CN104002801B - 用于提高微混合动力车辆电池荷电的停止/起动控制 - Google Patents
用于提高微混合动力车辆电池荷电的停止/起动控制 Download PDFInfo
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Abstract
本发明涉及用于提高微混合动力车辆电池荷电的停止/起动控制。一种车辆的停止/起动系统自动停止和自动起动发动机,并响应于对指示车辆将保持停止至少预定时段的驾驶循环目的地的识别,防止在驾驶循环期间发动机的自动停止,以将电池的荷电状态增加到高于标称的目标荷电状态。
Description
技术领域
本公开涉及一种微混合动力车辆或者停止/起动车辆以及与在车辆停止之前发动机关闭有关的禁止活动。
背景技术
微混合动力车辆可配备有发动机自动停止功能。这一功能在特定的操作时段期间关闭发动机,以节约燃料。例如,可在车辆停止时应用自动停止功能而不允许发动机怠速运转。发动机可在驾驶员松开制动踏板或者致动加速踏板时被重起。
发明内容
一种停止/起动车辆包括发动机、电池和停止/起动系统。响应于对车辆的驾驶循环目的地的识别,停止/起动系统将电池的目标荷电状态增加到高于标称的目标荷电状态,并在驾驶循环期间控制发动机的自动停止和起动以将电池充电到增加的目标荷电状态。“在驾驶循环期间控制发动机的自动停止和起动以将电池充电到增加的目标荷电状态”可包括防止发动机的自动停止。停止/起动系统还可响应于驾驶循环目的地预测的荷电状态,将电池的目标荷电状态增加到高于标称值的目标荷电状态。增加的目标荷电状态可以在80%和100%之间。
一种用于控制停止/起动车辆的方法包括:响应于识别指示车辆将保持停止至少预定时段的驾驶循环目的地,(a)将电池的目标荷电状态增加到高于标称值的目标荷电状态,其中,在没有识别指示车辆将保持停止至少预定时段的驾驶循环目的地时总体上保持所述标称值的目标荷电状态,(b)在电池的荷电状态达到增加的目标荷电状态之前禁止发动机的自动停止,(c)自动停止和起动发动机以将电池的荷电状态总体上保持在增加的目标荷电状态。指示车辆将保持停止至少预定时段的驾驶循环目的地可以是机场停车场。增加电池的荷电状态的步骤还可响应于驾驶循环目的地预测的荷电状态低于预定值而被执行。增加的目标荷电状态可以在80%和100%之间。
一种停止/起动车辆包括发动机、电池和停止/起动系统。电池具有标称的目标荷电状态。所述停止/起动系统用于自动停止和自动起动发动机。响应于对指示车辆将保持停止至少预定时段的驾驶循环目的地的识别,所述停止/起动系统还防止在驾驶循环期间发动机的自动停止,以将电池的荷电状态增加到高于标称的目标荷电状态。指示车辆将保持停止至少预定时段的驾驶循环目的地可以是机场停车场。所述停止/起动系统还可用于响应于驾驶循环目的地预测的荷电状态低于预定值而防止在驾驶循环期间发动机的自动停止。
附图说明
图1是示出在自动停止期间的发动机状态的图。
图2是停止/起动车辆的框图。
图3是示出用于控制停止/起动车辆的算法的流程图。
具体实施方式
在此描述了本公开的实施例。然而,应该理解的是,所公开的实施例仅仅是示例,并且其它的实施例可采用多种和替代的形式。附图不一定按比例绘制;可夸大或最小化一些特征以示出特定组件的细节。因此,在此公开的具体结构和功能性细节不应解释为限制,而仅仅作为用于教导本领域的技术人员以多种形式使用本发明的代表性基础。如本领域的普通技术人员将理解的是,参照任一附图所描述和示出的多个特征可以与在一个或者更多个其他的附图中示出的特征相结合,以产生没有被明确地示出或描述的实施例。所示出的特征的结合提供用于典型应用的代表性实施例。然而,与本公开的教导一致的特征的各种结合和修改会被期望用于特定的应用或实施。
停止/起动车辆或微混合动力车辆由传统的内燃发动机提供动力并配备有控制自动停止和自动起动功能的停止/起动系统。停止/起动系统可以在车辆停止并且不请求发动机用于推进或其他目的时自动停止发动机。在稍后的时间里,停止/起动系统可以在请求发动机用于推进或其他目的时自动起动发动机。在可能时通过禁止发动机,可降低总的燃料消耗。与真正的混合动力车辆不同,停止/起动车辆不能够进行纯电力推进。另外,与真正的混合动力车辆不同,停止/起动车辆没有配备牵引电池,而是配备有传统的起动、照明和点火(SLI)电池。
控制器可以发起发动机的自动停止或自动起动。例如,随着车辆停止,控制器可以发出命令,以开始停止发动机的进程,从而防止交流发电机或者起动发电一体机向电力负载提供电流。当发动机停止时,电池可向电力负载提供电流。当在发动机自动停止之后制动踏板未被应用(和/或加速踏板被应用)时,控制器可以发出命令,以开始起动发动机的进程,从而使交流发电机或者起动发电一体机向电力负载提供电流。
参照图1,发动机停止/起动顺序可包括多个阶段:“自动停止开始”表示发动机自动停止的开始;“为发动机自动停止做准备”是车辆系统和发动机为即将发生的发动机停止做准备的时间段(如果在这一阶段检测到自动停止禁止条件,则取消为即将发生的发动机停止所做的准备,并且车辆系统和发动机回到其正常操作模式);“切断燃料”表示燃料停止流动到发动机的点;“发动机停止”是发动机转速降为零的时间段;“低于燃料重起”表示这样的点,如果在“发动机停止”阶段期间,在该点之后,请求重起以禁止自动停止,则起动机可能需要被接合以起动发动机(如果在“发动机停止”阶段期间,在“低于燃料重起”之前请求重起,则发动机可以通过燃料回流而被重起以禁止自动停止);“发动机转速=0”表示发动机转速接近于或等于零的点;“发动机自动停止”是发动机关闭的时间段;“起动机接合”是起动机为了(响应于检测到发动机自动起动条件)起动发动机而开始起动发动机的点;“起动机起动发动机”是发动机无法在其自身的动力作用下起动的时间段;“起动机分离”表示发动机能够在其自身的动力作用下起动的点;“发动机转速增加”是发动机的转速增加到其运转速度的时间段;“自动起动结束”表示发动机的转速达到其运转速度(处于目标怠速或高于目标怠速的速度)的点。
当停止/起动车辆应用自动停止功能时,活动的车辆组件或者配件继续从前面所述的SLI电池中吸取电力。因此,自动停止功能的重复或者延长使用可降低电池荷电状态。停止/起动车辆可具有规划的标称的电池荷电状态,以便当电池荷电状态低于阈值时,自动停止功能被禁止。作为示例,标称的电池荷电状态可以保持在接近80%荷电。
当车辆停止一段长的时间时,车辆的电池荷电状态可逐渐降低。甚至当车辆关闭且停止时,一些车辆系统继续从电池中吸取电力。在极端的情形下,这可以导致当驾驶员返回时电池保留的荷电不足以重起车辆。因此,在停止一段长的时间之前确保电池处于高的荷电状态是有益的。如果电池荷电状态增加到高于标称的电池荷电状态(例如,接近或处于100%),则当驾驶员返回时保留的荷电足以重起车辆的可能性增大。
在此公开的特定的系统和方法可在接近于长期停车处(诸如机场停车场)时通过禁止或者防止发动机自动停止事件来实现并保持较高的荷电状态目标。这些事件的缺少使得诸如交流发电机或者起动发电一体机对电池充电的机会增大。一旦达到这一较高的荷电状态目标,则可恢复正常的自动停止行为以保持这一较高的荷电状态。
控制器可使用来自各种传感器的输入以做出车辆接近于长期停车位置的确定。一旦控制器做出车辆的最终目的地是长期停车位置的确定,则控制器可确定在到达时预测的电池荷电状态是否足够用于长期停车。如果控制器确定预测的电池荷电状态是不足的,则停止/起动系统可禁止发动机的自动停止功能,以将电池荷电状态增加到高于标称的荷电状态。如果缺少对车辆接近于长期停车位置的确定,则停止/起动系统无法禁止自动停止功能。
参照图2,示出了具有自动停止功能的车辆100的示意图。车辆100包括发动机102、SLI电池104、导航系统106、速度传感器108、加速踏板110、制动踏板112和至少一个控制器116。如实线所示,发动机102、电池104、导航系统106、速度传感器108、加速踏板110、制动踏板112与停止/起动系统114通信或者受停止/起动系统114的控制。在一个配置中,导航系统106可以是制造商安装的或者售后的车载GPS系统。在另一配置中,导航系统106可包括能够实现定位的移动装置(诸如移动电话或者其他单独的GPS单元)。当然,其它的配置也是可以的。
停止/起动系统114包括至少一个控制器116,控制器116可在车辆操作期间向发动机102发出自动停止命令和自动起动命令。例如,停止/起动系统114包括基本自动停止/起动逻辑,用于基于来自速度传感器108、加速踏板110和制动踏板112中的至少一个的信号发出自动停止命令和自动起动命令以实现与参照图1描述的阶段相似的阶段(除了其它方面)。简言之,发动机102将响应于自动停止命令而关闭,发动机102将响应于自动起动命令而重起。
参照图2和图3,如框201中所示,识别车辆最终的驾驶循环目的地。在一个实施例中,驾驶员可将目的地输入导航系统106。在其他实施例中,控制器116可基于当前的车辆位置和驾驶历史(包括星期几和当日的时间)来预测车辆的目的地。如本领域技术人员将理解的是,可以使用各种技术来确定车辆的最终目的地。另外,如本领域技术人员将理解的是,可以使用来自其他传感器(诸如相机、LIDAR、雷达、超声传感器、线加速度信号或角加速度信号、或者车轮旋转)的信息来改善汽车的位置估计。
如框202中所示,做出车辆的目的地是否为长期停车场的确定。这一确定可由控制器116执行。例如,这一确定步骤包括:检测与驾驶员输入导航系统106的兴趣点相关的元数据,其中,元数据指示兴趣点是长期停车场。在另一配置中,这一确定步骤可包括将输入到框201中的位置与数据库进行对比,所述数据库包括已知的长期停车位置的地址。
如框203中所示,如果做出车辆的最终目的地不是长期停车场的确定,则不修改基本自动停止/起动逻辑。如框204中所示,如果做出车辆的最终目的地是长期停车场的确定,则目标荷电状态可被增加到高于标称的荷电状态。如框205中所示,在目标荷电状态增加之后,自动停止和自动起动功能被控制以朝着新的目标增加电池荷电状态。
在一些实施例中,在做出车辆的最终目的地是长期停车场的确定之后,在到达目的地时对电池104的荷电状态做出预测。控制器116可基于可以经由导航系统106报告的车辆当前位置与在框201中确定的最终目的地的对比以及对到达最终目的地所需的电池使用的估计而做出这一预测。这一估计可以基于历史数据。例如,如果荷电状态每5英里减小1%,车辆距其最终目的地15英里,则可从当前的荷电状态减去3%,以预测在到达最终目的地时电池104的荷电状态。然而,可使用任何合适的预测技术。
在做出荷电状态的预测之后,做出预测的荷电状态是否足够用于长期停车的确定。控制器116可通过确定预测的荷电状态是否满足或者超过校准的荷电状态阈值(通过测试、仿真等确定)来执行这一步骤。这一校准的荷电状态阈值高于标称的荷电状态,例如,校准的荷电状态阈值可被设置为80%和100%之间的荷电状态水平。如果控制器116确定预测的荷电状态满足或者超过用于长期停车所增加的阈值,则不修改基本自动停止/起动逻辑。如果控制器116确定预测的荷电状态不满足或者超过用于长期停车所增加的阈值,则在驾驶员驾驶至目的地期间禁止自动停止功能,以增加电池荷电状态。自动停止功能的禁止可由停止/起动系统114来执行。
在一些实施例中,实现了多个停止/起动控制模式。第一模式可被用于控制发动机以保持标称的荷电状态。响应于识别的车辆最终目的地位于长期停车位置,第二模式可被用于控制发动机以将荷电状态增加到高于标称的荷电状态。
在此所公开的过程、方法或者算法可传送到可包括任何现有的可编程电子控制单元或者专用电子控制单元的处理装置、控制器或者计算机/通过所述处理装置、控制器或者计算机来实现。类似地,所述过程、方法或者算法可以以多种形式被存储为可由控制器或者计算机执行的数据和指令,所述数据和指令包括(但不限于)永久地存储在不可写的存储介质(诸如ROM装置)上的信息和可变地存储在可写入的存储介质(诸如软盘、磁数据带存储器、光学数据带存储器、CD、RAM装置以及其它磁性介质和光学介质)上的信息。所述过程、方法或者算法还可以在软件可执行对象中实现。可选择地,所述过程、方法或者算法可以整体或部分利用合适的硬件组件(诸如专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器)或任意其它硬件组件或装置、或者硬件、软件和固件组件的组合而实现。
虽然上面描述了示例性实施例,但是并非旨在使这些实施例描述权利要求涵盖的全部可能的形式。在说明书中使用的词语是描述性的而非限制性的词语,并且应理解的是,在不脱离本公开的精神和范围的情况下,可作出各种改变。如前面所述,不同实施例的特征可结合,以形成本发明的可能没有明确描述或示出的进一步的实施例。虽然不同的实施例可描述为相对于一个或更多个期望的特性,提供优势或优先于其他实施例或者现有技术实施方式,但是本领域的普通技术人员应该意识到,根据具体应用和实施方式,一个或更多个特征或特性可以进行折衷以实现期望的整体系统属性。这些属性可包括(但不限于)成本、强度、耐久性、寿命周期成本、市场性、外观、包装、尺寸、可维修性、重量、可制造性、组装容易性等。这样,被描述为相对于一个或更多个特性不如其他实施例或现有技术实施的实施例不在本公开的范围之外并且在用于特殊应用时能够令人满意。
Claims (4)
1.一种停止/起动车辆,包括:
发动机;
电池,具有标称的目标荷电状态;
停止/起动系统,用于响应于对车辆的驾驶循环目的地的识别,将电池的目标荷电状态增加到高于标称的目标荷电状态,并在驾驶循环期间控制发动机的自动停止和起动以将电池充电到增加的目标荷电状态,其中,所述停止/起动车辆不能够进行纯电力推进。
2.根据权利要求1所述的停止/起动车辆,其中,“在驾驶循环期间控制发动机的自动停止和起动以将电池充电到增加的目标荷电状态”包括防止发动机的自动停止。
3.根据权利要求1所述的停止/起动车辆,其中,停止/起动系统还用于响应于驾驶循环目的地预测的荷电状态而将电池的目标荷电状态增加到高于标称的目标荷电状态。
4.根据权利要求1所述的停止/起动车辆,其中,增加的目标荷电状态在80%和100%之间。
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