CN104787029B - 混合动力车辆及操作的方法 - Google Patents

混合动力车辆及操作的方法 Download PDF

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CN104787029B
CN104787029B CN201510023396.6A CN201510023396A CN104787029B CN 104787029 B CN104787029 B CN 104787029B CN 201510023396 A CN201510023396 A CN 201510023396A CN 104787029 B CN104787029 B CN 104787029B
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vehicle
hybrid vehicle
voltage
power demand
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CN104787029A (zh
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李勇华
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Ford Global Technologies LLC
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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
    • 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
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    • 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
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    • 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
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • 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
    • 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
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明提供一种混合动力车辆及操作的方法，所述混合动力电动车辆中的一些车辆操纵需要来自电池的高的放电电流。电池供应大的放电电流的能力取决于其它因素中的最近的充电和放电历史。当该需求可提前预测时，车辆被运转为在接近预测事件的时间的一段时间内对电池积极充电。作为积极充电的结果，与电池在以相同荷电状态休止一定时间段之后能够传输的电流相比，电池能够传输更多的电流以满足动力需求，而不允许端电压下降至最小电压之下。

Description

混合动力车辆及操作的方法
技术领域
本公开涉及混合动力电动车辆的领域。更具体地讲，本公开属于运转混合动力电动车辆以提高电池容量从而满足短期动力需求的方法。
背景技术
混合动力电动车辆通过在一些行驶条件期间在电池中储存能量并在其他行驶条件下利用该能量来补充内燃发动机的动力来提高燃料经济性。此外，因为电池电力能够对来自内燃发动机的动力进行补充以满足短期动力要求(例如，当加速以进入高速公路时)，因此，与同等大小的传统车辆相比，混合动力电动车辆可使用较小的内燃发动机。由于当内燃发动机在最大功率容量的较高百分比下运转时通常更高效，因此，使用较小的发动机提高了燃料经济性。
然而，电池电压在消耗电力时降低。为了确保电池具有设计的使用寿命，车辆控制策略通常限制从电池消耗的最大电力，以确保电池电压停留在预定的最小电压之上。该最大电池电力限制具有特定发动机的车辆性能并限制使用较小发动机的机会。
发明内容
一种运转混合动力电动车辆的方法利用对未来动力需求的预测，以在预测到诸如在高速公路入口匝道加速的高动力需求事件时积极地对电池充电。所述预测可通过GPS系统利用与限速或平均速度相关的路段的数据库而产生。所述方法可一直等待，直到非常接近所述事件的时间为止再执行积极地充电。开始积极地充电的适当时间可通过电池时间常数来确定。所述方法可随影响电池时间常数的荷电状态、温度以及电池使用年限的变化而变化。通过正好在所述事件之前积极地充电，所述电池可传输更大的电流或者可更长的时间地传输更大的电流，同时电池电压保持在最小电压之上。
一种混合动力电动车辆包括具有时间常数的电池、被配置为从电池汲取电流的至少一个电动机、内燃发动机和控制器。所述电动机和发动机均被配置为向车轮传递扭矩。所述控制器被配置为通过一直等待直到处于所述事件之前的两个时间常数内然后运转车辆以向电池供应充电电流而对预测到未来扭矩需求事件作出响应。
根据本发明，提供一种运转具有电池的混合动力电动车辆的方法，所述电池具有时间常数，所述方法包括：在预测的高动力需求事件的预期下，一直等待直到处于所述事件的两个时间常数内，然后运转车辆以向电池供应充电电流；响应于所述事件的发生，运转车辆以从电池汲取放电电流持续一定时间。
根据本发明的一个实施例，所述电池可在所述持续时间的起点具有荷电状态；所述电池在所述持续时间内始终具有超过最小电压的端电压；如果在以荷电状态休止一定时间段后汲取放电电流持续所述持续时间，则所述端电压下降至最小电压之下。
根据本发明的一个实施例，所述充电电流的大小和持续时间可以是基于电池温度的。
根据本发明的一个实施例，所述充电电流的大小和持续时间可以是基于电池使用年限的。
根据本发明，提供一种运转具有电池的混合动力电动车辆的方法，所述方法包括：在预测的动力需求事件的预期下，运转车辆以将电池充电至不超出最大荷电状态的荷电状态；响应于所述事件的发生，汲取放电电流持续一定时间，使得电池端电压不下降到最小电压之下，其中，从当不运转车辆时处于最大荷电状态的休止状态开始从电池汲取所述放电电流持续所述一定时间导致电池端电压下降至最小电压之下。
根据本发明的一个实施例，所述电池可具有时间常数并且所述方法还包括：在预测到该事件之后，等待直到处于所述事件的时间的两个时间常数内，运转车辆以对电池充电。
根据本发明的一个实施例，所述方法还可包括基于当前车辆位置以及包含附近路段的限速数据来预测动力需求事件。
根据本发明的一个实施例，所述附近路段可包括高速公路入口匝道。
根据本发明的一个实施例，所述方法还可包括基于当前交通速度数据来预测动力需求事件。
附图说明
图1是混合动力车辆动力传动系的示意性表示。
图2是用于模拟电池的动态行为的电路的示意图。
图3是示出电池在充电事件之后的动态行为的曲线图。
图4是示出电池在放电事件期间的动态行为的曲线图。
图5是用于运转混合动力电动车辆的方法的流程图。
图6是示出应用图5的方法的车辆中的电池的动态行为的曲线图。
具体实施方式
在此描述了本公开的实施例。然而，应理解的是，公开的实施例仅为示例并且其他实施例可以以多种和替代的形式实施。附图无需按比例绘制；可放大或缩小一些特征以示出特定部件的细节。因此，在此所公开的具体结构和功能细节不应解释为限制，而仅为用于教导本领域技术人员以多种形式实施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，参照任一附图示出和描述的多个特征可与一个或更多个其它附图中示出的特征相组合以形成未明确示出或描述的实施例。示出的特征的组合提供用于典型应用的代表实施例。然而，与本公开的教导一致的特征的多种组合和变型可期望用于特定应用或实施。
图1是功率分流式混合动力车辆的示意性表示。实线表示部件之间的机械连接。长虚线表示部件之间的电力连接。短虚线表示信号连接。由于行星齿轮组20将从发动机流动到车轮的动力分流为机械的功率流路径和电的功率流路径，因此该构造被称为功率分流。行星齿轮组20包括绕共同的轴线旋转的中心齿轮22、环形齿轮24和齿轮架26。多个行星齿轮28被支撑为相对于齿轮架26旋转并均与中心齿轮22和环形齿轮24啮合。
内燃发动机30可驱动地连接至齿轮架26。中心齿轮22可驱动地连接至发电机32。环形齿轮24可驱动地连接至输出轴34。如果一个部件的旋转使得另一部件按照成比例的转速旋转，则这两个部件之间建立可驱动的连接。图1中，这些连接被示出为直接连接，但该连接可包括传动装置(gearing)。输出轴34还可驱动地连接至牵引电动机36和差速器38。差速器38将动力传递至左车轮40和右车轮42，同时(例如)当车辆转弯时允许左车轮40和右车轮42的车速稍微不同。
发电机32和牵引电动机36均为能够将电能转换为旋转机械能以及将旋转机械能转换为电能的可逆电机。例如，发电机32和牵引电动机36中的每个可以是与逆变器结合的DC电动机或AC电动机(例如，同步电动机或感应电动机)。发电机32和牵引电动机36均电连接至电池44。电池44将电能转换为化学能进行储存和将化学能转换为电能。
内燃发动机、发电机和牵引电动机各自产生的扭矩的水平由来自控制器46的命令控制。控制器基于与加速踏板48、发动机30、发电机32、牵引电动机36和电池44相关的传感器而确定期望的扭矩水平。此外，控制器可从全球定位系统50接收信息(例如，当前位置和预期的未来的驾驶员需求)。控制器46可被实施为单个微处理器、多个通信微处理器或其他装置。控制器46可通过软件、硬件或其组合而配置。
图2示出了可用于模拟电池(例如，电池44)的动态行为的Randles电路模型。电池具有负极端子52和正极端子54。电池通过迫使电流流出正极端子，流经负载(例如，电动机)并返回至负极端子而提供电力。为了给电池充电，由电源(例如，发电机)迫使电流流入正极端子并流出负极端子。电压源56表示从化学属性状态产生的电压。该电压可根据电池的荷电状态以及电池温度些微地改变。为了提高电池寿命，荷电状态可保持在最小荷电状态和最大荷电状态之间。电阻器58和电阻器60表示电池的欧姆电阻和电荷转移电阻。由于这些电阻，可从电池消耗的净电力小于用于对电池充电的净电力。这些电阻通常随温度和荷电状态而变化。最后，电容器62表示这样的事实：电能和化学能之间的转换可能不会以与所相连的电路提供或消耗电能的速率相同的速率进行。随着电池使用时间的延长，电池趋向于损失其电力能力(电力衰退)以及容量(容量衰退)。两个现象归因于电池老化。随着电池老化，在处于相同的温度和荷电状态下，电池的动态行为同样也改变，这通过其模拟参数(诸如R1、R2和C)的变化来表达。对控制器来说有公知的技术在使用期间适应性地调节这些参数。
图3中示出了典型电池在充电事件之后的动态行为。粗线表示正极端子和负极端子之间的电压。在点64之前，供应了充电电流，使得电阻器58(R1)和电阻器60(R2)每个上产生正电压。在点64处，充电结束并且没有电流流入到电池中或从电池流出。在点64处，电阻器58(R1)上的电压立即下降为零。然而，电阻器60(R2)和电容器62(C)上的电压开始逐渐地衰减，逐渐地接近剩余电压(resting voltage)V(SOC)56。该衰减具有时间常数等于R2×C的特征。Randles电路(诸如图2中所示出的)仅是模拟电池动态行为的方法，其不能直接测量R2和C。然而，对于给定电池的时间常数可通过测量使电压衰减充电结束时的电压与剩余电压之差的63.2％所需的时间来实验确定。对于给定电池的时间常数也可在电池操作期间适应性地了解。对于在混合动力电动车辆中通常使用的电池的类型，时间常数通常在5秒至100秒左右。
图4中示出了典型电池在放电事件期间的动态行为。如果电池在点66之前相当长的一段时间已处于休眠状态，则端子之间的电压等于V(SOC)。在66处开始，车辆汲取放电电流I。端子之间的电压由于电阻器58(R1)而迅速下降。最初，电流流经电容器62(C)，从而电阻器60(R2)不会导致电压下降。随着时间推移，通过电阻器60(R2)的电流朝I增加并且电阻器60上的压降渐进地接近I×R2。在点68处以后，端子上的电压下降至最小电压70(Vmin)之下。最小电压是为平衡性能(顾及较低的值)和电池寿命(顾及较高的值)而选择的可校准的值。
图5示出了利用电池的瞬态特性以使车辆能够更好地响应于短期高动力需求事件的方法。在72处，车辆控制器为车辆设计(project)下一段最可能路线。该步骤可涉及与确定当前车辆位置并包含道路数据库的车载导航系统进行交互。该数据库可包括关于道路的各种信息(诸如限速)。驾驶员可将目的地输入导航系统中并请求路线引导。此外，车辆控制器可与转弯信号灯交互或者可利用关于驾驶员习惯的历史信息，以设计最可能的路线。应该被预测的即将行驶的路线的范围与电池时间常数相关。无需设计比车辆将会在大约十个时间常数内所经过的范围更远的范围。在74处，控制器设计根据沿着设计的路线行进过程的车速和加速度。控制器可利用储存的不同路段上的关于典型车速和加速度的数据。如果可用的话，控制器也可利用其他信息(诸如实时交通信息)。基于该信息，在76处，控制器设计沿着该路线对于电池电力的需求。每当车辆动力需求超出将会来自发动机的可用动力时，对电池电力的需求为正，当发动机能够产生多于车辆所需的动力时，对电池电力的需求为负。
在78处，控制器尝试基于电池电力设计来识别高动力需求事件。如果高动力需求事件是这样的事件：如图4中68处，如果事件是在示出的V(SOC)处的电池电压开始的，则该事件将导致电池电压下降到Vmin之下。在当一个路段上的预期的速度明显高于在先前路段上的预期的速度时，通常发生高动力需求事件。例如，已知高速公路入口匝道与快速加速到高速公路速度相关。如果识别出不存在这样的事件，则控制器返回至72。如果识别出高动力需求，则控制器在80处估计事件位置并在82处估计最近的充电机会。最近的充电机会是最接近事件位置的具有设计的负电池电力需求的区域，时间大约为两个电池时间常数。在84处，控制器检查车辆是否已经到达最近的充电机会的起点。如果没有，则在86处修订估计的速度和加速度设计并返回至82。在这种情况下，等待开始对电池充电是有利的。一旦车辆已经进入被识别为最近的充电机会的区域，在88处控制器命令车辆积极地对电池充电。如在90处所确定的，一旦到达了该事件，则如92处所示，控制器命令车辆以使电池积极地放电。
图6示出了当使用图5的方法时的电池电压。电池电压开始时为V(SOC)。在94和96之间，以充电电流I′对电池进行充电。因此，当在96处结束充电时，电池电压为V(SOC)+I′×R2。由于V(SOC)仅随着荷电状态稍微地增加，因此通过增加荷电状态使电压增加这么多是不切实际的。即使在最大荷电状态处，V(SOC)也仅相对于处于最小荷电状态的V(SOC)适当地增加。充电一结束，该电压便开始下降，因此延迟充电阶段直至非常接近动力需求事件的起点是有好处的。在98处开始动力需求事件。如在图4中所示，电压将最终降低至最小电压。然而，由于在高动力需求事件的起点处的较高电压，因此对于给定的放电电流，电池电压到达Vmin花费较长的时间。或者说，对于与图4示出的相同时间间隔来说，可汲取较大的放电电流。
在此公开的程序、方法或算法可被传送到处理装置、控制器或计算机/通过处理装置、控制器或计算机实现，所述处理装置、控制器或计算机可包括任何现有的可编程电子控制单元或者专用的电子控制单元。类似地，所述程序、方法或算法可以以多种形式被存储为可被控制器或计算机执行的数据和指令，所述多种形式包括但不限于永久地存储在非可写存储介质(诸如，ROM装置)上的信息以及可变地存储在可写存储介质(诸如，软盘、磁带、CD、RAM装置以及其它磁介质和光学介质)上的信息。所述程序、方法或算法还可被实现为软件可执行对象。可选地，所述程序、方法或算法可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、控制器或其它硬件组件或装置)或者硬件、软件和固件组件的结合被整体或部分地实施。
虽然上面描述了示例性实施例，但是并不意味着这些实施例描述了权利要求包含的所有可能的形式。说明书中使用的词语为描述性词语而非限制，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。如上所述，可组合多个实施例的特征以形成本发明的可能未明确描述或示出的进一步的实施例。虽然多个实施例已被描述为提供优点可在一个或更多个期望的特性方面优于其它实施例或现有技术实施方式，但是本领域的普通技术人员应该认识到，一个或更多个特征或特点可被折衷，以实现期望的整体系统属性，所述期望的整体系统属性取决于具体的应用和实施方式。这些属性包括但不限于成本、强度、耐久性、生命周期成本、可销售性、外观、包装、尺寸、维护保养方便性、重量、可制造性、装配容易性等。因此，被描述为在一个或更多个特性方面不如其它实施例或现有技术实施方式的实施例并不在本公开的范围之外并且可期望用于特殊应用。

Claims (7)

1.一种混合动力车辆，包括：
电池，具有时间常数；
电动机，被配置为从电池汲取电流并向车轮传递扭矩；
内燃发动机，被配置为向车轮传递扭矩；
控制器，被配置为通过一直等待直到处于未来的动力需求事件之前的两个时间常数内然后运转车辆以向电池供应充电电流而对预测到所述未来的动力需求事件做出响应。
2.如权利要求1所述的混合动力车辆，其中：
所述电池的电压在电池以一定荷电状态休止一定时间段后供应第一放电电流给车辆持续一定时间之后降低至最小电压；
所述控制器还被配置为通过以不小于最小电压的电池电压汲取平均大于第一放电电流的第二放电电流持续所述一定时间对发生动力需求事件做出响应。
3.如权利要求1所述的混合动力车辆，所述车辆还包括导航系统，所述导航系统被配置为基于当前车辆位置和包含附近路段的限速数据的数据库预测未来动力需求。
4.如权利要求3所述的混合动力车辆，其中，所述附近路段是高速公路入口匝道。
5.如权利要求3所述的混合动力车辆，其中，所述导航系统基于当前交通速度数据预测动力需求。
6.如权利要求1所述的混合动力车辆，所述车辆还包括第二电动机。
7.如权利要求6所述的混合动力车辆，所述车辆还包括行星齿轮组，所述行星齿轮组具有可驱动地连接至发动机的齿轮架、可驱动地连接至第二电动机的中心齿轮以及可驱动地连接至车轮的环形齿轮。
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