CN102120452B - 一种用于电动车辆的电荷利用控制系统 - Google Patents

一种用于电动车辆的电荷利用控制系统 Download PDF

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CN102120452B
CN102120452B CN201110003717.8A CN201110003717A CN102120452B CN 102120452 B CN102120452 B CN 102120452B CN 201110003717 A CN201110003717 A CN 201110003717A CN 102120452 B CN102120452 B CN 102120452B
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CN102120452A (zh
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刘易斯·布斯
戴尔·斯科特·克劳姆贝兹
丹尼尔·A·伽柏
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Ford Global Technologies LLC
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • 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
    • B60K6/42—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
    • B60K6/48—Parallel type
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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
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    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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

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Abstract

一种用于电动车辆的电荷利用控制系统，包括控制器，连接到控制器的电动机，连接到电动机的电池和连接到控制器的内燃机。在电动车辆靠近用于电池的充电站时控制器用于使电池中储存的电荷最少。

Description

一种用于电动车辆的电荷利用控制系统
技术领域
本发明总体上涉及电动车辆。更具体地，本发明总体上涉及在车辆靠近充电站时便于增加对储存在车辆电池中的电荷的利用且减少或停止燃料消耗的电荷利用控制系统。
背景技术
电动车辆，例如插电式混合动力车辆(Plug-inhybridelectricvehicle，HEVs)可以包括内燃机和对车辆提供运动力的电动机。可再充电电池可以连接到电动机以对电机提供电流。连接到引擎和电机的控制器可以编程为分配或平衡在车辆运行中由引擎和电机提供给车辆的车轮的扭矩的大小。由于电动机提供的驱动辅助，运行HEV可以比运行仅利用内燃机的车辆更加节省燃料。
插电式混合动力车辆的电池在驾驶者家中或办公室中或在其它充电站用电源周期性地进行再充电。但是，当前，由于各种原因，例如车辆性能、车辆驾驶性能、电池电荷平衡或其它本技术领域的技术人员公知的原因，在车辆电池的所有充电条件下，即使在车辆靠近充电站时，都会继续使用HEV的内燃机。尽管大部分驾驶条件下使用内燃机可能是理所当然的，但在即将外接充电时这可能不必要地导致过多的燃料消耗。
因此，需要一种在车辆靠近充电站时便于增加对储存在车辆电池中的电荷的利用且减少或停止燃料消耗的电荷利用控制系统和方法，从而节约燃料。
发明内容
本发明总体上涉及一种用于电动车辆的电荷利用控制系统。电荷利用控制系统的示例性实施例包括：控制器、连接到控制器的电动机、连接到电动机的电池及连接到控制器的内燃机。控制器适用于在车辆靠近用于电池的充电站时使电池中储存的电荷最小。
本发明总体上还涉及一种电动车辆。该电动车辆的示例性实施例包括：底盘；由底盘承载的第一轴和第二轴；分别由第一轴和第二轴承载的第一对车轮和第二对车轮；驱动地接合至少一个轴的至少一个电动机；间接或直接对至少一个所述轴提供动力的内燃机；连接到电动机的电池；及连接到内燃机和电动机的至少一个控制器。控制器适用于在车辆靠近用于电池的充电站时使电池中储存的电荷最小且至少减少内燃机的运行。
本发明总体上还涉及一种用于电动车辆的电荷利用控制方法。该方法的示例性实施例包括：对电动车辆的电池进行充电，运行电动车辆，靠近充电站，运行电动车辆的电动机，使电池中剩余的电荷最小，至少减少电动车辆的内燃机的运行及到达充电站。
附图说明
以下结合附图通过示例的方式对本发明进行说明，其中：
图1是电荷利用控制系统的示例性实施例的框图。
图2是电荷利用控制系统的示例性实施例的用户界面框图。
图3是装配了电荷利用控制系统的示例性实施例的混合动力车辆的示意图。
图4是电荷利用控制方法的示例性实施例的流程图，其中的电荷利用控制系统手动启动。
图5是电荷利用控制方法的另一示例性实施例的流程图，其中的电荷利用控制系统通过将到达充电站的途径编程到控制器中激活。
图6是电荷利用控制方法的另一示例性实施例的流程图，其中的电荷利用控制系统通过车辆定位系统激活，该车辆定位系统识别车辆到达充电站的途径。
具体实施方式
下述的详细说明实质上仅是示例性的，其并非用于限制所说明的实施例或所说明的实施例的应用和用途。此处应用的“示例性”或“说明性”意指“作为例子、示例或说明”。此处作为“示例性”或“说明性”说明的任何实现方式并不一定解释为比其它实现方式更好或更有利。下述的所有实现方式是为了使本技术领域的技术人员能够制造或使用本发明的实施例而提供的示例性实现方式，而不是用于限制本发明的保护范围。进一步地，其也不应当被前述技术领域、背景技术、发明内容或以下具体实施方式中明确的或暗含的原理所局限。
首先请参照图1-3，电荷利用控制系统(以下简称为系统)的示例性实施例在图1中总体上以100表示。如图3所示，系统100可适用于与例如插电式混合动力车辆(HEV)的电动车辆112一起实施。总体上，电动车辆112可以包括车辆底盘113，其具有配有第一对车轮115的第一轴114和配有第二对车轮119的第二轴118。内燃机104可以驱动地接合第一轴114。电动机103可以驱动地接合第二轴118。可再充电电池102可以连接到电动机103。可再充电电池102能够通过本技术领域的技术人员公知的合适的外插电气设备在充电站(未示出)用电源进行再充电。
电动车辆112可适用于通过内燃机104经由第一轴114和第一对车轮115推动和/或通过电动机103经由第二轴118和第二对车轮119推动。如下文所述，系统100可以适用于进入电池电荷耗尽模式，该模式可以包括或不包括限制或禁止内燃机104运行、增加电动机103的使用及安排所有动力源的使用，以提供最优化的车辆性能，同时保证在电动车辆112到达充电站在电动车辆112靠近或位于用于电池102的充电站(未示出)的预定范围内时电荷最小或实质上耗尽。电荷耗尽模式可以在电动车辆112靠近充电站时通过避免使用内燃机104的需求从而便于提高电动车辆112的燃料利用率。
如图1所示，系统100可以包括连接到电动车辆112的电动机103和内燃机104的控制器101。控制器101可以适用于分配或平衡在车辆运行时由电动车辆112的内燃机104和电动机103分别对第一对车轮115和第二对车轮119提供的扭矩的大小或份数。可以将用户界面105连接到系统100的控制器101，以向电动车辆112的驾驶者(未示出)提供对控制控制器101的直接和/或可编程的控制。如图2所示，在某些实施例中，用户界面105可以包括可以设置于电动车辆112的驾驶室(未示出)的仪表盘(未示出)上或任何其它合适位置的物理按钮106。当手动按下物理按钮106后，控制器101会使系统100进入电池电荷耗尽模式，其可以利用或增加对储存在电池102中的电荷的利用，以运行电动机103来推动电动车辆112。控制器101可以附加地适用于减少或停止内燃机104的运行，以阻止电动车辆112进一步消耗燃料，这将在下文作进一步的说明。因此，在电动车辆112的驾驶者打算驾驶电动车辆112到充电站对电池102进行充电时，在电动车辆112靠近充电站时，驾驶者可以按下物理按钮106，以便在行程的最后阶段节省燃料。
如图2进一步所示，在系统100的某些实施例中，用户界面105可以包括虚拟按钮107，虚拟按钮107可以是设置在电动车辆112的仪表盘(未示出)上或任何其它合适位置的触摸屏109的一部分。手动启动虚拟按钮107后，控制器101能够进入电池电荷耗尽模式，能够利用储存在电池102中的电荷，以运行电动机103。控制器101可以附加地适用于减少或停止内燃机104的运行，这与前述的物理按钮106的操作一致。
如图2进一步所示，在某些实施例中，用户界面105可以包括可编程的控制108，其可以是设置在电动车辆112的仪表盘(未示出)或任何其它合适位置的定位系统110的一部分。因此，通过可编程的控制108，用于电动车辆112的充电站的位置可以编程到定位系统110中。在某些应用中，在电动车辆112从充电站的预编程距离或范围之外向预编程的距离或范围之内运行时，定位系统100可以适用于向控制器101传送激活信号(未示出)，其使控制器101利用电池电荷耗尽模式，该模式可以包括或不包括限制或禁止内燃机104运行、增加电动机103的使用及安排所有动力源的使用，以提供最优化的车辆性能，同时保证在电动车辆112到达充电站时电池电荷最小或实质上耗尽。在某些应用中，在电动车辆112开始沿到充电站的预编程路线而行的情况下，定位系统110可以适用于向控制器101传送激活信号。
如图2进一步所示，在某些实施例中，用户界面105可以包括充电站认知按钮112，其可以是与控制器101连接的自动车辆定位系统111的一部分。自动车辆定位系统111可以包括全球定位系统(GPS)或自动识别电动车辆112相对于用于电动车辆112的充电站的位置的任何其它系统。可以启动充电站认知按钮122将车辆定位系统111置于认知模式，在该模式中，电动车辆112在充电站再充电一段时间后，车辆定位系统111能“认知”一个或多个用于电动车辆112的充电站。在某些实施例中，充电站认知按钮122可以是设置在电动车辆112的仪表板或其它位置的物理按钮。在另一些实施例中，充电站认知按钮122可以是触摸屏109的一部分。在另一实施例中，车辆定位系统111可以自动进入认知模式，因而无需从充电站认知按钮122输入。在这样的情况下，可以通过考虑但不限于由车辆定位系统111和电池充电装置(未示出)组合的多种信息来认知或推断充电站。因此，在电动车辆112靠近其中一个认知的充电站时，车辆定位系统111可以自动识别电动车辆112正靠近充电站，并可以适用于向控制器101传送激活信号(未示出)。作为响应，控制器101可以进入电荷耗尽模式，利用储存在电池102中的电荷来运行电动机103，并且可以附加地适用于减少或停止内燃机104的运行。在某些应用中，车辆定位系统111可以适用于提示电动车辆112的驾驶者(未示出)确认电动车辆112正靠近充电站。这一对策可以阻止系统100在不需要的情况下进入电荷耗尽模式或使这种可能性最小化。
在系统100的典型使用中，在运行电动车辆112之前首先对电池102充电。在用户界面105包括物理按钮106和/或虚拟按钮107的实施例中，当储存在电池102中的电荷已经减少到必须对电池102再充电的程度时，在电动车辆112靠近用于电池102的充电站时，电动车辆112的驾驶者可以手动按下用户界面105的物理按钮106或触摸触摸屏109上的虚拟按钮107。因此，控制器101进入电池电荷耗尽模式，并且可以有利于利用电池102中剩余的电荷驱动电动机103。控制器101可以附加地减少或停止电动车辆112的内燃机104的运行，并且可以保证电动车辆112到达充电站时电荷最少或实质上耗尽。因此，可以通过运行电动机103而可以不运行内燃机104或在降低的水平上运行内燃机104来驱动电动机103，以在电动车辆112靠近充电站时节省燃料。在电动车辆112到达充电站时，可以使用传统的充电装置对电动车辆112充电。
在用户界面105包括作为定位系统110的一部分的可编程控制108的系统100的实施例中，电动车辆112的驾驶者通过可编程控制108可以将用于电动车辆112的充电站的位置编程到定位系统110中。在某些应用中，电动车辆112可以从充电站的预编程距离或范围外侧到预编程距离或范围之内运行。因此，定位系统110使控制器101进入电池电荷耗尽模式，并且可以利用电池102剩余的电荷，通过电动机103的运行来推动电动车辆112，并且可以附加地减少或停止内燃机104的运行，同时保证在电动车辆112到达充电站时电池电荷最少或实质上耗尽。在某些实施例中，可以将到达充电站的路线预先编程到定位系统110中。在电动车辆112开始沿到充电站的预编程路线而行的情况下，定位系统110可以使控制器101利用电池102中剩余的电荷，通过电动机103的运行来推动电动车辆112，并且可以减少或停止内燃机104的运行。
在用户界面105包括充电站认知按钮122的系统100的实施例中，在启动充电站认知按钮122后，车辆定位系统111可以进入“认知模式”，在该模式中，电动车辆112在充电站再充电一段时间后，车辆定位系统111认知一个或多个用于电动车辆112的充电站。在其认知用于电动车辆112的充电站后，车辆定位系统111可以自动识别电动车辆112正靠近用于电动车辆112的充电站。因此，车辆定位系统111可以使控制器101进入电池电荷耗尽模式，并利用电池102中剩余的电荷，通过电动机103的运行来推动电动车辆112，并且可以减少或停止内燃机104的运行，同时保证在电动车辆112到达充电站时，电池电荷最少或实质上耗尽。在某些应用中，车辆定位系统111可以对电动车辆112的驾驶者提供提示，使驾驶者能够确认正在靠近充电站。因此，驾驶者可以在不需要的情况下选择阻止系统100进入电荷耗尽模式。
在控制器101包括推断的认知的充电站的系统100的实施例中，在启动推断的充电站后，车辆定位系统111可以进入“认知模式”，在该模式中，电动车辆112在充电站再充电一段时间后，车辆定位系统111认知一个或多个用于电动车辆112的充电站。在其认知了用于电动车辆112的充电站后，车辆定位系统111可以自动识别电动车辆112正在靠近用于电动车辆112的充电站。因此，车辆定位系统111可以使控制器101进入电池电荷耗尽模式，并利用电池102中剩余的电荷，通过电动机103的运行来推动电动车辆112，并且可以减少或停止内燃机104的运行，同时保证在电动车辆112到达充电站时电池电荷最少或实质上耗尽。在某些应用中，车辆定位系统111可以对电动车辆112的驾驶者提供提示，使驾驶者能够确认正在靠近充电站。因此，驾驶者可以在不理想的情况下选择阻止系统100进入电荷耗尽模式。
接着请参照图4，其示出了电荷利用控制方法的示例性实施例的流程图400。在框402，对电动车辆的电池进行充电。在框404，运行电动车辆。在框406，手动启动电动车辆的电荷利用控制系统。在某些实施例中，可以通过按下物理按钮启动电荷利用控制系统。在某些实施例中，可以通过接触触摸屏启动电荷利用控制系统。在框408，靠近用于电池的充电站。在框410，可以利用电池中剩余的电荷来运行电动车辆的电动机，并在电动车辆到达充电站时使电池电荷最少。在框412，可以减少或停止电动车辆的内燃机的运行。在框414，电动车辆到达充电站。在框416，在充电站对电池再充电。
接着请参照图5，其示出了电荷利用控制方法的另一示例性实施例的流程图500。在框502，对电动车辆的电池进行充电。在框504，运行电动车辆。在框506，编程到达用于电池的充电站的途径。在某些实施例中，可以通过将充电站的位置编程到电动车辆的车载定位系统中来编程到达充电站的路径。在框508，靠近用于电池的充电站。在框510，可以利用电池中剩余的电荷来运行电动车辆的电动机，并在电动车辆到达充电站时使电池电荷最少。在框512，可以减少或停止电动车辆的内燃机的运行。在框514，电动车辆到达充电站。在框516，在充电站对电池再充电。
接着请参照图6，其示出了电荷利用控制方法的示例性实施例的流程图600。在框602，对电动车辆的电池进行充电。在框604，运行电动车辆。在框606，车辆定位系统认知至少一个电动车辆的充电站位置。在框608，靠近用于电池的充电站。在框610，可以利用电池中剩余的电荷来运行电动车辆的电动机，并在电动车辆到达充电站时使电池电荷最少。在框612，可以减少或停止电动车辆的内燃机的运行。在框614，电动车辆到达充电站。在框616，在充电站对电池再充电。
尽管已经参照特定的示例性实施例对本发明的实施例作了说明，应当理解到的是，具体的实施例仅用于说明本发明，并非对本发明的限制，本技术领域的技术人员还可以作出各种改变。

Claims (8)

1.一种用于电动车辆的电荷利用控制系统，其特征在于，包含；
控制器；
连接到所述控制器的电动机，所述电动机驱动地接合所述电动车辆的配有第二对车轮的第二轴；
连接到所述电动机的电池；
连接到所述控制器的内燃机，所述内燃机驱动地接合所述电动车辆的配有第一对车轮的第一轴；及
连接到所述控制器的车辆定位系统；
其中，所述控制器适用于分配或平衡在车辆运行时由电动车辆的内燃机和电动机分别对第一对车轮和第二对车轮提供的扭矩的大小或份数；
车辆定位系统能够自动识别电动车辆正靠近用于电动车辆的充电站，并且向所述控制器传送激活信号，使控制器进入电池电荷耗尽模式，并利用电池中剩余的电荷，通过电动机的运行来推动电动车辆，并且能够减少或停止内燃机的运行，同时保证在电动车辆到达充电站时，电池电荷最少。
2.根据权利要求1所述的系统，其特征在于，还包含连接到所述控制器的用户界面。
3.根据权利要求2所述的系统，其特征在于，所述用户界面包含物理按钮。
4.根据权利要求2所述的系统，其特征在于，所述用户界面包含虚拟按钮。
5.根据权利要求2所述的系统，其特征在于，所述用户界面包含用于所述控制器的可编程的控制，所述可编程的控制连接到所述定位系统或所述控制器。
6.根据权利要求2所述的系统，其特征在于，还包含连接到所述控制器的触摸屏，其中所述用户界面包含设置在所述触摸屏上的虚拟按钮。
7.根据权利要求2所述的系统，其特征在于，还包含连接到所述控制器的车辆定位系统，其中所述用户界面包含连接到所述车辆定位系统或所述控制器的充电站认知按钮。
8.根据权利要求1所述的系统，其特征在于，还包含连接到所述控制器的车辆定位系统，其中所述控制器编程为认知充电站。
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