CN102064360A - 用于混合动力车的电池充电状态平衡控制方法 - Google Patents

用于混合动力车的电池充电状态平衡控制方法 Download PDF

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CN102064360A
CN102064360A CN2010101896992A CN201010189699A CN102064360A CN 102064360 A CN102064360 A CN 102064360A CN 2010101896992 A CN2010101896992 A CN 2010101896992A CN 201010189699 A CN201010189699 A CN 201010189699A CN 102064360 A CN102064360 A CN 102064360A
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金庭殷
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Kia Corp
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Abstract

本发明提供了用于混合动力车的电池充电状态(SOC)平衡控制方法，其中反映行驶目的地处的外部空气温度以执行控制。该方法包括：监视当前SOC值；识别行驶目的地处的外部空气温度；基于行驶目的地处的外部空气温度来计算SOC补偿值；根据计算的SOC补偿值来确定SOC策略值；以及基于所确定的SOC策略值来控制车辆的工作点。

Description

用于混合动力车的电池充电状态平衡控制方法
技术领域
本公开涉及一种用于混合动力车的电池充电状态(SOC)平衡控制方法，其中在确定SOC策略值时考虑行驶目的地处的外部空气温度。
背景技术
混合动力车采用作为辅助动力源的电动机以及内燃发动机以减少废气并提高燃料效率。通过电池的充电和放电来驱动电动机以提高混合动力系统的效率(负荷调整(load leveling))。而且，通过减速期间的再生制动来对电池进行充电，其中在其它情况下由制动系统耗散为摩擦热的动能通过电动机的发电而被转变成电能，从而提高燃料效率。
多种因素会影响混合动力车的燃料效率和驱动性能。其中一个因素是电池的充电状态(SOC)。电池是用于使混合动力车的电动机和DC/DC变换器运转的能量源，并且电池控制器监视电池的电压、电流和温度并控制电池的总SOC(％)。电池的工作点应该受到控制使得电池SOC维持在正常范围中，并且如果电池的SOC处于正常范围以外，应该控制电池的SOC使其恢复到正常范围。
在高压电池的SOC带控(band control)中，当电池的SOC低于预设值时，发动机应该工作在高于期望的功率水平的工作点以控制电池的SOC向着充电方向。相反，当电池的SOC高于预设值时，应该通过增加从电动机释放的能量的量来控制电池的SOC向着放电方向。
参考图3和4描述高压电池的常规SOC带控方法。
如图4所示，常规SOC带控方法包括：监视当前SOC值的步骤，利用预定迟滞确定SOC值的取向的步骤，基于当前SOC值确定SOC策略值的步骤，以及基于SOC策略值控制车辆的工作点的步骤。
例如，如图3所示，SOC策略值被划分成严重低范围(critical lowrange)0(SOC 0至25)、低范围1(SOC 25至40)、正常范围2(SOC40至70)、高范围3(SOC 70至80)和严重高范围(critical high range)4(SOC 80至100)。
SOC策略值基于从电池控制器(BMS)发送的SOC值来确定，并且确定迟滞使得SOC策略值不被当前SOC值突然改变。即，预先确定迟滞使得SOC策略值不被当前SOC值突然改变，并且通过预先确定的迟滞来确定SOC值的取向。
然而，当仅基于当前SOC值确定SOC策略值时，如果预期诸如空调的辅助电力负载会使用相当大的电量的特定目的地处的外部空气温度发生突然改变，则难以将SOC策略值维持在正常范围2中。
本背景技术部分中公开的上述信息只是为了增强对本发明的背景的理解，并且因此可能包含不构成在该国对本领域普通技术人员而言已知的现有技术的信息。
发明内容
在一个方面中，本发明提供了一种用于混合动力车的电池充电状态(SOC)平衡控制方法，该方法包括：监视当前SOC值；识别行驶目的地处的外部空气温度；基于行驶目的地处的外部空气温度来计算SOC补偿值；根据计算的SOC补偿值来确定SOC策略值；以及基于所确定的SOC策略值来控制车辆的工作点。
优选地，基于预定的迟滞(hysteresis)来确定SOC值的取向。
优选地，所确定的SOC策略值具有通过从当前SOC值中减去与在行驶目的地处由空调消耗的功率的估计量相对应的SOC比较值而获得的值，使得所确定的SOC策略值落入低范围内，从而使电池能够得到充电。
适当地，可以在特定目的地被输入到导航系统中时，自动地识别目的地处的外部空气温度。
应该理解的是，本文中使用的术语“车辆”或“车辆的”或其它类似术语包括一般的机动车辆(诸如包括运动型多功能车(SUV)、公共汽车、卡车、各种商用车辆在内的客车)、包括各种艇和船在内的水运工具、飞行器等，并且包括混合动力车、电动车、插电式混合电动车、氢动力车以及其它代用燃料车(例如从除石油以外的资源中取得的燃料)。如本文中所述，混合动力车是具有两个或更多个动力源的车辆，例如既有汽油动力又有电动力的车辆。
在下文中讨论本发明的上述及其它特征。
附图说明
现在将参考通过附图示出的本发明的某些示例性实施例来详细描述本发明的上述及其它特征，其中附图将在下文中仅通过例证的方式给出，并且因此并非对本发明进行限制，其中：
图1是示出根据本发明的示例性实施例的用于混合动力车的电池充电状态(SOC)平衡控制方法的控制框图；
图2是示出根据本发明的示例性实施例的用于混合动力车的电池SOC平衡控制方法的流程图；
图3是示出用于混合动力车的常规电池SOC平衡控制方法的控制框图；并且
图4是示出用于混合动力车的常规电池SOC平衡控制方法的流程图。
应该理解的是，附图不一定要依比例，而是呈现出说明本发明的基本原理的各种优选特征的稍微简化的表示。本文中公开的本发明的特定设计特征，包括例如特定尺寸、方向、位置和形状，将部分地由期望的特定应用和使用环境来确定。
在附图中，附图标记在附图的几幅图中始终指代本发明的相同或等效部分。
具体实施方式
现在将在下文中详细参考本发明的各种实施例，其实例在附图中示出并在下面描述。虽然将结合示例性实施例来描述本发明，但应理解的是，本说明并非旨在将本发明限于那些示例性实施例。相反，本发明旨在不仅涵盖这些示例性实施例，而且涵盖可包括在所附权利要求所限定的本发明的精神和范围内的各种替代形式、改型、等效形式和其它实施例。
为了更好地理解本发明，参考图3描述在常规SOC平衡控制方法中如何确定SOC策略值。根据常规SOC平衡控制方法，例如，在当前SOC值是42、当前外部空气温度是25℃并且特定行驶目的地处的外部空气温度是35℃的状态下，通过考虑从电池控制器(BMS)发送的当前SOC值而不考虑特定行驶目的地处的外部空气温度来确定SOC策略值。结果，将SOC策略值42确定为落入正常范围2(SOC 40至70)内。
即，根据常规方法，在当前SOC策略值是42但是在行驶目的地处或朝向行驶目的地行驶时用于使空调(即辅助电力负载)运转的电能的量会增加的状态下，会确定目前不需要对电池进行充电。
结果，当车辆到达目的地并且在当前SOC值落入正常范围2(SOC40至70)内的状态下开启空调时，混合动力车工作在放电工作点，并且由此电池的SOC可能会被降低到正常范围以下的点。
根据本发明，另一方面，通过除了考虑当前SOC值之外，还考虑特定目的地处的外部空气温度，来确定SOC策略值。
下面将参考图1和2来描述根据本发明的示例性实施例的用于在高压电池的SOC平衡控制中确定SOC策略值的方法。
首先，电池控制器监视电流SOC值并识别特定目的地处的外部空气温度。优选地，特定目的地处的外部空气温度可以由驾驶者直接输入，或者在驾驶者将目的地输入到导航系统中时被自动地识别。
根据基于目的地处的外部空气温度而计算的最终SOC补偿值来确定SOC策略值，使得通过考虑目的地处的外部空气温度而从当前SOC值中减去SOC补偿值而获得的SOC值落入0至100的范围内。例如，在当前SOC值是42、当前外部空气温度是25℃并且目的地处的外部空气温度被识别为35℃时，执行这样的策略控制(前馈控制)：预期到在车辆到达目的地时空调的使用会增加，而预先对电池进行充电。即，如果在目的地的温度下由空调消耗的功率的估计量(即SOC比较值SOC_Comp)是5，则用于确定SOC策略值的策略确定输入值是37(即处于低范围1中的值)，其是通过从当前SOC值42中减去SOC比较值SOC_Comp 5而获得的。
在SOC策略值在正常范围2(SOC 40至70)以上的情况下，混合动力车工作在放电工作点。然而，当SOC策略值位于正常范围以下时，混合动力车工作在充电工作点。
因此，由于这样确定的SOC策略值落入低范围1(SOC 25至40)内，所以混合动力车工作在充电工作点，并且基于所确定的SOC策略值向着充电方向控制电池的SOC，从而对电池进行充电。结果，可以控制SOC值以使其维持在正常范围中。
根据本发明，由于通过除了考虑当前SOC值之外，还考虑特定目的地处的外部空气温度来确定SOC策略值，所以可以提供高效的SOC平衡控制。即，由于预期辅助电力负载的增加而确定SOC策略值，所以可以将SOC策略值维持在正常范围中，从而提供高效的SOC平衡控制。
已经参考本发明的优选实施例对本发明进行了详细描述。然而，本领域技术人员应该理解的是，可以在这些实施例中做出变更而不脱离本发明的原理和精神，其中本发明的范围在所附权利要求及其等价形式中限定。

Claims (4)

1.一种用于混合动力车的电池充电状态(SOC)平衡控制方法，该方法包括：
监视当前SOC值；
识别行驶目的地处的外部空气温度；
基于所述行驶目的地处的所述外部空气温度来计算SOC补偿值；
根据计算的SOC补偿值来确定SOC策略值；以及
基于所确定的SOC策略值来控制车辆的工作点。
2.如权利要求1所述的方法，还包括基于预定的迟滞来确定SOC值的取向。
3.如权利要求1所述的方法，其中所确定的SOC策略值具有通过从所述当前SOC值中减去与在所述行驶目的地处由空调消耗的功率的估计量相对应的SOC比较值而获得的值，使得所确定的SOC策略值落入低范围内，从而使电池能够得到充电。
4.如权利要求1所述的方法，其中在特定目的地被输入到导航系统中时，自动地识别所述目的地处的所述外部空气温度。
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