CN105452051B - 用于运行蓄电池系统的方法 - Google Patents

用于运行蓄电池系统的方法 Download PDF

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CN105452051B
CN105452051B CN201480043989.2A CN201480043989A CN105452051B CN 105452051 B CN105452051 B CN 105452051B CN 201480043989 A CN201480043989 A CN 201480043989A CN 105452051 B CN105452051 B CN 105452051B
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vehicle
master controller
electronic device
accumulator
battery
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CN105452051A (zh
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F·斯蒂姆
M·斯泰尔
A·德尔
A·博世
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Robert Bosch GmbH
Samsung SDI Co Ltd
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Samsung SDI Co Ltd
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    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
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    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3453—Special cost functions, i.e. other than distance or default speed limit of road segments
    • G01C21/3469—Fuel consumption; Energy use; Emission aspects
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    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
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Abstract

本发明涉及一种用于控制和调节电动车辆或混合动力车辆的电驱动装置(20)的车辆结构(10)，包括功率电子器件(18)，其一方面与电驱动装置(20)且另一方面与蓄电池或者蓄电池系统(22)相连接。蓄电池管理系统(24)隶属于该蓄电池或蓄电池系统(22)。该车辆结构(10)包括主控制器(12，12’)，或者配备具有主功能的控制器，在该主功能中至少扩展蓄电池管理系统(24)的和电驱动装置(20)的功率电子器件(18)的功能。

Description

用于运行蓄电池系统的方法
技术领域
本发明涉及一种用于运行蓄电池系统的方法。
背景技术
DE 101 39 050 A1涉及一种用于执行自动充电状态均衡的方法和装置。其中获取关于车主的驾驶习惯的静态数据。在检测到充电状态均衡的必要性后将这些数据使用于，为启动充电状态均衡的准备阶段和后续执行阶段提供优化的时间点。
DE 10 2005 023 365 A1涉及一种混合动力车辆中蓄电池的蓄电池管理系统。其通过数学的蓄电池模型实现确定蓄电池量如T、SOC、SOH，该蓄电池模型描述蓄电池的热和/或电的特性。于是当估计蓄电池(4)的将来的电负荷IBat(t)时和当该蓄电池模型基于所估计的电负荷IBat(t)计算蓄电池量Z、SOC、SOH将来的变化时，尤其能够有效地使用该蓄电池。
电驱动的车辆、混合动力车辆或者电动车辆的蓄电池包括二次电池、例如锂离子蓄电池单池的布置和电接线。此外蓄电池包含至少一个控制装置或者是调节装置，其用于，测量蓄电池单池电压、蓄电池单池温度和总电流以及根据这些测量量基于模型预测最大的电功率或者电流，其在蓄电池接下来的时间步长里可以要求电驱动装置。该结果直接通过数据总线系统、例如CAN总线向驱动系统传输。
车辆的电驱动装置、更确切地说功率电子器件，同样保持通过这种总线系统通知车辆的待调节的期望转矩，该期望转矩的来源在油门踏板位置处且因此在于驾驶员。该功率电子器件导致通过连接B6半导体桥提供额定转矩。该B6半导体桥能够，接通在电机阶段调制的其输入电压并且通过即将到来的电流产生转矩。该功率电子器件应当随时遵循蓄电池的功率/电流预测，以不向该蓄电池要求超过允许的标准。
因为蓄电池和驱动系统表示物理连接的单元，所以完全可能的是，蓄电池的功率电子器件要求蓄电池有超过对蓄电池有利的更高的功率或者电流。这种情况下蓄电池具有理论上最后的可能性，来断开主接触器。当蓄电池不这么做时，在大多数行驶状态下由于安全原因也不可能这么做，于是对蓄电池产生以下影响且按照过载对蓄电池产生影响：
蓄电池单池能够面临更进一步的老化。此外担心强烈地加热这些蓄电池单池以及由此接着可能损坏危及安全的温度水平。最后对在软件侧存放的蓄电池单池的电压极值进行损坏。
极端情况也将使功率电子器件受到伤害，该极端情况可能是关于功率电子器件中的电桥电路在蓄电池上设置低电阻短路。
发明内容
根据本发明提出了一种用于控制和调节电动车辆或混合动力车辆的电驱动装置的车辆结构，包括功率电子器件，其一方面与电驱动装置且另一方面与蓄电池或蓄电池系统相连接，其中蓄电池管理系统隶属于后者中。根据本发明提出的车辆结构的特征在于，其包括主控制器，在所述主功能中至少扩展蓄电池管理系统的和电驱动装置的功率电子器件的功能。根据本发明提出的车辆结构的该附加的主控制器具有更上层的管理可能性，通过其能够进行具有决定意义的任务，例如优化不同的参数，例如对蓄电池或蓄电池系统进行必要的冷却或者对车辆的不同的充电状态或者是行驶状态进行协调。通过根据本发明提出的主控制器实现控制和/或调节实体或者实现已经存在的控制器的软件功能，通过其可以调用所有相关的子系统，例如车辆的冷却系统、例如蓄电池或蓄电池系统的冷却系统、电驱动装置的功率电子器件或者还有蓄电池或者是蓄电池系统的蓄电池管理系统。
从而该车辆结构除了蓄电池或者是蓄电池系统外还包括蓄电池断开单元，该蓄电池断开单元是蓄电池系统的部件且能够安装在蓄电池内或者外，此外还包括功率电子器件，其隶属于电机，即电驱动装置。该蓄电池或蓄电池系统一方面由蓄电池管理系统监测，该蓄电池管理系统通过测量装置信息获得蓄电池中的电压和温度以及电流且另一方面也控制隶属于蓄电池或者是蓄电池系统的冷却系统。
根据本发明提出的主控制器能够在车辆结构内与车辆的导航系统相连接，此外能够与已经提到的冷却系统，电驱动装置的功率电子器件以及蓄电池断开单元相连接。
根据本发明使用的中央控制和/或调节实体的工作原理在于，通过合适的算法和回溯使用的来自车辆的导航系统的信息关于各待行驶的路径确保，能够优化地操纵车辆。因此可能的是，通过根据本发明提出的主控制器直接控制蓄电池或者是蓄电池系统的冷却系统，其例如在炎热的季节里在高的外部温度时是必须的。此外在该主控制器中如下扩展功率电子器件的功能，使得该主控制器也实现降低车辆的转矩需求且因此通过对上层各功率电子器件的作用实现降低车辆功率。这允许优化例如关于行驶距离的车辆的可操作性以及仅允许特定的车辆功率和车辆速度以及转矩，其对车辆蓄电池或者是车辆系统的持续的进一步运行没有负作用。
此外可能的是，在根据本发明提出的主控制器中实施自适应的控制或者调节算法，其将整体系统“车辆”以优化的方式与驾驶员的驾驶方式或者是与预期的行驶情况相协调。优选的能够通过回溯由车辆的导航系统发送的数据对预期的行驶路线进行行驶距离优化。通过根据本发明使用的上层的表示控制实体的主控制器可能的是，能够正是通过主控制器来控制或者调节附加的车辆构件，例如电空调压缩机、用于以交流电充电的AC/DC转换器(车载充电器)、HV加热器(多个HV-PTC)、直流快速充电接口(DC快速充电桩、充电站)与DC/DC转换器的协调，该DC/DC转换器能够用于支持12V的车载网络。
本发明的优点
通过根据本发明提出的方案能够以有利的方式实现更上层的管理实体，其解决整个任务部分的相互矛盾的参数、例如转矩需求和蓄电池或者是蓄电池系统的充电电容，且因此在冲突询问时解决伴随的冲突。为此该主控制器包含合适的算法且能够例如通过可能回溯的车辆导航系统发送的信息，来确保优化待行驶的路径。来自控制器、例如蓄电池管理系统的主控制器以及电驱动装置的功率电子器件且在在必要的情况下的在主控制器上的其他车辆构件的功能的过程，具有技术上和经济上的优势。即不再是将每个系统保持为关于外部世界的封闭系统；该整个系统通过主控制器封闭。能够看出根据本发明提出的车辆结构的优点在于，在此不再是数个独立的控制器相互通信且车辆的效率取决于总线、例如CAN数据总线通信如何好地起作用。而是通过根据本发明提出的方案实现车辆结构，该车辆结构具有更上层的控制和/或调节实体，其通过对运行参数的全局协调和配合来协调和最后确定运行策略。
根据本发明提出的方案关于计算需求和对该计算来说必须的时间段是尤其有效。通过根据本发明提出的方案避免，更多系统必须相互通信且其后必须控制和调节每个子系统。根据本发明提出的整个系统相比于各个子系统对软件故障的结果更具有鲁棒性，或者是更简单地检验。在各子系统中从技术上复制所有条件，其能够在对应的子系统之间通信或者是相互作用时进行以达到完全的测试覆盖。因为由于避免计算时间而节约了时间，因为从此在例如两个控制器之间的协调进程是多余的，能够进行对主控制器的快速控制或者是调节。这在尤其是关于安全的功能的情况下导致安全性提高且能够因此导致为了保护人员、材料和环境作出重要的贡献。
附图说明
下面根据附图来描述本发明。
唯一的附图以示意性的方式示出了根据本发明所提出的车辆结构的多个构件。
具体实施方式
根据图1所示摘取根据本发明提出的车辆结构的各个构件的示意图。
车辆结构10包括附加的控制机构12，该控制机构12在下文被称作主控制器。该主控制器12与集成在车辆结构10中的车辆的导航系统14相连接。
此外车辆结构10还包括蓄电池断开单元(BDU)，参看位置16。蓄电池断开单元16包括主接触器，该主接触器用于将蓄电池22或者蓄电池系统22与高伏特端口网络接通或者从高伏特端口网络断开。此外该蓄电池断开单元16包括具有串联连接的多个预充电电阻的预充电接触器，以实现车辆中对中间电路电容的轻微预充电。此外可选技术方案是该蓄电池断开单元16具有快速充电接触器，该快速充电接触器也与主接触器串联连接，以能够独立地将直流充电器接口断开。示例例如是插座的导线，其隐藏在传统的油箱盖后面。车辆充电桩能够插入此处。该导线从车辆内部延伸到该接口处，其也能够在快速充电接触器中独立地被断开。此外该蓄电池断开单元16包括电流传感器，以能够监测蓄电池电流，基于分流和/或霍尔测量技术。此外该蓄电池断开单元16也包括熔断器或者以烟火作用的分离器，其在出现短路的情况下在非常高的电流时能够将蓄电池堆从车辆高伏特电网络分开，当例如在主接触器在该电流值(短路)的情况下超越分离能力时。此外在该蓄电池断开单元16中能够在不同点为各蓄电池堆电压、保护诊断和安全诊断进行电压测量。此外在该蓄电池断开单元16中设置温度传感器、湿度传感器、压力传感器、气体传感器，以能够分析蓄电池堆的其他信息。导电轨或者是电力线从蓄电池22或者是蓄电池系统22的各个蓄电池单池向蓄电池断开单元16延伸。大部分至车辆的接口位于此处。在此插入车辆线束且因此将蓄电池和车辆的电源连接。可能的是，该蓄电池断开单元16构造在蓄电池22的蓄电池堆内或者布置在蓄电池附近。并且不必要的是，该蓄电池断开单元具有封闭的壳体，反之可能的是，将上述粗略放置的构件放置在蓄电池堆内。
此外主控制器12与至少一个电驱动装置20、即混合动力车辆或电动车辆的驱动装置的功率电子器件18连接。
此外在主控制器12和冷却系统26之间直接连接，冷却系统26直接隶属于蓄电池或者是蓄电池系统22。该主控制器12也与蓄电池管理系统24一起，由此检测蓄电池22或者是蓄电池系统22相关的的蓄电池电压、温度和流过的电流。
附加的控制机构包括扩展部件12’，其包括数个附加的接头28。该数个附加的接头28具有以下可能，可选地将附加的车辆构件，例如电空调压缩机30以及AC/DC转换器32连接为车载充电器。此外附加的接头28为至少一个加热器34的接头(多个HV-PTC，正温度系数)。此外还可能的是，在附加的接头28的范围内在主控制器12的扩展部件12’处连接直流快速充电接头38(DC快速充电桩，充电站)，此外在附加的接头28的范围内能够为12V网络连接DC/DC转换器38。
在目前的应用中通过隶属于蓄电池22或者是蓄电池系统22的蓄电池管理系统24仅实现对于构建在蓄电池22或者是蓄电池系统22中的蓄电池单池上的可能的损害或者老化而进行隔离。同样地，隶属于电驱动装置20的功率电子器件18的管理，仅实现关于功率电子器件中的可能的损害以及优化的条件的隔离。尽管功率电子器件18和蓄电池管理系统24相互通信，但是缺少在解决相抵触的要求的更上层的控制实体。通过根据本发明提出的集成在车辆结构10中的主控制器12实现该控制实体，其有权动用所有相关的子系统、尤其是冷却系统26、蓄电池管理系统24以及至少一个电驱动装置20的功率电子器件18。根据本发明提出的车辆结构10的工作原理表现在，主控制器12通过适当的算法以及也通过优化使用来自车辆导航系统14的信息而关于待驶过的行驶路线确保，以优化的方式实现电动车辆或混合动力车辆的运行。
这例如表现在，能够通过主控制器12、12’，例如在高外部温度时直接地、即直接在隶属于蓄电池22或者是蓄电池系统22的冷却系统26上作用。此外可能的是，通过中央控制实体、即主控制器12通过降低车辆的转矩需求以及即因此降低车辆功率而对功率电子器件18产生影响，通过功率电子器件18调节电驱动装置20。此外在主控制器12、12’中采用自适应控制/调节，其将整个系统电动车辆或者混合动力车辆以优化的方式与驾驶员的驾驶方式或者预期的行驶情况相协调。因此考虑通过导航系统14向主控制器12传送的信息来优化电动车辆或者混合动力车辆的行驶距离，因为直接存在关于预期的行驶路线的信息。
蓄电池管理系统24、功率电子器件18和在必要的情况下的其他构件的扩展，参看主控制器12、12’上附加的接口28具有技术上和经济上的优势，因为不再必须将每个系统构造为封闭的系统。根据本发明提出的方案，从此不再是仅仅数个独立的控制器之间的相互通信，这导致车辆的效率不再取决于车辆数据总线的通信如何好，而是更确切地说取决于，更上层的控制实体在主控制器12、12’的结构中或者是在控制器上制作的软件功能中通过全局协调和配合运行参数将电动车辆或混合动力车辆的运行策略进行协调和最后确定。

Claims (7)

1.一种用于控制和调节电动车辆或者混合动力车辆的电驱动装置(20)的车辆结构(10)，包括：
功率电子器件(18)，所述功率电子器件一方面与所述电驱动装置(20)相连接并且另一方面与蓄电池系统(22)相连接，所述功率电子器件(18)被设置成控制所述电驱动装置(20)的转矩，
蓄电池管理系统(24)，隶属于所述蓄电池系统(22)，所述蓄电池管理系统(24)被设置成监测所述蓄电池系统(22)并且控制所述蓄电池系统(22)的冷却系统(26)，
其特征在于，
所述车辆结构(10)包括主控制器(12、12’)，或者配备具有主功能的控制器，在所述主功能中至少扩展所述蓄电池管理系统(24)和所述电驱动装置(20)的功率电子器件(18)的功能，
其中所述主控制器(12、12’)与所述蓄电池管理系统(24)、所述功率电子器件(18)和导航系统(14)相连接并且通信以获取运行参数，
其中所述主控制器(12、12’)被配置用于通过全局协调和配合所述运行参数来确定所述电动车辆或者所述混合动力车辆的运行策略，
其中所述主控制器(12、12’)基于所获取的所述导航系统(14)的运行参数管理所述蓄电池管理系统(24)以控制所述冷却系统(26)，并且
其中所述主控制器(12、12’)基于所获取的所述导航系统(14)的运行参数管理所述功率电子器件(18)以降低所述电驱动装置(20)的转矩。
2.根据权利要求1所述的车辆结构(10)，其特征在于，如此设置所述主控制器(12、12’)，使得根据所述导航系统(14)的信息对预期的行驶路线的进行行驶距离优化。
3.根据前述权利要求中任一项所述的车辆结构(10)，其特征在于，所述主控制器(12、12’)设置用于，通过附加的接口(28)控制或调节以下车辆构件中的一个或多个：
-电的空调压缩机(30)；
-AC/DC转换器(32)；
-至少一个加热器(34)；
-直流快速充电接头(36)；
-用于车辆电网的DC/DC转换器(38)。
4.一种用于控制和调节电动车辆或者混合动力车辆的电驱动装置(20)的方法，包括以下步骤：
a)将导航系统(14)的信息传输至根据前述权利要求中任一项所述的车辆结构(10)的主控制器(12、12’)；
b)驱控用于蓄电池或者蓄电池系统(22)的冷却系统(26)，以对预期的行驶路线进行行驶距离优化；以及
c)通过作用于电驱动装置(20)的功率电子器件(18)来降低车辆的转矩需求。
5.根据权利要求4所述的方法，其特征在于，使用所述导航系统(14)的信息以优化所述车辆的运行。
6.根据权利要求4或5所述的方法，其特征在于，在主控制器(12、12’)中实施自适应控制和/或自适应调节，所述自适应控制和/或自适应调节与驾驶员的驾驶方式或者预期的行驶情况相协调。
7.根据权利要求4或5所述的方法，其特征在于，所述车辆结构(10)的所述主控制器(12、12’)包括所述蓄电池管理系统(24)的功能和/或所述功率电子器件(18)的控制器的功能和/或附加构件(30、32、34、36、38)的控制器的功能。
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DE102013215319A1 (de) 2015-02-05
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US20160167541A1 (en) 2016-06-16
WO2015018747A2 (de) 2015-02-12
EP3030452A2 (de) 2016-06-15
US9944195B2 (en) 2018-04-17

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