CN104395170A - 用于在车辆静止时对混合动力车辆的电池进行再充电的方法 - Google Patents

用于在车辆静止时对混合动力车辆的电池进行再充电的方法 Download PDF

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CN104395170A
CN104395170A CN201380032140.0A CN201380032140A CN104395170A CN 104395170 A CN104395170 A CN 104395170A CN 201380032140 A CN201380032140 A CN 201380032140A CN 104395170 A CN104395170 A CN 104395170A
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battery
vehicle
charge
recharging
state
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P-E·许潘
F·奥扎斯
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Renault SAS
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Abstract

本发明涉及一种用于对混合动力车辆的电池在车辆静止时再充电进行控制的方法，所述车辆包括一个热力发动机和至少一个电动机器，该热力发动机和至少一个电动机器可以根据行车条件和为该电动机器提供电力供应的一个牵引用蓄电池的电量状态(SOC)而同时或者独立地产生该车辆以电动、热力和混合动力运行模式的运动，其特征在于这种对电池的充电是在该车辆静止时、应驾驶者作用于一个专用界面的请求而被激活的。

Description

用于在车辆静止时对混合动力车辆的电池进行再充电的方法
本发明涉及配备有混合动力传动系统的混合动力车辆，该混合动力传动系统包括一个热力发动机和至少一个电动机器，该热力发动机和至少一个电动机器可以根据行车条件和对该电动机器供应电力的牵引用蓄电池的电量状态而同时或者独立地产生车辆以电动、热力和混合动力运行模式的运动。
更确切地说，本发明涉及一种用于对混合动力车辆的电池在车辆静止时的再充电进行控制的方法。
本发明的最主要应用领域是由一种混合动力车辆构成的，在这种混合动力车辆中电动机必须在一种起自静止状态的起动或“驶离”阶段以及在低的运动速度上单独地确保车辆的牵引，这样使得这种动力传动系统直到热力发动机启动都仅有在车辆电池中存储的电能可供使用来确保车辆从静止状态起动及运动。这是某些构造中的情况，在这些构造中，由于设计因素，热力发动机只能从一个确定的速度阈值开始对车辆的推进做出贡献。如果在热力发动机启动之前，电池组电力太弱而无法以电动模式使得车辆起动，就有可能求助于一种被称为“路边再充电”的静止再充电模式以借助于热力发动机来作为发电机而起作用。
从公开文件EP 1 122 857中已知一种用于对混合动力车辆中的牵引用蓄电池的电量状态进行管理的方法，所述方法的目的是确保在牵引用蓄电池的电量状态太弱而无法启动电动机和/或热力发动机的情况下通过电动机来使得车辆启动。所提出的方法利用车辆通常旨在用于车辆装备的车载电池来给牵引用蓄电池充电。然而，这个方法不能在启动时使得车辆单独依靠电动机来起动，如果牵引用蓄电池太弱而不能完成这个任务时也不能实现热力发动机的启动。
本发明的目的是通过考虑使用者需求和期望来管理混合动力车辆的这两个能量源的使用，具体是电池和储箱中存在的燃料装载量。
对于这个目标，本发明提出如果电池的电量状态低于临界阈值，就会在没有预先对电池在车辆静止时进行再充电的情况下拒绝对车辆的启动。
相比之下，如果电池的电量状态在临界阈值与安全阈值之间(高于临界阈值)，则在之前提示了对电池在车辆处于静止时进行再充电的情况下准许启动静止的车辆。
本发明还提出专用于这种管理的一种专用界面这种界面借助于整合在例如仪表板中的显示信号和按钮的用途。
因此，对电池的充电可以是在车辆静止时、应驾驶者施加在专用界面上的请求来激活的。
通过阅读对本发明的一个非限制性实施例的以下说明并参照附图可以更好地理解本发明，在附图中：
-图1示出了一个用于激活在车辆处于静止时的再充电的按钮，
-图2示出了一个可视界面，
-图3描绘了行车过程中的本方法，
-图4描绘了车辆处于静止时的本方法，
-图5示出了强制激活，
-图6展示了燃料管理，并且
图7介绍了一个燃料临界阈值。
这些互动装置，例如图1所示的按钮1，是专用于对车辆的一种被称为“路边再充电”的运行模式的管理的，通过这些互动装置驾驶者具有这种选项来选择或者强制使用热力发动机来作为发电机，以便在驾驶操作循环外，即当车辆静止时对电池进行再充电。这个按钮位于例如仪表板上或靠近变速杆。一旦被接合，这种再充电的激活(或中断)必须在仪表板显示器上通过一个讯息和/或通过按钮的闪烁轮廓来发出信号。然而，在不脱离本发明范围的情况下，该界面可以是不同地形成的，例如通过一个触摸屏或一个语音命令。
这种对电池在车辆静止时进行再充电组合利用了热力发动机和电动机，该电动机如在发电机组中作为发电机而起作用。该热力发动机具有有限的能量源，即可供使用的燃料量。如图2所示，这个信息可以被考虑在内并且通过界面2来传达给驾驶者。有关激活路旁再充电模式的信息因而被补充了有关燃料水平(燃料计2)的信息和有关电池电量状态(电池电量状态表3)的信息。这些符号向使用者显示了他的电池3a的实际电量状态、他电池的电量状态与可供使用的燃料量之间的关系、以及消耗掉储箱中所有燃料可以得到的最大再充电量3b。
根据本发明，电池的再充电是在以下情况下激活的：
-车辆的控制算法根据对其输入参数的分析，发出信号表明需要对车辆的电池进行再充电(或替代地，需要将车辆连接到可供使用的再充电端子上)，
-或者使用者他自己主动决定通过车辆静止时的再充电强制对车辆的电池进行再充电。
在第一种情况下，所考虑到的这些参数包括电池的电量状态(或SOC)和基于电池的这种电量状态利用这个电池车辆还可以实施的“驶离”阶段的数量。在第二种情况下，如果满足某些安全条件的话，使用者通过这种界面的行为是决定性的，例如变速杆的空挡或驻车档位置，等等。
在任何情况下，这种对电池充电都只是在车辆静止时并且因此排他地在驾驶操作循环之外才应驾驶者的请求并且作为驾驶者施加在一个专用界面例如图1中的按钮1上的行为的结果而激活的。类似地，这种充电的去激活可以是由使用者在任何时刻通过施加在该界面上的行为，例如通过再次按压同一个按钮或者通过按压另一个按钮来实施的。这种对电池的再充电还会根据车辆的控制算法的输入参数而自动中断。
对于使得这种对电池在车辆静止时的充电激活或去激活的机会或需要是至少通过电池的电量状态SOC并且通过基于这个电量状态车辆以电动模式可以实施的起动或“驶离动阶段”的数量n来确定的。如果，通过设计，该电动模式(没有热力发动机的输入)被施加在车辆上直到达到一个确定速度阈值(例如16km/h)，而该热力发动机低于这个速度阈值都不能被启动的话：所讨论的“驶离阶段”的数量n对应于车辆的从静止开始直到该热力发动机启动的可能的起动的次数。
该方法还考虑了在不同情况下行车过程可能消耗的电能。如果用牵引用蓄电池(例如大约400伏特)来对车辆装备(车头灯、收音机、车载计算机的电源，等等)进行供电，则它可以放电，甚至在热力模式下也是如此。因此必须考虑这种消耗。当车辆在热力发动机的启动阈值之下行驶很长一段时间时，例如交通拥堵，也是同样如此。
在图3的流程图中，在行车过程中，将电池的电量状态SOC与安全阈值S以及临界阈值C(低于该安全阈值)进行比较。在该安全阈值与该临界阈值之间，即S>SOC>C，就会在之前提示了在车辆处于静止时对电池进行再充电的情况下准许静止车辆的启动。图2可视界面可以通过一个警示灯指明建议在车辆静止时进行再充电，并且可以建议驾驶者停车来对电池进行再充电。低于该临界阈值，即SOC<C，就会在没有预先在车辆处于静止状态时对电池进行再充电的情况下拒绝对车辆的启动。该界面然后通过指明再充电是必要的或必须的来发出警示信号。这也可以是由声音信号来支持的以便发出车辆有失去机动性风险的信号。
当车辆静止时并且当驾驶者决定使用该车辆时，重要的是要确保车辆在各种情况下都有的一定数量的驶离阶段。因此有必要确保的是电池是高于某个电量阈值的，例如图3中的临界阈值或安全阈值。根据这种电量状态和驶离阶段有可能的数量，驾驶者可以接收以下一个信号：
-建议他再充电：车辆可以启动，但是电量状态或驶离阶段数量是低于安全阈值的。
-强制他再充电：车辆不能启动，电量状态不足以(低于该临界阈值)允许驶离阶段。
这种再充电则可以是通过将车辆连接到电网连接上或者通过激活这种在车辆静止时的充电模式来实施的，假如满足了实施再充电的安全条件的话。
如果车辆的控制算法已经建议或强迫驾驶者进行再充电，则当电量保证车辆一定程度的使用能力时，它将自动停止，例如从某个阈值开始，这个阈值可以处于上述临界阈值C与安全阈值S之间。通过该界面，使用者依然保持对再充电的控制、并且可以随时中断它。然而，如果依然没有满足启动车辆的这些条件，则再充电警示将不会中断。
根据图4，当驾驶者采取行动来启动车辆时，电池的电量状态SOC被自动检测出。如果它大于该安全阈值S，则将在电动模式下的可准许的驶离阶段的数量n与一个阈值d进行比较。如果n>d，则准许启动并且显示“低电量”。如果SOC<C，则拒绝启动并且再充电是必须的。车辆可以建议进行在车辆静止时的再充电，这或者是因为电量状态SOC在安全阈值S与临界阈值C之间，或者是因为驶离阶段的数量不足(n<d)。如果驾驶者请求进行再充电，如果他的变速杆不是处于空挡他就会会被警示，并且再充电是不会在这个位置以外激活的。该流程图不是限制性的，并且在再充电实际开始之前可以检查其他安全条件。
在车辆的任何警示和提示之外，驾驶者保有激活在车辆静止时再充电的主动权，例如在预期了一个较长的行程的情况下。如图5所示，这种再充电则应驾驶者的请求而被激活，除非如果车辆处于行驶状态、如果电池已经充满电、或者如果未满足某些安全条件。驾驶者可以通过该界面、例如通过再次按压该按钮来随时中断再充电。
如上所述，在行车过程中，驾驶者被告知车辆静止时电池的再充电能力，并且被告知可供使用的燃料量与电池的电量状态之间的关系。驾驶者因而知道电池的再充电进程以及储箱中燃料的减少量、并且还知道通过消耗掉储箱中所有燃料他能获得的最大再充电量。当在拥塞的交通(不准许热力推进)中驾驶时，这个信息尤其有用。
如果有一种安全条件没有满足或如果电池已经充满电，则再充电被拒绝。一旦电池已经充满电，则再充电自动停止。如图6所示，储箱具有一个储备水平，低于这个储备水平充电就会自动中断并且一个确认请求被传送给驾驶者以便获准消耗剩余燃料量来对电池进行再充电。
最后，如图7所示，有用的是还提供一个燃料水平临界阈值，低于这个燃料水平临界阈值，可供使用的燃料量就是不足以将电池的电量水平(SOC)提高超出该临界阈值(C)的。在最后这中情况下，该“路旁再充电”模式被去激活并且只有通过电网连接的传统充电才会允许电池达到足够使得车辆再次有机动性的能量水平。

Claims (10)

1.一种用于对混合动力车辆的电池的在车辆静止时再充电进行控制的方法，所述车辆包括一个热力发动机和至少一个电动机器，该热力发动机和至少一个电动机器根据行车条件和为该电动机器提供电力供应的一个牵引用蓄电池的电量状态(SOC)而可以同时或者独立地产生该车辆以电动、热力和混合动力运行模式的运动，其特征在于：该电池在该车辆静止时的再充电是应驾驶者作用于一个专用界面上的请求而被激活的。
2.如权利要求1所述的控制方法，其特征在于如果该电池的电量状态(SOC)低于一个临界阈值(C)，则在没有预先对该电池进行在该车辆静止时的再充电的情况下拒绝该车辆的启动。
3.如权利要求1或2所述的控制方法，其特征在于如果该电池的电量状态在该临界阈值(C)与高于该临界阈值的一个安全阈值(S)之间，则在预先提示对该电池在该车辆静止时进行再充电的情况下准许该静止车辆的启动。
4.如权利要求3所述的控制方法，其特征在于如果该电池的电量状态高于该安全阈值但是以这种状态在电动模式下可能启动的数量(n)低于一个确定的阈值(d)，则在预先提示对该电池在该车辆静止时进行再充电的情况下准许该静止车辆的启动。
5.如以上权利要求之一所述的控制方法，其特征在于这种在车辆静止时的再充电是只有在该车辆的变速杆处于空挡位置时才会被激活的。
6.如以上权利要求之一所述的控制方法，其特征在于如果该电量状态(SOC)低于该临界阈值(C)，则在行车过程中驾驶者被告知需要停车以便对该电池进行再充电。
7.如以上权利要求之一所述的控制方法，其特征在于如果该电量状态(SOC)在该安全阈值S与该临界阈值(C)之间，则在行车过程中驾驶者被提示停车以便对该电池进行再充电。
8.如以上权利要求之一所述的控制方法，其特征在于如果该电池已经充满电则该电池的再充电被拒绝、或者一旦该电池充满电则被自动停止。
9.如以上权利要求之一所述的控制方法，其特征在于这种对电池在该车辆静止时进行充电是在储箱中燃料低于储备水平时被中断的。
10.如以上权利要求之一所述的控制方法，其特征在于这种对电池在该车辆静止时进行充电是在该车辆储箱中可供使用的燃料量不足以使该电池的电量水平(SOC)升高超出该临界阈值(C)时被去激活的。
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