的，算法可根据事件的发生被执行。
所述分布式控制模块系统的电源次级系统包括ESD74(包括高压电池102)、BPCM21、ECDM23、HCP5，电压转换控制模块(下文为‘VCCM’)22、低压总线32、低压电池106。
在一个实施例中，所述高压电池102标称在300V范围内且所述高压电池102包括若干电池模块(未示出)。在一个实施例中，每个电池模块包括若干独立电池组电池(未示出)。所述高压电池102通过所述TPIM19的变换器在高压电池102和电机56和72之间传递能量。
BPCM21显著地连接到传感器(未示出)以监测所述高压电池102，包括电流和电压参数的状态，以向HCP5提供所述高压电池102的参数状态的信息指示。所述电池的参数状态优选地包括电池电荷状态、电池电压、电池模块温度、和可用的电池功率，相当于PBAT_MIN到PBAT_MAX范围。利用传感器测量高压电池102的电池模块的电池模块温度。
所述低压总线32提供能量到所述车辆的低压元件，所述车辆包括车辆附件，例如，被用在所述车辆的自动开闭式车窗和门锁中的电子致动器(未示出)，空调系统(未示出)和声频系统(未示出)。进一步的，所述低压总线32电连接到每个控制模块，即HCP5、ECM23、TCM17、TPIM19和BPCM21，及其他控制模块，以提供用于运转所述控制模块和其它车辆及动力系统装置的低压功率。所述低压总线维持在12V和14V之间的标称电压。所述低压电池106和所述VCCM22通过低压总线32维持电压。
所述VCCM22与所述高压电池102和所述低压电池106电力耦合。所述VCCM22监测所述高压电池102和所述低压总线32的电压电平，及通过提供在所述高压电池102和所述低压总线32之间的电压转换来控制所述高压电池102和所述低压总线32的电压。进一步的，VCCM22监测和提供从所述高压电池102到中间电压总线(未示出)的电压转换。
当车辆处于能量节约模式时，虚拟网络(未示出)用于构成在主要控制组件之间的操作参数和致动器指令信号的状态传输。所述能量节约模式是动力系统运转模式，其中被选定的控制模块和元件被关闭以节约能源。在一个实施例中，当动力系统从外接电源108接收能量时，所述虚拟网络利用所述LAN6的结构，在主要车辆元件包括BPCM21、VCCM22、the HCP5和ECM23之间传输信息。
所述外接电源108提供的低压功率标称在12V-14V范围内以充电所述低压电池106。所述外接电源108包括接线电缆110，其被设置以可分离地电连接所述外接电源108到所述低压电池106的正和负端子。
在一个实施例中，所述外接电源108是手提式电池充电器。在另一个实施例中，所述外接电源108由另一车辆电池或发电机供给。在其它的实施例中，所述外接电源108可被连接在所述动力系统的其它位置，也就是与所述低压电池106电连接以传送能量到所述低压电池106。
参照图3，所示为一种用于外部充电所述动力系统的方法200。所述方法通过BPCM21、VCCM22和HCP5控制。
HCP5基于被测量的所述高压电池102的电压和功率水平是否在阈值下面作出决定。特别地，当执行所述方法200时，HCP5通过比较每个电压测量值和每个功率水平测量值是“终止”阈值或“电量缺乏”阈值作出决定。
作为此处使用，术语“终止”阈值指的是所述高压电池102的电压或功率不能去运转发动机起动过程的水平，因此所述发动机起动程序被终止。术语“电量缺乏阈值”指的是所述高压电池102的充电的水平，也即小于标称电压，但在所述终止阈值电压之上。如果所述测量电压或功率水平在所述电量缺乏阈值之下，但在所述终止阈值之上，所述发动机起动过程不会被终止除非所述发动机起动过程在一段时间之后不能启动发动机14。
HCP5经由所述虚拟网络连续地接受来自BPCM21的信号以连续地监测总电压，电池模块电压，和所述高压电池102(210)的功率容量。所述BPCM21利用所述电压测量值连同通过所述高压电池102的传感器测量的值以连续地确定功率容量，也即，所述高压电池102一般能够释放的功率水平。在一个实施例中BPCM21通过计算电池充电状态确定所述高压电池102的功率容量，计算电池充电状态是基于电池模块电压，电池模块温度测量值，和高压电池102电流水平。
HCP5通过所述方法200连续地监测总电压级，电池模块电压级，和功率容量并特别地，先于和通过所述方法200的步骤214。
HCP5基于步骤210(212)的测量值决定是否进行步骤216或步骤218。特别地，步骤210的测量值利用过滤过程决定且决定是利用样本测量的时间平均值来作出的。如果HCP5确定总电压比总终止阈值电压大，每个电池模块电压比单个电池模块终止阈值电压大，且所述功率容量比终止阈值功率大，HCP5进行步骤214。
所述总终止阈值电压是不能进行所述发动机起动过程的总高压电池电压。在一个典型的实施例中，所述总终止阈值电压所述高压电池102的标称电压的百分之五十。在一个实施例中，所述高压电池102标称值为300V且所述总终止阈值电压为150V。
所述电池模块终止阈值电压是不能执行发动机起动过程的所述高压电池102的电池模块中的任一个的电压。在一个典型的实施例中，所述电池模块终止阈值电压是所述电池模块标称电压的百分之五十左右。
所述终止阈值功率是所述电池102不能执行所述发动机起动过程的功率容量。
如果所述总电压，电池模块电压，和功率容量的任一个分别大于总终止阈值电压、电池终止阈值电压和终止阈值功率，那么所述控制系统进行步骤216，否则所述控制系统进行步骤218。
HCP5连续地测定功率和电压在整个发动机起动过程中是否在阈值功率和电压上方。因此，如果在发动机起动过程的任何时候，所述单独电池电压，所述总电池电压，或所述功率容量的任意一个降至其相应的终止阈值之下，那么所述发动机起动过程中止且所述控制系统进入步骤216。
所述动力系统执行所述发动机起动过程(214)。所述发动机起动过程通常被称为“启动”。在一个实施例中，用户通过转动键(未示出)到“开”位置开始所述发动机起动过程。在一个实施例中，所述用户通过推动按钮(未示出)开始发动机起动过程。当用户开始所述发动机起动过程时，所述高压电池102提供电流到所述发电机56和72以提供有发动机辅助推进的启动到所述发动机。
所述发动机起动过程在选定的一段时间被执行，在该选定时间内所述发动机14将在正常工作状态下启动。在一个典型的实施例中，当所述发动机14开始运转或经过三秒延迟，执行所述发动机起动过程。
HCP5设定了一个“电荷可变量”到是(216)。所述电荷可变量等于“是”时，表示所述高压电池102中电荷缺乏。
HCP5基于步骤210的电压测量决定是否进行步骤220或步骤222。HCP5测定是否所述高压电池102的总电压比总电荷缺乏阈值电压大。如果高压电池102的总电压大于总电荷缺乏阈值电压，那么HCP5进行步骤230，否则所述控制系统进行步骤220。
在另一典型实施例中HCP5能确定是否每个电池模块电压大于电池模块电荷缺乏阈值电压，及是否所述功率容量大于终止阈值功率，除了确定是否总电压大于总电荷缺乏阈值电压之外或代替确定是否总电压大于总电荷缺乏阈值电压。
所述总电荷缺乏阈值电压是发动机14由于总电池电压低不能启动时的总高压电池102电压。在一个实施例中，总电荷缺乏阈值电压是在所述总终止阈值电压和所述电池的标称电压之间的电压级。
所述电池模块电荷缺乏阈值电压是所述高压电池102的电池模块中任一个的电压，此时所述发动机14由于所述高压电池102的电池模块中任一低电池模块电压不能启动。在一个实施例中，总电荷缺乏电池模块电压是在电池模块终止阈值电压和高压电池的电池模块的标称电压之间的电压。
电荷缺乏阈值功率是所述发动机14由于可用的来自高压电池102的电池功率低不能启动时的高压电池102的功率容量。在一个实施例中，总电荷缺乏阈值功率是在终止阈值功率和高压电池102的额定功率之间的功率容量。
在另一个典型实施例中，如果总电压，电池模块电压，和功率容量的每一个相应的大于总电荷缺乏阈值电压，电池电荷缺乏阈值电压，电荷缺乏阈值功率，那么控制系统进入步骤230，否则控制系统进入步骤220。
所述电荷可变量设置为‘是’(220)。所述电荷可变量为“是”在高压电池102表现出电荷缺乏，在步骤220之后，控制系统进入步骤222。
HCP5确定是否所述发动机14在预定时间(222)之内起动。所述预定时间是在正常工作状态时发动机14提供自推进的时间。在一个实施例中，预定时间为三秒。如果HCP5决定所述发动机14在预定时间内起动，那么方法进入步骤230。否则方法进入步骤224。
HCP5决定是否电荷可变量设置为是(224)。如果所述电荷可变量设置为是，那么监测总电压，所述总电压有时在发动机起动过程212期间有在电荷缺乏阈值下面的值。如果所述电荷可变量设置为是，HCP5进入步骤226，如果所述电荷可变量未设置为是，HCP5进入步骤230。
HCP5中止方法200，如果没有确定与高压电池102(230)相联系的不足电荷水平。
当HCP5进行步骤226、228和230，HCP5确定与高压电池102相联系的不足电荷水平。
所述控制系统设定不能开始起动程序(226)的可变量，从而不许所述车辆的启动，直到所述可变量复位。
HCP5发出输出信号到所述混合电动车辆(228)的其它控制单元。进一步的，HCP5发出信号到视觉的显示器(未示出)，从而提示车辆操作者操作外部充电动力系统。
所述低压电池106通过所述外部低压动力源108(232)充电。特别地，所述外接电源108的所述连接电缆110和所述低压电池106的端子(未示出)相连。外接电源108，传送电荷到所述低压电池106，所述低压电池106通过VCCM22传递电荷到所述高压电池102。
当每个辅助控制处理机和每个辅助车辆元件被关闭以使功率被保存用于蓄电池充电时所述低压电池106被充电。电荷从所述外接电源108传输，直到所述高压电池102的电压在充电阈值之上，及直到从所述外接电源108传输的功率达到选定水平。所述功率的选定水平通过所述BPCM21测量，集合一段时间内来自所述外部低压动力源的电流。在步骤232之后，HCP5进入末端步骤234。
本申请描述了一些优选实施例及改进实施例。进一步的改进和变化可以被他人通过阅读和理解说明书想到。因此，本申请并不被限制在用于执行本申请的最佳方式的具体的实施例内，而且本申请包括落在附加的权利要求范围内的所有实施例。

Claims (20)

1、一种从外部为动力系统充电的方法，包括：
监测第一电池的电压；
确定何时被监测电压在第一电压阈值之下；
当被监测电压在第一电压阈值之下，通过从外接电源供给电力为第一电池充电且在动力系统内通过外接电源增加电源的电压。
2、如权利要求1所述的方法，其特征在于，所述监测第一电池的电压，包括监测第一电池的总电压，且其中所述方法还包括，当第一电池的总电压在第一总电压阈值之下时发送输出信号。
3、如权利要求1所述的方法，其特征在于，所述监测第一电池的电压，包括监测第一电池的电池模块电压，且其中所述方法还包括，当第一电池的电池模块电压在第一电池模块电压阈值之下时发送输出信号。
4、如权利要求1所述的方法，其特征在于，所述监测第一电池的电压，包括监测第一电池的总电压以及第一电池的电池模块电压，且其中所述方法还包括，当出现第一电池的电池模块电压在第一电池模块电压阈值之下和第一电池的总电压在第一总电压阈值之下中的至少一种情况时，发送输出信号。
5、如权利要求1所述的方法，其特征在于，还包括：
监测第一电池的功率值；
确定功率值何时在第一功率阈值之下；
当功率值在第一功率阈值之下，发送输出信号。
6、如权利要求5所述的方法，其特征在于，还包括利用温度水平测量和被监测电压以监测第一电池的功率值。
7、如权利要求5所述的方法，其特征在于，还包括：
基于被监测电压确定第一电池的充电状态；
基于第一电池的充电状态确定第一电池的功率值。
8、如权利要求1所述的方法，其特征在于，还包括：
执行发动机启动过程；
及当被监测电压在第一电压阈值之下和发动机在发动机启动过程中不能启动时，发送输出信号。
9、如权利要求8述的方法，其特征在于，所述发动机启动过程在选定时间内被执行且当所述发动机在选定时间内不能启动时所述输出信号被送出。
10、如权利要求1所述的方法，其特征在于，还包括：
禁止发动机启动过程；
以及当被监测电压在第一电压阈值之下时发送输出信号。
11、如权利要求1所述的方法，其特征在于，还包括：
执行发动机启动过程；
当所述电压在第一电压阈值之下且在第二电压阈值之上以及所述发动机在所述发动机起动过程中不能启动时发送输出信号；
当电压在第二电压阈值之下时终结所述发动机起动过程且发送输出信号。
12、如权利要求1所述的方法，其特征在于，所述电力从外接电源被供给，直到预定的一段时间经过。
13、如权利要求1所述的方法，其特征在于，还包括当所述电压在第一电压阈值之下时，发送输出信号到视觉显示器。
14、如权利要求1所述的方法，其特征在于，所述外接电源电耦合到第二电池的端子，所述第二电池具有比第一电池低的电压。
15、如权利要求1所述的方法，其特征在于，所述外接电源是外部电池。
16、如权利要求1所述的方法，其特征在于，还包括发送输出信号到车辆用户，其中所述输出信号引起视觉信号。
17、一种从外部为动力系统充电的方法，包括：
当发动机起动过程失败且当第一电池被测量电压不足时，发送输出信号到车辆用户；
当输出信号被送出，从外接电源传送电荷至第二电池。
18、如权利要求17所述的方法，其特征在于，第二电池具有比第一电池低的电压。
19、一种从外部为动力系统充电的方法，包括：
当发动机起动过程失败且当测量到第一电池内的功率不足时，发送输出信号到车辆用户；
当输出信号被送出，从外接电源传送电荷至第二电池。
20、如权利要求19所述的方法，其特征在于，基于电压测量和温度测量测量所述功率。
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