CN102923124A - 混合动力车的控制方法 - Google Patents

混合动力车的控制方法 Download PDF

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CN102923124A
CN102923124A CN2011104128316A CN201110412831A CN102923124A CN 102923124 A CN102923124 A CN 102923124A CN 2011104128316 A CN2011104128316 A CN 2011104128316A CN 201110412831 A CN201110412831 A CN 201110412831A CN 102923124 A CN102923124 A CN 102923124A
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battery
tension battery
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driving engine
hybrid vehicle
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朴亨埈
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Hyundai Motor Co
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Abstract

本发明公开了一种用于在高压电池的充电状态足够低时控制混合动力车的系统。具体而言，电动机单元通过转动元件连接至发动机，高压电池电连接至电动机单元以向电动机单元提供动力，低压电池通过双向转换器电连接至高压电池。优选地，当高压电池的充电状态降到第一预定值之下时，控制部被配置成提升低压电池的电压，以通过双向转换器向高压电池提供高压。

Description

混合动力车的控制方法
相关申请的交叉参考
本申请要求于2011年8月9日向韩国知识产权局提交的韩国专利申请号10-2011-0079055的优先权和权益，该申请的全部内容引入本文作为参考。
技术领域
本发明涉及一种混合动力车，其根据行驶状况对来自于发动机和电动机的输出独立地进行控制，以便减少燃料并提高混合动力车整体的动力效率。
背景技术
混合动力车(hybrid vehicle)有效地结合不同类型的动力源来向车辆提供动力。通常，混合动力车结合了通过燃料燃烧(汽油、化石燃料)产生扭矩的发动机和通过电池电源产生扭矩的电动机。
混合动力车可以在仅使用来自于电动机的扭矩的电动车(electricvehicle，EV)模式下运行，或在使用来自于发动机的扭矩作为主动力源和来自于电动机的扭矩作为辅助动力的混合电动车(hybrid electricvehicle，HEV)模式下运行，或者使用从制动和惯性能回收的再生制动(Regenerative Braking，RB)模式能量来对电池充电。
如上所述，混合动力车(1)使用来自于安装在其内的发动机的机械能和安装在其内的电池的电能，(2)利用优化的发动机和驱动电动机内的操作区域，并(3)通过驱动电动机同时回收制动能，从而提高燃料消耗效率。
目前，混合动力车可以从各种类型的动力输送系统选择，以便实现它们预期的设计。这些各种类型的动力输送系统基于整个系统的定位和结构以及分别从发动机和电动机提供的动力来选择。然而，大多数混合动力车制造商利用了并联式动力输送系统或直列/串联式动力输送系统。
在串联或直列式动力输送系统中，发动机和电动机串联连接，与并联式动力输送系统相比，具有简单的结构和简单的控制逻辑。然而，因为将来自于发动机/发电机的机械能存储在电池中并接着电动机使用所存储的能量来驱动该车辆，所以串联/直列式功率传输系统中的能量转换是有问题的。
与串联式动力输送系统相比，并联式动力输送系统具有更复杂的结构和控制逻辑，但是发动机的机械能和电池被同时用来提高能量效率，因而并联式系统已经被广泛地用于客运车用途。
在混合动力车中，当车辆最初开始移动或正在以低速度移动时电动/驱动电动机产生驱动扭矩，因为这时是发动机效率与电动机效率相比恶化的时候。即，在并联式混合动力车中使用驱动电动机而不是发动机来使车辆开始移动，因而提高发动机的整体燃料效率。
此外，在车辆由于驱动电动机所提供的扭矩而开始以足够的速度移动后，电动机/发电机(ISG：起动和发电一体(integrated starting andgenerating))起动发动机，从而发动机此时可以和电动机一起输出扭矩，以将同步驱动力提供给车辆。
然而，当用于提供动力给驱动电动机或电动机/发电机的高压电池没电或在低温工作时，将没有办法起动车辆中的发动机而使驾驶员陷入困境。此外，尽管来自于高压电池的电力只供给发电机，但是，当充电状态(state of charge，SOC)较低时，可能出现在动力输送系统需要时没有足够能量起动发动机的问题，从而如果他/她在高压电池完全没电之前不能找到充电站，则最终将使用户陷入困境。
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形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
已经努力作出本发明以提供一种混合动力车，当在高压电池的充电状态低或其温度低时发动机不能被驱动电动机或电动机/发电机起动时，其可以暂时地起动发动机以对高压电池充电。
根据本发明的示例性实施方式的混合动力车可以包括通过转动元件连接至发动机的电动机单元，电连接以驱动电动机单元的高压电池、通过双向转换器电连接至高压电池的低压电池，以及被配置成提升低压电池的电压以通过双向转换器向高压电池提供高压的控制部。
检测部被配置成检测高压电池的充电状态。当确定高压电池的充电状态低于预定值时，控制部通过双向转换器来提升低压电池的电压，向高压电池提供高压，并控制电动机单元以起动发动机。
电动机单元可以包括第一电动机和第二电动机，第一电动机的一侧连接至发动机，另一侧连接至变速器，第二电动机起动发动机或使用发动机的扭矩来产生电力。控制部接着控制第一电动机或第二电动机以起动发动机。
高压电池可以通过第一转换器来驱动第一电动机，并且高压电池可以通过第二转换器来驱动第二电动机。如果检测部所检测的充电状态高于预定值，则控制部可以通过双向转换器使高压电池对低压电池充电。如果检测部所检测的充电状态低于预定值，则控制部可以产生用于激活紧急充电模式的紧急信号。当检测部所检测的充电状态高于预定值时，电动机单元可以使用发动机的扭矩对高压电池充电并且控制部产生用于解除紧急充电模式的解除信号。
双向转换器可以是将DC(直流)低压转换为DC高压或将DC高压转换为DC低压的双向DC/DC(直流/直流)转换器，并且混合动力车可以进一步包括检测高压电池的温度的温度检测部。当温度检测部所检测的温度小于预定值时，控制部接着提升低压电池的电压并驱动电动机单元，以起动发动机。
如上所述，在根据本发明的示例性实施方式的混合动力车中，当高压电池的充电状态或温度低于预定值时，设置在高压电池和低压电池之间的双向DC/DC转换器被用来使低压电池对高压电池充电，从而发动机可以立即被起动，并且将高压电池充电至高于预定值。
附图说明
图1是根据本发明的示例性实施方式的混合动力车的示意图。
图2是示出根据本发明的示例性实施方式的高压电池的充电状态低于预定值的情形的示意图。
图3是示出在根据本发明的示例性实施方式的混合动力车中在低压电池对高压电池充电的状态下的动力流的示意图。
图4是示出在根据本发明的示例性实施方式的混合动力车中在发动机对高压电池充电的状态下的动力流的示意图。
图5是示出在根据本发明的示例性实施方式的混合动力车中在高压电池驱动第一电动机并对低压电池充电的状态下的动力流的示意图。
图6是示出用于控制根据本发明的示例性实施方式的混合动力车的流程图。
<符号说明>
100：发动机
110：离合器
120：第一电动机
130：变速器
140：第二电动机
150：第一逆变器
160：第二逆变器
170：高压电池
180：双向转换器
190：低压电池
200：控制部
210：驱动轮
具体实施方式
以下将参考附图详细地描述本发明的示例性的实施方式。
图1是根据本发明的混合动力车的示意图。参考图1，混合动力车包括发动机100、离合器110、第一电动机120、变速器130、第二电动机140、第一逆变器150、第二逆变器160、高压电池170、双向转换器180、低压电池190、控制部200和驱动轮210。
第一电动机120和第二电动机140可以归类为电动机单元。第一电动机在这里也被称为主驱动电动机，并且第二电动机在这里也被称为电动机/发电机。发动机100、离合器110、第一电动机120和变速器130被顺次地串联设置。发动机100的输出轴通过离合器110将扭矩传递至第一电动机120，并且第一电动机120将电动机扭矩添加至通过离合器110传递的发动机扭矩，以将合并的扭矩输入变速器130。变速器130接着通过动力输送组件将扭矩转递至驱动轮。
第二电动机140通过扭矩传送装置例如传送带连接至发动机100。第二电动机140可以实施为电动机/发电机(ISG：起动和发电一体)，其被配置成起动发动机100或从发动机100接收扭矩，以产生电力并分别对高压电池170和低压电池190充电。
第一逆变器150连接至第一电动机120，第二逆变器160连接至第二电动机140。高压电池170电连接至第一逆变器150和第二逆变器160，从而高压电池170可以向第一逆变器150和第二逆变器160供电。充到高压电池170的电能被传递至第一逆变器150或第二逆变器160，以驱动第一电动机120或第二电动机140。
高压电池170通过双向转换器(180，DC/DC)连接至低压电池190。在本发明的示例性的实施方式中，低压电池190可以是12V的电池，但是也可以应用包括24伏特的各种类型的电池。
控制部200被配置成控制第一逆变器150、第二逆变器160、双向转换器180和变速器130的构成元件，以便由此控制发电机100、第一电动机120和第二电动机140。此外，控制部200可以实施为能够控制汽车结构内的多个装置的控制器或计算机装置。
控制部200控制混合动力车的方法参考本领域的公知技术，因此在本发明的示例性实施方式中已经省略了这部分的的详细说明。
图2是示出根据本发明的示例性实施方式的在高压电池的充电状态低于预定值时的情形的示意图。参考图2，省略了对检测高压电池170的充电状态(SOC)的充电状态检测部的详细说明。
更具体而言，充电状态检测部被配置成检测高压电池170的充电状态，控制部200被配置成确定由充电状态检测部检测的高压电池170的充电状态是否小于预定值。
当发动机100停止运转时，由于在这种情形下高压电池170的充电状态太低，因此，发动机100不能被第二电动机140或第一电动机120起动。于是，由于高压电池170的充电率小于预定值，因此，发动机100不能被驱动。
为了修正上述问题，图3示出具有设置成允许在根据本发明的示例性实施方式的混合动力车中低压电池对高压电池充电的动力流的示意图。参考图3，控制部200控制双向转换器180以提升低压电池190的电压，以便低压电池190的电能能够对高压电池170充电。
在大多数情况下，高压电池170的电压被转换器180降低，以对低压电池190充电。然而，如上所述，当高压电池170的充电率小于预定值时，双向转换器180通过提升低压电池190的电压来对高压电池170充电。因此，高压电池170通过双向转换器180被低压电池190充电，并且第一电动机120或第二电动机140可以接着用于起动发动机100。
图4是示出根据本发明的示例性实施方式的混合动力车中发动机对高压电池充电的情形下的动力流的示意图。如图3中所述，发动机被起动。参考图4，发动机100通过第二电动机140和第二逆变器160对高压电池170安全地充电。
图5是示出在根据本发明的示例性实施方式的混合动力车中高压电池驱动第一电动机并对低压电池充电的情形下的动力流的示意图。如图4中所述，高压电池在此时被充电。参考图5，当高压电池170被充电至高于预定充电率时，通过第一逆变器150来驱动第一电动机120以起动发动机100。此外，高压电池170通过双向转换器180对低压电池190充电。
如果在本发明的示例性实施方式中高压电池170的充电状态变得高于预定值，则通过第二电动机140来驱动发动机100，并通过第二电动机140再次对高压电池170充电。高压电池170的充电状态的预定值可以随着本发明的示例性实施方式中的测试数据或设计规格而变化。
图6是用于控制根据本发明的示例性实施方式的混合动力车的流程图。参考图6，控制在S600开始，在S610中，确定高压电池170的充电状态是否大于能够起动发动机的预定值。如果确定高压电池170的充电状态大于S610中的预定值，则在S680中通过第一电动机120来起动发动机100。
如果确定高压电池170的充电状态小于S610中的预定值，则控制部200产生通知驾驶员紧急充电模式的紧急信号。然后，双向转换器(180，DC/DC转换器)相应地提升低压电池190的电压并对高压电池充电。一旦在S630中高压电池170的充电状态超过预定值，就驱动第二电动机140以起动发动机100。
一旦确定发动机100是可运转的，就在S640中停止双向转换器180的电压提升，并且发动机100通过第二电动机140对高压电池170充电。接着通过控制器监测高压电池170的充电状态，直至在S650中确定高压电池的充电状态大于预定值为止。这里，预定值可以随着设计规格而变化。
控制部200接着在S660中产生通知驾驶员紧急充电模式解除的紧急解除信号，并降低双向转换器180的电压，从而高压电池170可以对低压电池190充电。此外，当发动机100没有处于运转时，第一电动机120被配置成起动发动机100。
因此，在本发明的示例性实施方式中，当由于高压电池170的充电状态或温度小于预定值而导致发动机100不能被起动时，低压电池190被用来对高压电池170充电。
此外，如上所述，当高压电池170的温度低于预定值时，低压电池190被用来对高压电池170充电，从而可以提升电池的性能。此外，可以进一步包括温度检测部(未图示)以检测高压电池的温度。
如上所述，当高压电池170的充电状态或其温度小于预定值时，使用双向DC/DC转换器以利用低压电池190对高压电池170充电，由此发动机100被暂时起动，并且发动机100对高压电池170安全地充电，从而不会使驾驶员陷入困境。
尽管已经结合目前被认为是实际的示例性实施方式描述了本发明，但是应当理解，本发明并不限于所公开的实施方式，相反，本发明的目的在于涵盖在所附权利要求的实质和范围内所包括的各种更改和等价形式。

Claims (16)

1.一种混合动力车，包括：
电动机单元，通过转动元件连接至发动机；
高压电池，电连接至所述电动机单元，以驱动所述电动机单元；
低压电池，通过双向转换器电连接至所述高压电池；
控制部，被配置成，当所述高压电池的充电状态小于第一预定值时，提升所述低压电池的电压以通过所述双向转换器用高压对所述高压电池充电。
2.根据权利要求1所述的混合动力车，还包括：检测部，被配置成检测所述高压电池的充电状态，其中，当确定所述充电状态小于所述第一预定值时，所述控制部被配置成通过所述双向转换器来提升所述低压电池的电压，向所述高压电池提供高压，并控制所述电动机单元以起动所述发动机。
3.根据权利要求1所述的混合动力车，其中，所述电动机单元包括：
第一电动机，其一侧连接至所述发动机，且另一侧连接至变速器；以及
第二电动机，被配置成起动所述发动机或使用来自于所述发动机的扭矩以产生电力，其中，所述控制部使用所述第一电动机或所述第二电动机来起动所述发动机。
4.根据权利要求3所述的混合动力车，其中，所述高压电池通过第一逆变器向所述第一电动机提供动力，并且所述高压电池通过第二逆变器向所述第二电动机提供动力。
5.根据权利要求2所述的混合动力车，其中，当所述检测部所检测的充电状态大于第二预定值时，所述控制部控制所述高压电池以通过所述双向转换器对所述低压电池充电。
6.根据权利要求2所述的混合动力车，其中，当所述检测部所检测的充电状态小于所述第一预定值时，所述控制部被配置成产生激活紧急充电模式的紧急信号。
7.根据权利要求6所述的混合动力车，其中，当所述检测部所检测的充电状态大于所述第二预定值时，所述电动机单元被配置成利用所述发动机的扭矩来对所述高压电池充电，并且所述控制部被配置成产生解除所述紧急充电模式的解除信号。
8.根据权利要求1所述的混合动力车，其中，所述双向转换器是将直流低压转换成直流高压或将直流高压转换成直流低压的双向直流/直流转换器。
9.根据权利要求1所述的混合动力车，还包括：温度检测部，被配置成检测和监测所述高压电池的温度，其中，当所述温度检测部所检测的温度小于第三预定值时，所述控制部提升所述低压电池的电压，并驱动所述电动机单元以起动所述发动机。
10.一种方法，包括：
通过控制部确定混合动力车中的高压电池的充电状态是否小于预定值；
响应于所述高压电池的充电状态降到预定值之下，通过所述控制部提升低压电池的电压，以通过双向转换器用高压对所述高压电池充电；以及
作为所述高压电池从所述低压电池接收电荷的结果，通过由所述高压电池驱动的电动机单元来起动发动机。
11.根据权利要求10所述的方法，还包括：当确定所述充电状态小于所述预定值时，通过所述双向转换器来提升所述低压电池的电压；通过所述双向转换器向所述高压电池提供高压；并通过所述控制部控制所述电动机单元以起动所述发动机。
12.根据权利要求11所述的方法，还包括：通过第一逆变器向第一电动机提供动力，并藉由所述高压电池通过第二逆变器向第二电动机提供动力，其中，所述电动机单元包括所述第一电动机和所述第二电动机。
13.根据权利要求11所述的方法，其中，当所述检测部所检测的充电状态大于第二预定值时，所述控制部控制所述高压电池，以通过所述双向转换器对所述低压电池充电。
14.根据权利要求11所述的方法，其中，当所述检测部所检测的充电状态小于第一预定值时，所述控制部被配置成产生激活紧急充电模式的紧急信号。
15.根据权利要求14所述的方法，还包括，当所检测的充电状态大于所述第二预定值时，利用所述发动机的扭矩对所述高压电池充电，并产生解除所述紧急充电模式的解除信号。
16.根据权利要求10所述的方法，还包括，检测和监测所述高压电池的温度，并且，当所检测的所述温度小于第三预定值时，提升所述低压电池的电压，并驱动所述电动机单元以起动所述发动机。
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