CN106414146B - 用于管理混合动力车辆的能量的方法和装置 - Google Patents

用于管理混合动力车辆的能量的方法和装置 Download PDF

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CN106414146B
CN106414146B CN201480064944.3A CN201480064944A CN106414146B CN 106414146 B CN106414146 B CN 106414146B CN 201480064944 A CN201480064944 A CN 201480064944A CN 106414146 B CN106414146 B CN 106414146B
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voltage
battery
power
traction
low
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CN106414146A (zh
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A·凯特菲-谢里夫
K·奈尔
M·德贝尔
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New H Power Transmission System Holdings Ltd
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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能量进行管理的方法，该混合动力车辆包括一个热力发动机(1)、一个或多个牵引电动机(2)、至少一个高压牵引电池(4)、用于该车辆配件(8)的一个低压车载电池(6)、能够将该牵引电池(2)和该车载电池(6)供应的DC电流转变成用于该电动机(2)的AC电流的一个电流逆变器(3)、以及能够将该牵引电池(4)的高压电流转变成该车载电池(6)的低压电流的一个电流变压器(7)，其特征在于，该变压器(7)具有可逆的操作，使其能够使用该低压电池(6)中的可用能量储备，以便在该高压电池(4)具有相对较低的充电状态(SOC)时不会从该高压电池吸取能量。

Description

用于管理混合动力车辆的能量的方法和装置
本发明涉及混合动力车辆的能量管理。
更确切地，本发明涉及用于对包括一个热力发动机和一个或多个牵引电动机的混合动力车辆的能量进行管理的方法和装置。
用于具有混合式推进或驱动装置的车辆的动力传动系包括一个热力发动机和由车载安装在该车辆上的至少一个牵引电池提供动力的一个或多个电动机。这个或这些电动机的动力供应是由一个或多个高压电池确保的，而该车辆的通用电气构架(起动机、装置、空调等)是由低压车载电池供以动力的。
该车辆受益于若干个用于确保所述车辆的运动的元件。其能量管理装置具有一定的自由度来提供驾驶员所要求的扭矩，也就是热力发动机与电动机之间的动力分配。能量流的管理优化可以满足不同的目标，例如车辆的动态性能、燃料消耗量的最小化或二氧化碳或污染颗粒排放的限制。用于选择最佳工作点而应用的原则可包括使以每单位时间克数(g/h)表示的燃料消耗量的标准最小化，该标准等于发动机的消耗量“Conso Mth(g/h)”和电耗量的总和，在以下等式类型中用加权或当量系数K对电力来源P电池(W)的能量进行加权：标准(g/h)＝Conso Mth(g/h)+K.P电池(W)。该当量系数表示在电池中储存的电能的耗用。能以用各种方式对其进行控制，具体地是基于该电池能量的当前状态(该电池的充电越低，该电池能量的当前状态越高)，并且基于车辆的行驶状况，例如根据公开号FR 2 988 674的教导。
通过使用驾驶员请求的扭矩T驾驶、电力提供的扭矩TSG和热力提供的扭矩TCE，两种驱动源之间的扭矩分布可写为T驾驶＝TSG+TCE。以燃料表示，在工作点PT处的能耗标准C写为燃料消耗量Q燃料(取决于扭矩TCE和速度ωCE)和转变成消耗的燃料当量的电耗量的总和：C＝Q燃料(TCE·ωCE)+K.Pbat。电池Pbat的电平衡则是电驱动动力ωSG.TSG，和电动机以及逆变器向所述电机提供AC电压的电池的电损耗P损耗的总和：Pbat＝ωSG.TSG+P损耗(ωSG.TSG)。
如在图1中所总结的，基于驾驶员请求的扭矩T驾驶、热力发动机的速度ωCE以及高压电池的当量系数K进行的计算使其能够在任何时刻确定最佳电扭矩TSG的值。然而，因为电动机的速度和热力发动机的速度在每个传动比都是成比例的，允许PT的能量优化的唯一自由度是电力提供的扭矩TSG。
本发明的目的是通过在最佳消耗量计算中引入附加的自由度来提高混合式PT的总体能量优化。
以此目标，本发明考虑了当对车辆的能量进行管理时在低压电池中包含的能量。
为此目的，本发明使用可逆变压器，使其能够使用车载车辆电池中的能量储备，以便不会在牵引电池的充电水平极低时从牵引电池吸取能量。
所提出的方法是基于工作点的选择的，响应于驾驶员的扭矩请求，涉及热力发动机中的最低燃料消耗量。通过热力发动机的消耗量、牵引电池中消耗的功率以及车载电池中消耗的功率，通过迫使电动机提供使总燃料消耗量的标准最小化的扭矩来确定这个工作点。
使用车载车辆电池中储存的能量，其通常在混合动力车辆的能量流中是不考虑的。所提出的措施利用了车载车辆电池在能量流管理中的潜能，具体地是以便使能量消耗标准最小化、并且对由车辆配件消耗的功率的管理进行优化。通过考虑这种能量储备、并且通过优化其使用，因而能够降低车辆的总体能耗。牵引电池的能量存储能力越低,则这种策略的益处越大。
参照附图，本发明的进一步的特征和优点从其非限制性实施例的以下描述中变得更清楚，在附图中：
-图1是位于混合式PT的计算机中的优化算法，
-图2是混合动力车辆的电气构架的简图，
-图3是包括附加的自由度的新的优化算法，
-图4示出了具有已充电的14V电池的驱动方案中的电力流，
-图5示出了用已充电的14V电池进行再充电的过程中的电力流，
-图6示出了具有两个已充电的电池的驱动方案中的电力流，
-图7示出了在14V电池具有非常低的充电水平的驱动方案中的电力流，并且
-图8示出了在用具有非常低的充电水平的14V电池进行再充电的过程中的电力流。
总之，图1示出了混合动力车辆中的能量优化的基本原则，其导致在电动机上施加扭矩选点TSG，使其能够在以下等式中对以每小时(h)的燃料克当量(g)表示的燃料消耗量的标准进行优化：标准(g/h)＝Conso Mth(g/h)+K.P电池(W)。讨论中的车辆包括热力发动机1。该车辆可以包括一个或多个牵引电动机2、至少一个高压牵引电池4和用于该车辆的配件8的低压车载电池6。电流逆变器3将由牵引电池2和车载电池6提供的直流电转变成用于电动机2的交流电。电流变压器7将牵引电池4的高压电流转变成车载电池6的低压电流。在这个优化计算中，输入变量是基于驾驶员在加速器踏板上的动作而解读的所请求的发动机扭矩T驾驶、热力发动机的速度ωCE、以及考虑了电池充电状态(SOC)的当量系数K。与当量系数K有关的电扭矩TSG是用于确定PT的工作点的唯一自由度。
新的优化技术在这类计算中使用附加的自由度。能量仍然是在电动机动力与热力发动机动力之间进行分配的，然而，本发明考虑低压网络的电池中可用的能量缓冲，用以计算电力提供的扭矩。
图2示意性地示出了用于管理讨论中的混合动力车辆的能量的装置。这种装置包括热力发动机1、一个或多个牵引电动机2、至少一个高压牵引电池4、以及用于该车辆的配件8的低压车载电池6。该车辆的热力发动机1通过该变速器机械地连接至电动机2，其传递电力提供的牵引扭矩TSG。逆变器3确保将由牵引电池4和车载电池6提供的直流电转变成用于电动机2的交流电。根据本发明，变压器7具有可逆操作，使其能够使用低压电池6中可用的能量储备，以便不会在高压电池的充电水平(SOC)极低时从高压电池4吸取能量。从现在开始，通过在电动机2上施加扭矩TSG来确定涉及热力发动机中的最低燃料消耗量的混合动力车辆的工作点，其通过热力发动机的消耗ConsoMth(g/h)、牵引电池中消耗的功率Pbat HT、还有车载电池中消耗的功率Pbat BT来使总燃料消耗量的标准最小化。在PT的每个工作点，确定电力提供的扭矩TSG的值和变压器的功率PDC/DC的值，因而使其能够使总燃料消耗量的标准(ConsoMth(g/h))最小化。
这种新的调节是由以下等式控制的(其中，按照惯例在再充电模式中假定负功率)：
Figure BDA0001001808510000041
Figure BDA0001001808510000042
其中，PHT bat是高压电池4中消耗的功率，并且PBT bat是在低压电池6中消耗的功率。变压器7中消耗的功率是PDC/DC。高压电池中消耗的功率Pbat HT是向车辆的车轮提供的电力牵引能量ωSG.TSG、电动机2和逆变器3的电损耗P损耗、以及变流器7中消耗的功率PDC/DC的总和。低压电池6中消耗的功率Pbat BT等于配件8中消耗的功率Pacc和变流器7提供的功率-PDC/DC的总和。
如果高压电池4是一个48V(48伏)电池、并且低压电池6是一个14V(14伏)电池，在此实例中，消耗的标准使其能够找到具有最低燃料消耗量的工作点：
标准(g/h)＝Conso Mth(g/h)+K.P电池_48V(W)+K’.P电池_14V(W)
在这个等式中，牵引电池中消耗的功率Pbat HT(P电池_48V)和车载电池中消耗的功率Pbat BT(P电池_14V)是在总消耗的标准(ConsoMth(g/h))中通过当量系数K、K’进行调节的，考虑到所述电池各自的充电水平。低压电池的功率是通过其自身当量系数K’来调节的。因而对于PT的每个工作点获得了一对值(TSG，Pdc/dc)，这使其能够使燃料消耗量最小化。再次计算的自由度现在是电力提供的扭矩和变压器的功率Pdc/dc，这是从两个当量系数K和K’的状态中得到的。
在图3中展示了用于计算最低消耗量的新算法。14V电池的当量系数K’已经被加入到图1的框中的三个计算输入中，并且取决于所述电池的充电水平(SOE)。
另外，就目前情况，本发明提出了在两个电池之间分配电荷，而不是通过热力发动机(发电机模式下)仅对电池48V进行再充电。由作为发电机进行操作的电动机2提供的电荷在牵引电池4和车载电池6之间进行分配。因为14V电池是定期再充电的，可以避免伴有产量损失的从48V电池向14V电池转移能量而用以为配件提供动力。为此，现在该控制不仅涉及电力提供的扭矩TSG，还涉及变压器7的功率Pdc/dc。
例如，如果14V电池是高度充电的，其当量系数K’是低的。48V电池放电。其自身的当量系数K是高的(见图4)。在驾驶场景中，最小化的新标准旨在提高低电压的分量、损失向车轮提供电能的高压电池的分量。因为必须为电动机提供动力，所以对向低电压Pdc/dc转移的电池动力进行调整。其下降，以便配件电源中的14V电池的分量增加、而48V电池的分量降低。根据图4，48V电池则可以仅仅向电动机2提供动力，而14V电池单独向这些配件8提供动力。
在再充电模式中(见图5)，热力发动机的消耗量是零，从而该能量标准的最小化仅取决于要被分配的电能在14V电池与48V电池之间的分配。因为该牵引电池(48V)的当量系数K是高的，该作用使P电池_48V最小化。因为该车载电池的当量系数K’较低，其使P电池_14V升高。Pdc/dc趋于0，则仅仅从电动发动机向牵引电池进行再充电，而14V电池则自发地向配件8提供动力。
在驾驶模式中，两个电池已经高度充电了(见图6)，则两个当量系数K和K’是非常低的。最小化作用趋于使用两个电池，因此也由于K’较低而降低了Pdc/dc。14V电池只对配件提供动力，并且48V电池向电力传动装置贡献其全部能量。在此情景中，没有消耗燃料。
在14V电池实际上放电、48V电池已充电的驾驶模式中(见图7)，48V电池向14V电池和电动机两者传递能量。
在14V电池实际上放电、48V电池已充电的再充电模式中(见图8)，电池14V的再充电是有利的。如果再充电扭矩足够强，其能够同时对48V电池进行再充电。

Claims (9)

1.一种用于对混合动力车辆的能量进行管理的方法，该混合动力车辆包括一个热力发动机(1)、一个或多个牵引电动机(2)、至少一个高压牵引电池(4)、用于该车辆的配件(8)的一个低压车载电池(6)、能够将由该高压牵引电池(4)和该低压车载电池(6)提供的直流电转变成用于该牵引电动机(2)的交流电的一个电流逆变器(3)、以及一个可逆电流变压器(7)，该可逆电流变压器能够将该高压牵引电池(4)的高压电流转变成该低压车载电池(6)的低压电流、并且使用该低压车载电池(6)中可用的能量储备，以便在该高压牵引电池(4)具有相对较低的充电水平(SOC)时不会从该高压牵引电池中吸取能量，其特征在于，通过在该牵引电动机(2)上施加由该热力发动机的消耗量ConsoMth、该高压牵引电池中消耗的功率Pbat HT以及该低压车载电池中消耗的功率Pbat BT而使总燃料消耗量的标准最小化的牵引扭矩(TSG)，来确定与该热力发动机中的最低燃料消耗量有关的该车辆的工作点，其中总燃料消耗量的标准(g/h)＝ConsoMth(g/h)+K·Pbat HT(W)+K’·Pbat BT(W)，K是高压牵引电池的当量系数，K’是低压车载电池的当量系数。
2.如权利要求1所述的用于对混合动力车辆的能量进行管理的方法，其特征在于，该高压牵引电池中消耗的功率Pbat HT和该低压车载电池中消耗的功率Pbat BT是由当量系数K，K’调节的，考虑到所述电池的各自的充电水平。
3.如权利要求2所述的用于对混合动力车辆的能量进行管理的方法，其特征在于，该高压牵引电池中消耗的功率Pbat HT是所提供的电力牵引能量(ωSG.TSG)、该牵引电动机(2)和该电流逆变器(3)的电损耗(P损耗)、以及该可逆电流变压器(7)中消耗的功率(PDC/DC)的总和。
4.如权利要求2或3所述的用于对混合动力车辆的能量进行管理的方法，其特征在于，该低压车载电池(6)中消耗的功率Pbat BT等于这些配件(8)中消耗的功率(Pacc)以及由该可逆电流变压器(7)提供的功率(-PDC/DC)的总和。
5.如权利要求2或3所述的用于对混合动力车辆的能量进行管理的方法，其特征在于，该牵引扭矩(TSG)的值以及该可逆电流变压器(7)的功率(PDC/DC)的值是在该热力发动机的每个工作点确定的，使其能够使总燃料消耗量的标准最小化。
6.如权利要求1-3中任一项所述的用于对混合动力车辆的能量进行管理的方法，其特征在于，由用作发电机运行的该牵引电动机(2)提供的电荷是在该高压牵引电池(4)与该低压车载电池(6)之间进行分配的。
7.一种用于对混合动力车辆的能量进行管理的装置，该混合动力车辆包括一个热力发动机(1)、一个或多个牵引电动机(2)、至少一个高压牵引电池(4)、用于该车辆的配件(8)的一个低压车载电池(6)以及能够将由该高压牵引电池(4)和该低压车载电池(6)提供的直流电转变成用于该牵引电动机(2)的交流电的一个电流逆变器(3)，其特征在于，其在该高压牵引电池(4)与该低压车载电池(6)之间包括一个可逆电流变压器(7)，在该热力发动机的每个工作点确定其功率(PDC/DC)以及施加在该牵引电动机(2)上的牵引扭矩(TSG)的值，以便使燃料消耗量的标准最小化,该燃料消耗量的标准是该热力发动机的消耗量ConsoMth、该高压牵引电池(4)中消耗的功率Pbat HT以及该低压车载电池(6)中消耗的功率Pbat BT的总计,其中总燃料消耗量的标准(g/h)＝ConsoMth(g/h)+K·Pbat HT(W)+K’·Pbat BT(W)，K是高压牵引电池的当量系数，K’是低压车载电池的当量系数。
8.如权利要求7所述的用于对混合动力车辆的能量进行管理的装置，其特征在于，该可逆电流变压器的牵引扭矩(TSG)和功率(PDC/DC)的值是从两个当量系数K，K’的状态得到的，这两个当量系数分别调节该高压牵引电池(4)中消耗的功率Pbat HT和该低压车载电池(6)中消耗的功率Pbat BT的分量。
9.如权利要求8所述的用于对混合动力车辆的能量进行管理的装置，其特征在于，这些当量系数K，K’分别取决于该车辆的高压牵引电池(4)和低压车载电池(6)的充电水平。
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