CN107804182B - 具有与第二电气设备连接的扩展接口机构的电动车辆 - Google Patents
具有与第二电气设备连接的扩展接口机构的电动车辆 Download PDFInfo
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Abstract
本发明涉及一种用于车辆的方法,包括:除其他之外,控制电动车辆的第一高电压电池和连接到电动车辆的第二电气设备的第二高电压电池的充电和放电操作,使得来自电动车辆的电力被选择性地用于对第二高电压电池充电,以及选择性地对来自第二高电压电池的电力放电来为电动车辆供电,其中所述第二电气设备是由所述第二高电压电池供电的与所述电动车辆分开的设备,并且所述第二电气设备是无人机、自行车、踏板车或无人驾驶飞行器。此外,本发明还涉及一种电动车辆。通过本发明,本发明可以实现在电动车辆和第二电气设备之间共享电力,以对第二电气设备进行充电或者向电动车辆增加电池容量。
Description
技术领域
本公开涉及电动车辆。第二电气设备可以连接到电动车辆的扩展接口机构。在电动车辆和第二电气设备之间共享电力,以对第二电气设备进行充电或者向电动车辆增加电池容量。
背景技术
降低机动车燃料消耗和排放的需求是众所周知的。因此,正在开发减少对内燃机依赖性的车辆。电动车辆是目前为此目的开发的一种类型的车辆。通常,电动车辆与常规机动车辆不同,因为它们通过一个或多个电池供电的电机选择性地驱动。相反,传统的机动车辆完全依靠内燃机来驱动车辆。
高电压电池通常为电动车辆的电机和其他电气负载供电。电池包括存储能量的多个电池单元。电动车辆的电气行驶距离通常受到能够存储在电池单元内的能量的限制。
发明内容
根据本公开的示例性方面的方法包括,除其他之外,控制电动车辆的第一高电压电池和连接到电动车辆的第二电气设备的第二高电压电池的充电和放电操作,使得来自电动车辆的电力被选择性地用于对第二高电压电池充电,以及选择性地对来自第二高电压电池的电力放电来为电动车辆供电。
在上述方法的另一非限制性实施例中,控制充电和放电操作包括如果电动车辆以混合模式操作,则对第一高电压电池和第二高电压电池中的至少一个进行充电。
在任一上述方法的另一非限制性实施例中,控制充电和放电操作包括如果电动车辆以再生制动模式操作,则对第一高电压电池和第二高电压电池中的至少一个进行充电。
在任何上述方法的另一非限制性实施例中,控制充电和放电操作包括如果电动车辆以EV(电动车辆)模式操作,则对第一高电压电池和第二高电压电池中的至少一个进行放电。
在任何上述方法的另一非限制性实施例中,控制充电和放电操作包括在对第一高电压电池充电和对第二高电压电池充电之间进行交替,以维持第一高电压电池和第二高电压电池的荷电状态在期望的范围内。
在任何上述方法的另一非限制性实施例中,控制充电和放电操作包括在对第一高电压电池放电和对第二高电压电池放电之间交替,以为电动车辆的电机供电。
在任何上述方法的另一非限制性实施例中,该方法包括周期性地重新评估是否对第一高电压电池和第二高电压电池中的每一个进行充电或放电。
在任何上述方法的另一非限制性实施例中,该方法包括相对于第二高电压电池,优先对第一高电压电池进行充电。
在任何上述方法的另一非限制性实施例中,该方法包括在第二高电压电池放电之前将第一高电压电池放电到预定阈值。
在任何上述方法的另一非限制性实施例中,该方法包括将第二电气设备连接到电动车辆的扩展接口机构。
在任何上述方法的另一非限制性实施例中,控制充电和放电操作包括监视与第一高电压电池和第二高电压电池中的每一个相关联的多个电池参数。
在任何上述方法的另一非限制性实施例中,多个电池参数至少包括第一高电压电池和第二高电压电池的荷电状态和电池单元温度。
根据本公开另一示例性方面的电动车辆包括,除其他之外,第一高电压电池、扩展接口机构、连接到扩展接口机构并且包括第二高电压电池的第二电气设备、以及配置有用于控制第一高电压电池和第二高电压电池的充电和放电操作的指令的电池充电控制器。
在上述电动车辆的另一非限制性实施例中,电机配置为向第一高电压电池和第二高电压电池中的一个提供电力或者从第一高电压电池和第二高电压电池中的一个接收电力。
在上述电动车辆的另一非限制性实施例中,电池充电控制器配置为通过在对第一高电压电池充电和对第二高电压电池充电之间交替来控制充电。
在任何上述电动车辆的另一非限制性实施例中,第二电气设备包括与电池充电控制器通信的从属电池充电控制器。
在任何上述电动车辆的另一非限制性实施例中,扩展接口机构包括可连接到第二通信连接器以建立通信路径的第一通信连接器,电池充电控制器可操作以通过通信路径与从属电池充电控制器通信。
在任何上述电动车辆的另一非限制性实施例中,扩展接口机构包括可连接到第二电力连接器以将第二电气设备对接电动车辆的第一电力连接器。
在任何上述电动车辆的另一非限制性实施例中,第二电气设备是无人机。
在任何上述电动车辆的另一非限制性实施例中,扩展接口机构安装在电动车辆的货物区域内。
上述段落、权利要求或者以下描述和附图的实施例、示例和替代方案,包括它们的各个方面或各个特征中的任何一个,可以独立地或以任何组合来实现。结合一个实施例所描述的特征适用于所有实施例,除非这些特征不兼容。
通过以下详细描述,本公开的各种特征和优点对于本领域技术人员将变得显而易见。伴随详细描述的附图可以简要描述如下。
附图说明
图1示意性地示出了电动车辆,示出了在电动车辆的扩展接口机构处连接的第二电气设备;
图2示出了图1的电动车辆的示例性动力传动系统;
图3示出了电动车辆的示例性电池系统;
图4示意性地示出了用于控制与电动车辆对接的电动车辆和第二电气设备二者的高电压电池的充电和放电操作的示例性控制策略。
具体实施方式
本公开详细描述了电动车辆电池系统和用于在电动车辆和连接到车辆的第二电气设备之间交换电力的方法。这些和其他特征将在本详细描述的以下段落中更详细地讨论。
图1示意性地示出了电动车辆10的部分。电动车辆10在该非限制性实施例中被描绘为小汽车。然而,卡车、货车或者任何其他机动车辆也可受益于本公开的教导。
第二电气设备12连接到电动车辆10。第二电气设备12可以是无人机,自行车、踏板车、无人驾驶飞行器(UAV)或任何其它电气设备。在所示的非限制性实施例中,第二电气设备12被描绘为无人机。
第二电气设备12在扩展接口机构14处连接到电动车辆10。尽管如图所示,扩展接口机构14类似于适于将第二电气设备12电连接到电动车辆的对接站。因此,一旦连接,第二电气设备12被认为是“对接”到电动车辆10。扩展接口机构14允许电力在电动车辆10和第二电气设备12的各个能量存储设备(例如,电池)之间传递,以便扩大电动车辆10的电池容量,从而延长行驶距离。
在另一非限制性实施例中,扩展接口机构14位于电动车辆10的行李箱15或货物区域中。然而,也可以考虑其它车辆位置。例如,扩展接口机构14可以安装在车顶、保险杠、车厢等中。
图2示意性地示出了图1的电动车辆10的示例性动力传动系统16。在此示出并描述了动力传动系统16作为一个潜在电动动力传动系统的非限制性实施例。然而,电动车辆10可以使用任何电动车辆动力传动系统,包括但不限于全电动动力传动系统和混合动力传动系统。
示例性动力传动系统16包括发动机18、电机20、断开离合器22、变速器24和高电压电池26。发动机18和电机20都是可用的驱动源,用于为电动车辆10提供电力。发动机18通常表示可以包括诸如汽油、柴油或者天然气动力发动机或者燃料电池的内燃机的动力源。发动机18在发动机断开离合器22接合时产生供给电机20的动力和相应的扭矩。
电机20可以是多种电机类型中的任何一种。示例包括电动马达、发电机或组合的马达/发电机。在非限制性实施例中,电机20是永磁同步马达。
当断开离合器22至少部分接合时,从发动机18到电机20或者从电机20到发动机18的动力流是可能的。例如,发动机断开离合器22可以接合,并且电机20可以作为发电机操作以将由轴28提供的旋转能量转换成存储在高电压电池26或其他地方的电能。断开离合器22也可以被分离以将发动机18与动力传动系统16的其余部分隔离,使得电机20充当用于推进电动车辆10的唯一动力源。
变速器24可以包括通过选择性地接合诸如离合器、行星齿轮和制动器(未示出)的摩擦元件来选择性地使用不同齿轮比来选择性地操作的齿轮组,以建立期望的多个离散或步进传动比。摩擦元件可以通过连接和断开齿轮组的某些元件的换挡计划来控制,以控制变速器输入轴29和变速器输出轴31之间的比。变速器24可以基于相关控制器的各种车辆和环境操作条件自动地从一个比转换到另一个比。变速器24然后将动力传动系统输出扭矩提供给变速器输出轴31。
变速器输出轴31连接到差速器30。差速器30通过连接到差速器30的相应轴34来驱动一对车轮32。在非限制性实施例中,差速器30将近似相等的扭矩传递到每个车轮32同时允许轻微的速度差异,例如当电动车辆10转弯时。可以使用不同类型的差速器或类似设备来将扭矩从动力传动系统16分配到一个或多个车轮32。在一些应用中,作为非限制性示例,扭矩分配可以根据具体的操作马达状况而变化。
为了使用发动机18来驱动电动车辆10,断开离合器22至少部分地接合以将发动机扭矩的一部分通过断开离合器22传递到电机20,并且然后从电机20传递到变速器24。电机20可以通过提供额外的动力来辅助发动机18转动轴28。该操作可以被称为混合模式或电动辅助模式。
为了使用电机20作为唯一的动力源来驱动电动车辆10,除了断开离合器22将发动机18与动力传动系统16的其余部分隔离之外,动力流保持不变。发动机18中的燃烧可以是在此期间禁用或以其他方式关闭以节省燃料。电力电子设备可以将来自高电压电池26的直流(DC)电压转换成由电机20消耗的交流(AC)电压。该操作模式可以被称为仅电动或EV模式。
在任何操作模式中,电机20可以用作马达并为动力传动系统16提供驱动力。或者,电机20可以用作发电机并将来自电动车辆10的动能转换成能够存储在高电压电池26中的电能。例如,电机20可以用作发电机,同时发动机18为电动车辆10提供推进动力。例如,电机20还可以在再生制动期间充当发电机,在再生制动期间,来自旋转车轮32的旋转能量通过变速器24被传递回并转换为电能以存储在高电压电池26中。
电池系统36适于控制电动车辆10的高电压电池26(即,第一电池)和第二电气设备12的高电压电池38(即,第二电池)的充电和放电操作。电动车辆10的高电压电池26可以是牵引电池组,该牵引电池组包括能够输出电力来操作电动车辆10的电机20和/或其他电负载的多个电池单元或其他能量存储设备。高电压电池38是第二电气设备12的电源,并且可以类似地包括能够存储能量的多个能量存储设备。像高电压电池26一样,高电压电池38既可以将电力输出到动力传动系统16的电机20,也可以在电机20作为发电机操作时从电机20接受电力。
电池系统36包括扩展接口机构14和电池充电控制器40。第二电气设备12可以通过扩展接口机构14连接到动力传动系统16。扩展接口机构14可以包括与电动车辆10相关联的第一电力连接器42和与第二电气设备12相关联的第二电力连接器44。当第一电力连接器42和第二电力连接器44例如通过使用公-母连接结构彼此连接时,第二电气设备12连接或对接到电动车辆10。一旦对接,电动车辆10和第二电气设备12之间的电力可以共享或交换。
电池充电控制器40是电动车辆10的一部分,并且可以在第二电气设备12在扩展接口机构14上对接时控制高电压电池26和高电压电池38二者的充电和放电操作。电池充电控制器40可以与电动车辆10的车辆系统控制器(VSE)或者用于管理充电和放电操作的任何其他控制器通信。电池充电控制器40可以包括配备有用于与电池系统36的各种部件连接并控制电池系统36的各种部件的操作的可执行指令。每个这样的控制模块可以包括用于执行电池系统36的各种控制策略和模式的处理单元和非暂时性存储器。下面参考图4讨论电池系统36的一个示例性控制策略。
电池充电控制器40的示例性功能是监视与高电压电池26和高电压电池38中的每一个相关联的各种电池参数。可以被监视和分析的电池参数的非限制性示例包括电池健康状态(SOH)、电池单元内部电阻、电池单元温度、电池管理变量、电池放电功率限制、电池充电功率限制、电池电量指令、电池热管理变量、电池荷电状态(SOC)、电池操作窗口变量、电池开路电压和负载下的电池电压测量。可以分析这些电池参数的任何组合以作为是否对高电压电池26和高电压电池38进行充电或放电的确定的一部分。
电池充电控制器40的另一示例性功能是监视电动车辆10的动力传动系统16的操作模式。例如,电池充电控制器40可以与动力传动系统16相关联的一个或多个控制器进行通信以确定电动车辆10是否以EV模式、混合模式或再生制动模式操作。当电机20用作电动车辆10的唯一动力源时,发生EV模式,当发动机18和电机20都用于为电动车辆10供电时,发生混合模式,以及在其中电机20用作发电机以将旋转能量转换成电能的车辆减速事件期间,发生再生制动模式。电动车辆10也可以采用其他操作模式。电池充电控制器40可以至少部分地基于检测到的操作模式来确定是否对高电压电池26和高电压电池38进行充电或放电。
电池充电控制器40的另一示例性功能是控制将电力传送至高电压电池26和高电压电池38中的每一个和来自它们中的每一个的电力传送。电池充电控制器40可以配备有用于在电力交换期间根据需要在AC电力和DC电力之间转换电力的电力电子装置。
图3示出了可以由图1的电动车辆10使用的另一示例性电池系统13。电池系统136包括第一高电压电池26、第二高电压电池38、扩展接口机构114、主电池充电控制器140和从属电池充电控制器150。第一高电压电池26和主电池充电控制器140是电动车辆10的一部分,而第二高电压电池38和从属电池充电控制器150是第二电气设备12的一部分。扩展接口机构114提供用于将第二电气设备12连接到电动车辆10的接口。
扩展接口机构114可以包括与电动车辆10相关联的第一电力连接器142以及与第二电气设备12相关联的第二电力连接器14。当第一电力连接器142和第二电力连接器144连接在一起时,第二电气设备12被连接或对接到电动车辆10上,并且因此电力可以在电动车辆10和第二电气设备12之间传输。
扩展接口机构114还可以包括与电动车辆10相关联的第一通信连接器146以及与第二电气设备12相关联的第二通信连接器148。一旦将第二电气设备12对接到电动车辆10,第一通信连接器146和第二通信连接器148就可以连接以建立通信路径149。主电池充电控制器140可以使用任何已知的通信标准通过通信路径149与从属电池充电控制器150进行通信。主电池充电控制器140可以在通信路径149上传送控制信号、诊断信息、电池信息和其他相关信息,以控制从属电池充电控制器150。
在非限制性实施例中,主电池充电控制器140和从属电池充电控制器150协同工作来管理第一高电压电池26和第二高电压电池38的充电和放电操作。在另一非限制性实施例中,主电池充电控制器140和从属电池充电控制器150通过在对第一高电压电池26充电和对第二高电压电池38充电之间交替以控制充电和放电操作。交替的充电/放电模式可以在第二电气设备12在扩展接口机构114处连接时在电动车辆10的操作期间连续地执行。
图4,并继续参考图1-3,示意性地示出了用于控制电动车辆10和第二电气设备12的高电压电池26、38的控制策略200。控制策略200适用于图2的电池系统36和图3的电池系统136二者。在非限制性实施例中,电池充电控制器40(或主电池充电控制器140)使用适于执行示例性控制策略200或者任何其他控制策略的一个或多个算法来编程。在另一非限制性实施例中,控制策略200作为可执行指令存储在电池充电控制器40、140的控制模块的非暂时性存储器中。
控制策略200开始于框202。在框204,控制策略200基于电动车辆10的当前操作模式来确定是对高电压电池26、38进行充电还是放电。例如,在非限制性实施例中,控制策略200可以决定在混合模式和/或再生制动模式期间对高电压电池26、38中的一个或两个进行充电,并且可以决定在EV模式期间对高电压电池26、38中的一个或两个进行放电。充电或放电的决定在框206示意性地示出。
如果在框206的判定是要充电,则控制策略200进行到框208,并且在框208决定是对电动车辆10的高电压电池26(在图4中表示为EV)进行充电还是对第二电气设备12的高电压电池38(在图4中表示为SED)进行充电。该决定可以基于各种电池参数,包括但不限于高电压电池26和高电压电池38二者的电池SOC、电池单元温度以及电池健康状态。
高电压电池26和高电压电池38通常不同时进行充电。相反,控制策略200在对高电压电池26(示意性地在框210处示出)充电和对高电压电池38(示意性地在框212处示出)充电之间交替,以将电池26、38二者的荷电状态保持在期望的范围内。在非限制性实施例中,电池26、38的荷电状态保持在60%至70%的范围内,尽管实际范围将取决于所使用的电池的类型。控制策略200通常对电动车辆10的高电压电池26的充电优先于对第二电气设备12的高电压电池38的充电。一旦高电压电池26被充电到期望的SOC范围内,则在框212对高电压电池38进行充电。
这种交替的充电模式可以不断地重新评估以确定是否继续充电。例如,可以在框214重新评估对高电压电池26的充电决定,以及可以在框216重新评估对高电压电池38的充电决定。如果已经经过预定义的时间量或者如果一些其他阈值已经满足,则重新评估可能被认为是必要的。如果在框214或216处确定重新评估是必要的,则控制策略200进行到框218以开始重新评估。控制策略200然后可以返回到框204,并且重复整个策略。可以不断地执行控制策略200以连续地控制高电压电池26、38的充电和放电操作。
如果框206的判定是要放电,则控制策略200进行到框220,并且判定是对电动车辆10的高电压电池26进行放电还是对第二电气设备12的高电压电池38进行放电。高电压电池26和高电压电池38通常不会同时放电。相反,控制策略200在对高电压电池26(示意性地在框222处示出)放电和对高电压电池38(示意性地在框224处示出)放电之间交替,以将电池26、38二者的荷电状态保持在期望的范围内,例如在60%和70%之间。在放电操作期间,使用来自高电压电池26或者高电压电池38的电力来为电动车辆10的电机20供电。控制策略200通常在开始对第二电气设备12的高电压电池38放电之前将电动车辆10的高电压电池26放电到阈值水平。一旦高电压电池26已经被放电到阈值水平,则在框224处对高电压电池38放电。
这种交替的放电模式可以被不断地重新评估以确定是否继续放电。例如,可以在框226重新评估对高电压电池26放电的决定,以及可以在框228重新评估对高电压电池38放电的决定。如果已经经过预定义的时间量或者如果一些其他阈值已经满足,则重新评估可能被认为是必要的。如果在框226或228处确定重新评估是必要的,则控制策略200进行到框230以开始重新评估过程。确认重新评估策略将控制策略200返回到框204,并且重复整个策略。可以不断地执行控制策略200以连续地控制高电压电池26、38的充电和放电操作。
尽管不同的非限制性实施例被示出为具有特定的部件或步骤,但是本公开的实施例不限于那些特定的组合。可以将任何非限制性实施例中的一些部件或特征与来自任何其他非限制性实施例的特征或部件结合使用。
应当理解的是,在几个附图中相同的附图标记表示相应的或相似的元件。应当理解的是,尽管在这些示例性实施例中公开并示出了特定的部件布置,但是其它布置也可以从本公开的教导中受益。
前面描述应被解释为说明性的而不是任何限制的意义。本领域普通技术人员将理解,某些修改可能落入本公开的范围内。由于这些原因,应研究以下权利要求以确定本公开的真实范围和内容。
Claims (9)
1.一种用于车辆的方法,包含:
控制电动车辆的第一高电压电池和连接到所述电动车辆的第二电气设备的第二高电压电池的充电和放电操作,使得来自所述电动车辆的电力被选择性地用于对所述第二高电压电池充电以及来自所述第二高电压电池的电力被选择性地放电以为所述电动车辆供电,
其中所述第二电气设备是由所述第二高电压电池供电的与所述电动车辆分开的设备,并且所述第二电气设备是无人机、自行车、踏板车或无人驾驶飞行器。
2.根据权利要求1所述的方法,其中控制所述充电和放电操作包括如果所述电动车辆以混合模式操作,则对所述第一高电压电池和所述第二高电压电池中的至少一个进行充电。
3.一种电动车辆,包含:
第一高电压电池;
扩展接口机构;
连接到所述扩展接口机构并且包括第二高电压电池的第二电气设备,其中所述第二电气设备是由所述第二高电压电池供电的与所述电动车辆分开的设备,并且所述第二电气设备是无人机、自行车、踏板车或无人驾驶飞行器;以及
电池充电控制器,所述电池充电控制器配置有用于控制所述第一高电压电池和所述第二高电压电池的充电和放电操作的指令。
4.根据权利要求3所述的电动车辆,包含电机,所述电机配置为向所述第一高电压电池和所述第二高电压电池中的一个提供电力或者从所述第一高电压电池和所述第二高电压电池中的一个接收电力。
5.根据权利要求3所述的电动车辆,其中所述电池充电控制器配置为通过在对所述第一高电压电池充电和对所述第二高电压电池充电之间交替来控制充电。
6.根据权利要求3所述的电动车辆,其中所述第二电气设备包括与所述电池充电控制器通信的从属电池充电控制器。
7.根据权利要求6所述的电动车辆,其中所述扩展接口机构包括可连接到第二通信连接器以建立通信路径的第一通信连接器,所述电池充电控制器可操作以通过所述通信路径与所述从属电池充电控制器通信。
8.根据权利要求3所述的电动车辆,其中所述扩展接口机构包括可连接到第二电力连接器以将所述第二电气设备对接所述电动车辆的第一电力连接器。
9.根据权利要求3所述的电动车辆,其中所述扩展接口机构安装在所述电动车辆的货物区域内。
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