CN105682963B - 车辆电池预充电特征 - Google Patents
车辆电池预充电特征 Download PDFInfo
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Abstract
本发明涉及一种用于对电池进行预充电的混合动力车辆的系统和方法。混合动力车辆包括:具有充电状态(充电状态)的电池;构造为对电池进行充电的发动机;具有接通状态和关断状态的致动装置;以及处理器,所述处理器构造成当致动装置被切换到接通状态时致动发动机以对电池进行充电,直至充电状态达到所需充电状态。所需充电状态可以由驾驶员输入并且可能超过由该混合动力车辆利用的正常最大充电状态。预充电特征可以越过正常的混合动力车辆电池管理逻辑电路。所需充电状态允许驾驶员在不耗尽电池电量的情况下执行倒车操作。
Description
技术领域
本发明总体上涉及电池充电,更具体地涉及向使用者提供对混合动力车辆电池充电时的控制的系统。
背景技术
在关注其自身对环境影响的消费者中,混合动力车辆变得日益流行。混合动力车辆利用内燃发动机以及电动推进系统。通过这种混合系统,混合动力车辆比在现有车辆实现更好的燃油经济性,其通过减少在操作只利用内燃发动机的常规车辆时通常产生的毒性副产物的生成而这有助于降低个体的碳排放。电力推进系统可以由电池供电,电池需要再充电。在混合动力车辆中,混合动力系统控制逻辑电路监视电池充电状态以确定何时给电池再充电。混合动力系统控制逻辑电路根据需要致动发动机以对电池进行充电。在某些性能范围中,发动机被强制开启以对电池进行充电。这允许驾驶员在不必经常或主动管理电池充电状态对情况下驾驶车辆。驾驶员并不直接控制何时对电池充电。
正常混合动力系统控制逻辑电路自动地确定何时对电池进行充电以保持电池充电状态。然而,某些驾驶操作可能需要比可从正常电池充电状态获得的电量更多的电量。例如,在倒车驾驶车辆时,如在斜坡上挂倒档停车或带拖车的情况下倒车时,车辆可能需要比预期通常操作更多的电量。遗憾的是,如果电池充电状态变弱,则驾驶员可能难以执行这种倒车操作,原因在于车辆可能没有足够的电量来这样做。驾驶员可能能够更好地预测或识别何时执行这样的操作。因此,需要允许驾驶员手动致动发动机以便在所需的时间对电池进行充电。
发明内容
本公开记载了一种用于混合动力车辆的电池的预充电特征。预充电特征可以越过正常混合动力车辆电池管理以强制对电池进行充电。电池可以充电至大于通常混合动力车辆电池管理系统采用的优化上限充电状态的充电状态(SOC)。
在一个实施方式中,用于对混合动力车辆进行预充电的系统包括:具有充电状态的电池;连接至所述电池并且构造为对所述电池进行充电的发动机;具有接通状态和关断状态的致动装置;以及处理器,所述处理器连接至所述电池以及所述发动机,并且所述处理器构造成当所述致动装置切换到所述接通状态时致动所述发动机以对所述电池进行充电,直至所述充电状态达到所需充电状态。
在另一实施方式中,混合动力车辆包括:具有充电状态的电池;构造为对所述电池进行充电的发动机;具有接通状态和关断状态的致动装置;以及处理器,所述处理器构造成当所述致动装置切换到所述接通状态时致动所述发动机,直至所述充电状态达到所需充电状态。
在还一个实施方式中,用于对混合动力车辆进行预充电的方法包括:从致动装置接收信号;当所述致动装置处于接通状态时利用连接至发动机和电池的处理器致动所述发动机;以及利用所述发动机对所述电池进行充电,直至所述电池的充电状态达到所需充电状态。
附图说明
在查看下面的附图和详细的说明的情况下,本发明的其他系统、方法、特征和优点将会对本领域普通技术人员显而易见或将变得对本领域普通技术人员显而易见。期望的是,所有这样的附加系统、方法、特征和优点包括在本说明书内、落入本公开内容的范围之内并且由所附权利要求保护。在附图中所示的组成部分不一定按比例绘制,并且可能被夸大以更好地说明本公开的重要特征。在附图中,相同标号贯穿不同的视图表示相同的部分,其中:
图1是根据本发明的实施方案的混合动力车辆传动系的示意图;
图2A是根据本发明的实施方案在正常倒车过程中发动机和两个电动发电机之间的关联图;
图2B是根据本发明的实施方案在低充电状态情况下倒车过程中发动机和两个电动发电机之间的关联图;
图3是根据本公开的实施方案的用于预充电逻辑电路的流程图;和
图4是根据本公开的实施方案的充电状态历史的曲线图。
具体实施方式
现在将参照附图说明实现本发明的各种特征的实施方式的装置、系统和方法。提供附图和相关描述以说明本发明的一些实施,而不是限制本发明的范围。在整个附图中,参考标号被重复使用以指示引用的元素之间的对应关系。
在一个实施方式中,本发明包括如图1所示的混合动力车辆100。该混合动力车辆100可以包括驱动力单元105和车轮170。驱动力单元105还包括:发动机110;电动发电机(electric motor-generator)191;电动发电机192;电池单元195;电池模块196;逆变箱197;制动踏板130;制动踏板传感器140;变速器120;混合动力控制器模块107;按钮180;传感器182;以及换档杆184。混合动力控制器模块107包括存储器160和处理器150。
发动机110主要驱动车轮170。发动机110可以是内燃发动机。内燃发动机可燃烧燃料,如汽油、乙醇、柴油、生物燃料或其它类型的适合于燃烧的燃料。由发动机110输出的扭矩由变速器120接收。电动发电机191和192还可以输出扭矩到变速器120。该发动机110以及电动发电机191和192可以通过行星齿轮(未在图1中示出)连接。变速器120将施加的扭矩传递到车轮170。由发动机110输出的扭矩不直接转化成施加到车轮170的扭矩。
电动发电机191和192可以作为以驱动模式输出扭矩的电机,并可以在再生模式中作为发电机对电池单元195进行再充电。来自或给电动发电机191和192的电力通过逆变箱197传递到电池单元195。制动踏板传感器140能够检测施加到制动踏板130的压力,这会进一步影响施加到车轮170的扭矩。该换档杆184允许驾驶员在向前方向和相反方向之间进行选择。
传感器182可以是一个或多个可有助于混合动力车辆100的操作的不同传感器。传感器182可以是连接到变速器120的输出轴上的速度传感器以检测速度输入,该速度输入由处理器150变换为车辆速度。传感器182可以是连接于混合动力车辆100的主体上的加速计以便检测混合动力车辆100的实际减速度,该实际减速度对应于减速扭矩。所述传感器182可以是能够检测混合动力车辆100所行驶的表面的坡度的坡度传感器。所述传感器182可以是能够检测混合动力车辆100的位置的GPS单元。
按钮180可以是在混合动力车辆100的仪表盘(在图1未示出)上的按钮,或者可以位于驾驶员的触及范围内的任何位置,例如在或接近方向盘,或者在控制板上。按钮180可以是具有接通状态和关断状态并且能够发送指示接通状态或关断状态的信号的开关或其他类似装置。可替换地,按钮180可以是显示屏上的触敏区域,该触敏区域能够发送可被解释为接通或者关断的信号。连接到显示屏上的处理器150可以检测来自该按钮180的信号,以致动预充电逻辑电路。
变速器120是适合于混合动力车辆的变速器。变速器120可以是联接到发动机110以及电动发电机191和192的ECVT(电控可变变速器)。变速器120可输送从发动机110和电动发电机191和192的组合输出的扭矩。处理器150利用存储在存储器160中的数据控制变速器120,以确定传递到车轮170的所施加扭矩。例如,处理器150可以确定,在一定的车速时,发动机110应提供所施加扭矩的一小部分到车轮170,而电动发电机191提供绝大部分所施加扭矩。处理器150和变速器120可以独立于车辆速度而控制发动机110的发动机速度。
所述电池单元195为能够被利用于车辆中并且可包括多个电池单元的可再充电电池。电池模块196能够测量被传递到处理器150的参数,以用于确定电池单元195的充电状态(SOC)和/或混合动力车辆100的充电状态。电池模块196可以测量电压、电流、温度、充电接受能力、内阻、自放电能力、磁性能、健康状态和/或电池单元195的其他状态或参数。在其他实施方式中,充电状态可通过库仑计数、量子机制、阻抗谱或比重计来确定。在一实施方式中,电池模块196是通过使用其传感器和其自身的处理器来确定电池单元195的充电状态的电池管理系统(BMS)。在另一实施方式中,混合动力车辆100可以不包括BMS并且处理器150可通过使用来自电池模块196的传感器数据来确定混合动力车辆100的充电状态。
在一实施方式中,处理器150可基于存储在电池单元195或混合动力车辆100中的、相对于电池单元195或混合动力车辆100的当前充电容量的能量值来确定车辆的充电状态百分比或比率。所存储的能量可以通过充电、再生制动或其它手段来获得。在另一实施方式中,充电状态可基于相对于用于电池单元195或混合动力车辆100中的参考电量的、存储的能量值来确定。在又一实施方式中,充电状态可以以百分比或相对于与电池单元195或混合动力车辆100相关的另一预定值的比率来测量。本领域中已知的用于确定充电状态的百分比、数值或数量的其他系统或方法可在不限制本公开的范围的情况下加以利用。
当被换挡到倒车时,传统车辆使用扭矩转换器或离合器使来自发动机的扭转反向。然而,混合动力车辆利用并不具有倒车齿轮的ECVT。发动机仅在一个方向上产生扭矩,没有倒车齿轮,发动机不能用于使车辆倒车。相反,电动发电机通过行星齿轮连接到车轮。要倒行时,电动发电机产生反向扭矩。当混合动力车辆倒车时,不使用发动机。由此,混合动力车辆仅依赖电池电源以用于倒车。
当电池单元具有足够的充电状态时,混合动力车辆可以执行倒车操作。某些倒车操作--如在斜坡上倒档停车或在带着附连的拖车的情况下倒车--需要更多的电池电量,从而需要更高的充电状态。当充电状态不足时,混合动力车辆通常打开该发动机以对电池单元再充电并且增加充电状态。混合动力车辆在正常行驶期间管理充电状态,以在考虑燃油效率的同时维持最小的充电状态。然而,混合动力车辆不预测何时驾驶员希望执行倒车驾驶操作。
图2A和2B给出了图表,该图表示出了发动机和两个电动发电机(标记为MG1和MG2)的扭矩之间的联系。发动机可对应于图1中的发动机110,MG1和MG2可以对应于图1中的电动发电机191和192。因为发动机、MG1和MG2由行星齿轮连接,所以发动机、MG1和MG2不能产生完全独立于其他部件的扭矩。更具体地,因为发动机、MG1和MG2由行星齿轮连接,所以如果其中一个部件改变其转速(每分钟转数),其他部件都受到影响。y轴对应于正和负的转速。因为MG2还连接到车轮,所以MG2的转速也直接涉及车辆速度。当MG2具有正的转速时,车辆是在向前的方向行进。当MG2具有负的转速时,车辆正在倒车行驶。箭头描绘出或正或负扭矩。
图2A给出车辆正常倒车的图表200。发动机不能产生负扭矩而使车辆倒行,因此被停止工作。发动机具有0转速并且产生0扭矩。混合动力系统监测充电状态,通常电池具有用于倒车的足够的充电状态,以便发动机不需要对电池进行再充电。连接到变速器的输出轴上的MG2产生负扭矩202,负扭矩202转换成混合动力车辆的倒车运动。在具有足够的充电状态的情况下,MG2产生使混合动力车辆可以执行倒车操作的足够负扭矩。
图2B给出了在充电状态不足以执行倒车操作的情况下的图表250。当充电状态过低时,混合动力系统通常打开发动机以对电池进行再充电。发动机具有正转速并且还产生一些正扭矩254。MG1具有正转速,但负扭矩252给电池再充电。然而,由于行星齿轮,所以当发动机产生正扭矩254并且MG1产生负扭矩252时,反向扭矩258产生。MG1产生的反向扭矩258可有效地抵消MG2产生的所需负扭矩256。即使不能完全抵消,当在斜坡上倒车时,负扭矩256可能也不足以克服反向扭矩258和重力的作用二者。这导致发动机转动,MG1和MG2转动,但混合动力车辆没有运动。由此,混合动力车辆在MG1、MG2和发动机运行的时候燃烧燃料,但不产生反向运动,从而使得驾驶员处于不舒适的情境。这样,驾驶员会选择切换到停车并且在静止的情况下对电池进行再充电。
为了避免这种困境,驾驶员可能希望在驾驶员进行倒车操作之前混合动力车辆100对电池单元195进行预充电。在预期到倒车操作时,驾驶员会希望指示混合动力系统为电池充电,但目前的混合动力系统没有给驾驶员该选项。相反,驾驶员将不得不寄希望于在正常驾驶期间电池被充分地充电,或不得不停车进行再充电。混合动力车辆100有利地给了驾驶员越过混合动力系统的正常电池管理、手动强制预充电的选项。
图3给出了描绘根据本发明一个实施方式的用于预充电的方法的流程图300。在310处,来自致动装置的信号由驾驶员和/或处理器150接收。在混合动力车辆100中,按钮180可以被切换到接通状态,或以其他方式发送接通信号给处理器150。
驾驶员可决定通过按钮180来打开预充电逻辑电路。在替代实施方式中,当满足某些条件时,处理器150可自动地致动预充电逻辑电路。存储器160可根据驾驶员的手动输入或动作历史来存储通常使用所述预充电特征的位置。例如,驾驶员可能住在小山上,并要求在山上侧方停车前进行预充电。所述传感器182可以是GPS单元,该GPS单元发出警报给处理器150以提醒处理器150该混合动力车辆100正在接近山坡。处理器150可以进一步考虑周围环境,以确定是否需要预充电。例如,传感器182检测到驾驶员可能在拖车停车场附近,其可在预期到倒车牵引拖车时触发预充电。通过存储位置,处理器150可以接近或在该位置时自动启动预充电逻辑电路。
处理器150还可以在特定的时间--比如驾驶员通常驾车回家的时间--自动启动预充电逻辑电路。处理器150还可以检查其它条件,如由传感器182检测出的陡坡,这可能需要预充电。
除了致动预充电逻辑电路,驾驶员还可能希望设置所需充电状态。混合动力系统具有正常充电状态窗口,例如图4中的充电状态窗口410,该正常充电状态窗口可以被存储在存储器160或另一无线连接的存储器中。正常充电状态窗口或区域可以限制正常操作期间的充电状态,当充电状态达到最小或充电状态的窗口的下阈值时,处理器150致动发动机110对电池单元195充电。当充电状态达到最大或在充电状态窗口的上阈值时,处理器1 50关断发动机110以停止对电池单元195充电。充电状态窗口可以基于最大化所述电池单元195的寿命而预先确定和设定。充电状态窗口可以已经之前进行过试验台试验并且确定为适合于正常驾驶操作。
所需充电状态可与充电状态窗口的上阈值相同。然而,驾驶员可能希望将所需充电状态设置为高于上阈值,如图4中的所需充电状态420。驾驶员可以通过在混合动力车辆100中的接口这样做,或者预充电逻辑电路可具有预设的过度充电阈值。驾驶员也许必须被提醒,过度充电会负面影响电池单元15的寿命。
返回到图3,在320处,当按钮180处于接通状态时,处理器150致动发动机110。预充电逻辑电路被致动,因此该处理器150打开发动机110,以便对电池单元195充电。
在330处,电池单元195由发动机110充电,直到充电状态达到所需充电状态。所需充电状态可以是正常充电状态窗口的上阈值,或者可以是更高的充电状态,以使得电池单元195被过度充电。一旦电池单元195达到所需充电状态,则预充电逻辑电路被停用,并且发动机可以被关闭以停止充电。
驾驶员还具有提前结束预充电的选项。驾驶员可推动按钮180进入关断状态。这样,预充电逻辑电路被禁用。发动机110也被关闭以停止充电。然而,正常混合动力系统逻辑电路可根据正常混合动力系统逻辑电路而决定保持发动机110继续充电。
图4给出了示出变化的充电状态水平的充电状态图400。充电状态窗口在40%和80%之间。混合动力系统可以设定60%为所需充电状态水平以进行维持,使得充电状态通常在60%以下时进行充电,或通常在60%以上时进行放电。在替换实施方式中,充电状态窗口可以具有不同的阈值,并且根据需要所需充电状态水平可以是不同的值。
如充电状态曲线430所示,充电状态水平随着对混合动力车辆100的驾驶而波动。在时间t0处,驾驶员按下按钮180以致动预充电逻辑电路。于是充电状态水平上升到所需充电状态420,所需充电状态420在图4中是90%。因此,预充电逻辑电路允许驾驶员手动将充电状态充电到所需水平,所需水平可超过充电状态窗口410。在所需充电状态420的情况下,混合动力车辆100能够执行倒车操作。
本领域普通技术人员将理解,结合本文所公开的实例所描述的各种说明性逻辑块、模块和算法步骤可以实施为电子硬件、计算机软件、或两者的组合。此外,本发明还可以在使得处理器或计算机执行或操作某些功能的机器可读介质上实现。
为了清楚地说明硬件和软件的这种可互换性、各种说明性部件、块、模块、电路和步骤已经整体在上文中就其功能性方面进行了描述。至于这种功能是作为硬件还是作为软件来实现取决于施加于整个系统上的特定应用和设计。本领域技术人员可以用不同的方式针对每一特定应用实施所描述的功能,但此类实施决策不应被解释为导致偏离所公开的装置和方法的范围。
结合本文所公开的实例所描述的各种说明性逻辑块、单元、模块以及电路可利用设计为执行本文描述的功能的通用处理器、数字信号处理器(DSP)、专用集成电路(ASIC)、现场可编程门阵列(FPGA)或其它可编程逻辑装置、分立门或晶体管逻辑电路、离散硬件部件或其任意组合来实现或实施。通用处理器可以是微处理器,但在替代方案中,处理器可以是任何常规的处理器、控制器、微控制器或状态机。处理器也可以实现为计算设备的组合,例如,DSP和微处理器的组合、多个微处理器、一个或多个微处理器结合DSP核,或任何其它此类配置。
结合本文所揭示的实例所描述的方法或算法的步骤可以直接在硬件、由处理器执行的软件模块中实施,或在两者的组合中实施。所述方法或算法的步骤也可以以与在实例中提供的顺序所不同的顺序执行。软件模块可存在RAM存储器、快闪存储器、ROM存储器、EPROM存储器、EEPROM存储器、寄存器、硬盘、可移动盘、CD-ROM或本领域已知的任何其它形式的存储介质。示例性存储介质耦合到处理器,使得该处理器能够从存储介质读取信息并且将信息写入到存储介质中。在替代方案中,存储介质可以集成到处理器中。处理器和存储介质可存在申请专用集成电路(ASIC)中。所述ASIC可存于无线调制解调器中。在替代方案中,处理器和存储介质可以存在无线调制解调器中作为离散部件。
提供所公开的实例的上述描述以便能够使得本领域任何普通技术人员制作或使用所公开的方法和装置。对这些实例进行的各种修改将对本领域普通技术人员而言是显而易见的,且本文所限定的原理可被应用于其它实例而不脱离本公开的方法和装置的精神或范围。所描述的实施方式在所有方面仅是说明性的而非限制性的,并且本发明的范围被认为是由所附的权利要求限定,而不是由前面的描述限定。落入权利要求的含义和等同含义范围内的所有变化都包括在权利要求的范围之内。
Claims (19)
1.一种用于对混合动力车辆进行预充电的系统,所述系统包括:
具有充电状态的电池;
变速器;
连接至所述变速器并且构造为输出扭矩的发动机;
电动发电机,所述电动发电机具有驱动模式和再生模式,所述电动发电机连接至所述电池和所述变速器,构造为在处于所述驱动模式时输出扭矩到所述变速器,并且构造为在处于所述再生模式时将来自所述变速器的扭矩转换为对所述电池进行再充电的电力;
按钮,所述按钮构造为接收用于致动预充电逻辑电路的使用者输入以增加电池的充电状态,或者构造为接收用于停用预充电逻辑电路的使用者输入;以及
处理器,所述处理器连接至所述电池、所述电动发电机、所述按钮以及所述发动机,并且所述处理器构造成当所述按钮接收到致动预充电逻辑电路的使用者输入并且所述电池的充电状态低于或等于充电状态上阈值时,通过命令所述电动发电机以再生模式操作并且命令所述发动机输出扭矩,来增加电池的充电状态,直到以下中的至少一个为止:
所述按钮接收到用于停用预充电逻辑电路的使用者输入;或
所述电池的充电状态达到或超过所述充电状态上阈值。
2.根据权利要求1所述的系统,其中,所述处理器进一步构造成在所述电池的充电状态达到所述充电状态上阈值时停用所述预充电逻辑电路。
3.根据权利要求1所述的系统,其中,所述处理器进一步构造成当所述按钮在所述充电状态达到所述充电状态上阈值之前接收到用于停用预充电逻辑电路的使用者输入时,使得不能对所述电池进行充电。
4.根据权利要求1所述的系统,其中,所述充电状态上阈值对应于充电状态窗口的上阈值。
5.根据权利要求1所述的系统,其中,所述充电状态上阈值基于使用者输入的需求而扩大超出充电状态窗口。
6.根据权利要求1所述的系统,其中,所述处理器进一步构造成自动确定所述充电状态上阈值。
7.根据权利要求1所述的系统,其中,所述按钮包括物理按钮、物理开关或显示屏上的触敏区域中的至少一个。
8.一种混合动力车辆,包括:
具有充电状态的电池;
变速器;
传感器,所述传感器能够检测所述混合动力车辆的位置;
存储器,所述存储器构造成存储被存储的位置;
发动机,所述发动机连接到所述变速器,并且构造为输出扭矩;
电动发电机,所述电动发电机具有驱动模式和再生模式,所述电动发电机连接至所述电池和所述变速器,构造为在处于所述驱动模式时输出扭矩到所述变速器,并且构造为在处于所述再生模式时将来自所述变速器的扭矩转换为对所述电池进行再充电的电力;以及
处理器,所述处理器连接到所述电池、所述传感器、所述存储器、所述发动机和所述电动发电机,并且所述处理器构造成当所述混合动力车辆在被存储的位置或者接近被存储的位置时致动预充电逻辑电路,所述预充电逻辑电路通过命令所述电动发电机以再生模式操作并且命令所述发动机输出扭矩来增加充电状态,直到满足以下中的至少一个为止:
接收到用于停用预充电逻辑电路的使用者输入;或
所述电池的充电状态达到或超过充电状态上阈值。
9.根据权利要求8所述的混合动力车辆,其中,所述充电状态上阈值对应于充电状态窗口的上阈值。
10.根据权利要求8所述的混合动力车辆,其中,所述混合动力车辆还包括按钮,所述按钮连接到所述处理器,并且构造成接收用于致动预充电逻辑电路或停用预充电逻辑电路的使用者输入。
11.根据权利要求8所述的混合动力车辆,其中,所述传感器是构造成检测位置数据的GPS单元。
12.根据权利要求8所述的混合动力车辆,其中,所述被存储的位置对应于之前致动所述预充电逻辑电路的位置。
13.根据权利要求8所述的混合动力车辆,其中,所述传感器包括构造成检测速度数据的速度传感器、构造成检测加速度数据的加速计或构造成检测道路的坡度的坡度传感器中的至少一个。
14.一种用于对混合动力车辆进行预充电的方法,所述方法包括:
在连接到发动机、电动发电机和电池的混合动力控制器处,从按钮接收第一信号,所述第一信号指示所述按钮已经从关断状态切换到接通状态,其中所述关断状态指示预充电逻辑电路未被致动,所述接通状态指示所述预充电逻辑电路被致动,并且所述第一信号用于增加电池的充电状态;
响应于接收到所述第一信号,通过所述混合动力控制器致动所述预充电逻辑电路,所述预充电逻辑电路致使发送机向变速器输出扭矩并且致使电动发电机将来自变速器的扭矩转换为用于对电池进行再充电的电力;和
响应于以下中的至少一个,通过所述混合动力控制器停用所述预充电逻辑电路:
从所述按钮接收到第二信号,所述第二信号指示所述按钮已经从指示预充电逻辑电路被致动的接通状态切换到指示预充电逻辑电路未被致动的关断状态;或
确定所述电池的充电状态达到或超过充电状态上阈值。
15.根据权利要求14所述的方法,其中,所述方法还包括通过所述混合动力控制器来确定所述充电状态上阈值。
16.根据权利要求14所述的方法,其中,所述方法还包括:
通过所述混合动力控制器来确定混合动力车辆的当前位置接近被存储的位置,所述被存储的位置对应于之前致动所述预充电逻辑电路的位置;和
响应于确定所述当前位置接近所述被存储的位置,通过所述混合动力控制器来致动所述预充电逻辑电路。
17.根据权利要求15所述的方法,其中,所述充电状态上阈值根据使用者定义的需求确定。
18.根据权利要求14所述的方法,其中,所述方法还包括通过所述混合动力控制器基于由传感器检测到的数据来确定致动所述预充电逻辑电路。
19.根据权利要求18所述的方法,其中,所述传感器是时钟,并且所述数据对应于时间数据。
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2014
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- 2014-10-24 KR KR1020167014248A patent/KR102065494B1/ko active IP Right Grant
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JP2017501067A (ja) | 2017-01-12 |
JP2019194077A (ja) | 2019-11-07 |
CN105682963A (zh) | 2016-06-15 |
US9428173B2 (en) | 2016-08-30 |
US20150120104A1 (en) | 2015-04-30 |
EP3063031A1 (en) | 2016-09-07 |
KR20160078462A (ko) | 2016-07-04 |
WO2015065830A1 (en) | 2015-05-07 |
JP6853301B2 (ja) | 2021-03-31 |
EP3063031A4 (en) | 2017-12-20 |
KR102065494B1 (ko) | 2020-01-13 |
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