CN108016303B - 控制混合动力汽车的电池的充电的设备和方法 - Google Patents

控制混合动力汽车的电池的充电的设备和方法 Download PDF

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CN108016303B
CN108016303B CN201710102160.0A CN201710102160A CN108016303B CN 108016303 B CN108016303 B CN 108016303B CN 201710102160 A CN201710102160 A CN 201710102160A CN 108016303 B CN108016303 B CN 108016303B
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battery
charging
soh
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CN108016303A (zh
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高圭范
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Hyundai Motor Co
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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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • 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
    • B60W20/13—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
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    • 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
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
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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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    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
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  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
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Abstract

本发明公开一种控制连接到混合动力汽车的车轮驱动电动机的电池的充电的方法。所述方法包括当对电池进行充电时，检测电池充电信息；通过利用电池充电信息，学习电池的健康状态(SOH)；通过利用学习的SOH，计算电池充电电流；和通过利用电池充电电流，控制电池的充电。

Description

控制混合动力汽车的电池的充电的设备和方法
相关申请的引用
本申请要求2016年11月1日向韩国知识产权局提交的韩国专利申请10-2016-0144769号的优先权，该申请的整个内容通过引用包含在本文中。
技术领域
本公开涉及控制混合动力汽车或电动汽车的电池的充电的设备和方法。
背景技术
最近，随着地球的环境污染问题逐日变得严重，使用无污染能量的重要性逐日增大。特别地，大城市中的空气污染问题一天天变得严重，汽车的废气是主要原因之一。
为了解决废气的问题，并提高燃油效率，已开发和使用了包括混合动力汽车和电动汽车在内的环境友好的车辆。
混合动力汽车具有由发动机和(车轮驱动)电动机产生的动力，是通过适当地利用由发动机的燃烧过程产生的动力，和通过利用储存在电池中的电能，转动电动机而产生的动力驱动的。
可按行进模式，比如作为只利用电动机的动力的纯电动汽车模式的电动汽车(EV)模式，利用发动机的转动力作为主动力，利用电动机的转动力作为辅助动力的混合动力汽车(HEV)模式，和再生制动(RB)模式，使混合动力汽车工作，所述再生制动(RB)模式通过电动机的发电，在车辆制动或由于惯性而行进的时候，收集制动和惯性能量，并利用收集的能量对电池60充电。
混合动力汽车同时利用发动机的机械能和电池的电能，利用发动机和电动机的最佳工作区，当车辆制动时，从电动机收集能量，从而改善燃油效率和有效地利用能量。
此外，混合动力汽车按照电池的充电状态(SOC)，在发动机空转状态下，通过电动机的启动/发电，对电池充电。
然而，当重复电池的充电和放电时，电池的容量降低。此外，在电池中，由于杂质的产生，离子的沉淀增多，从而电池的退化增大，以致电池的内阻增大。
因而，存在于电池中的由内阻引起的极化电压增大，以致存在实际储存在电池中的能量减小的问题。
背景技术部分的公开内容提供本发明的背景。申请人指出背景技术部分可能包含可在本申请前获得的信息。然而，通过提供背景技术部分，申请人并不认可包含在背景技术部分中的任何信息都构成现有技术。
发明内容
在致力于提供一种用于控制混合动力汽车的电池的充电的设备的方法的过程中，产生了本公开，所述设备和方法能够通过学习电池的健康状态(SOH)，控制电池的充电输出。本发明的实施例提供一种利用混合动力汽车用电池充电控制设备，控制混合动力汽车的电池的充电的方法，所述方法包括：当对电池进行充电时，检测电池充电信息；通过利用电池充电信息，学习电池的健康状态(SOH)；通过利用学习的SOH，计算电池充电输出；和通过利用电池充电输出，控制电池充电。
充电信息的检测可包括：当对电池进行充电时，检测充电前后的充电状态(SOC)的变化；和测量由电池的充电引起的电池充电变化。
SOH的学习可包括：通过利用SOC的变化和电池充电变化，估计最大电池能量；和通过利用最大电池能量，估计归因于电池的充电的SOH。
SOH的学习可包括每当对电池进行充电时，估计SOH，和通过向在最近的充电期间估计的SOH应用加权值，计算最终的SOH。
电池充电输出的计算可包括：通过相乘最终的SOH和电池的初始容量，计算在当前状态下，电池中的可充电的电池充电容量。
电池充电输出的计算可包括通过利用电池的初始容量和初始充电输出(初始充电电流)，计算充电时间，和通过把电池充电容量除以充电时间，计算电池充电输出(电池充电电流)。
控制电流被充电可包括通过利用与电池充电输出对应的充电电流值，对电池充电。
本发明的另一个实施例提供一种控制混合动力汽车的电池的充电的设备，所述设备包括：充电信息检测单元，所述充电信息检测单元被配置成当对电池进行充电时，检测电池充电信息；学习单元，所述学习单元被配置成通过利用电池充电信息，学习电池的健康状态(SOH)；和充电控制器，所述充电控制器被配置成通过利用学习的SOH，计算电池充电输出，和通过利用电池充电输出，控制电池充电。
充电信息可包括电池的充电前后的充电状态(SOC)的变化，和归因于电池的充电的电池充电量。
学习单元可包括SOH估计单元，所述SOH估计单元被配置成每当对电池进行充电时，通过利用SOC的变化和电池充电量，估计SOH。
学习单元还可包括最终SOH计算单元，所述最终SOH计算单元被配置成通过向在最近的充电期间估计的SOH应用加权值，计算最终的SOH。
充电控制器可包括：充电输出计算单元，所述充电输出计算单元被配置成通过利用最终的SOH，计算电池充电输出；和充电电流计算单元，所述充电电流计算单元被配置成计算与电池充电输出对应的充电电流值。
充电输出计算单元可通过相乘最终的SOH和电池的初始容量，计算电池充电容量，通过利用电池的初始容量和初始充电输出，计算充电时间，和通过把电池充电容量除以充电时间，计算电池充电输出。
按照本发明的实施例，能够在电池被充电时，估计SOH，通过向最新估计的SOH应用加权值，为下次充电学习SOH，通过利用学习的SOH，获得电池充电容量和电池充电输出，并控制电池充电电流值，从而使由电池的内阻引起的极化电压降至最小，结果提供其中最大程度地增大充入电池中的电力的环境。
附图说明
图1是概念地图解说明按照本发明的实施例的混合动力汽车的电池充电控制系统的构成的方框图。
图2是简要图解说明按照本发明的实施例的混合动力汽车用电池充电控制设备的结构的示图。
图3是图解说明按照本发明的实施例的控制车辆的电池的充电的处理的流程图。
图4是简要图解说明按照本发明的实施例的学习电池的SOH的处理的流程图。
图5是按照本发明的实施例的电池的等效电路图。
图6A和6B是图解说明按照本发明的实施例的电池的端电压和现有技术的电池的端电压之间的比较的曲线图。
具体实施方式
在下面的详细说明中，仅仅作为例示，表示和说明了本发明的实施例。本领域的技术人员会认识到可按照各种不同的方式修改说明的实施例。因而，附图和说明应被视为是例证性而不是限制性的。在整个说明书中，相同的附图标记指示相同的元件。
在整个说明书中，除非明确地另有说明，否则用语“包含”及其各种变体应被理解成意味包含记载的元件，但不排除任何其他元件。
此外，记载在说明书中的术语“～单元”和“～模块”意味处理至少一种功能或操作的单元，可以利用硬件、软件、或者硬件和软件的组合来实现。
下面将参考图1-6，详细说明按照本发明的实施例的混合动力汽车用电池充电控制设备和电池充电控制方法。
本发明的一个方面提供一种用于对连接到混合动力汽车或电动汽车中的车轮驱动用电动机的电池充电的系统或方法。安装在车辆中的计算机化控制器控制包括充电电流在内的充电条件。在实施例中，计算机化控制器利用比预定的初始充电电流(或预定的初始充电功率)低的电流(或功率)，使电池被充电。在实施例中，预定的初始充电电流是电池的已公布规格(或者初始充电输出)，在预定充电时间内，对电池完全充电的最小恒定输入电流，和在工厂规范充电时间内，充入工厂规范容量(或初始容量)的电流之中的至少一个。
在实施例中，计算机化控制器利用电池的SOH确定用于对电池充电的电流。计算机化控制器利用SOH计算在预定的充电时间内，对电池充电的最小恒定电流。在实施例中，预定的充电时间是工厂规范充电时间，或者利用初始充电电流(已公布规范充电电流)或初始充电功率(已公布规范充电功率)，充入电池的初始容量(已公布规范容量)所需的时间。在实施例中，在对电池充电时，计算机化控制器维持电流的充电电流大于计算的最小电流，并小于预定的初始充电电流，以致在预定的充电时间(工厂规范充电时间)内，电池被完全充电。在实施例中，计算机化控制器维持计算的用于对电池充电的最小电流，以在预定的充电时间内，实现电池的完全充电的同时，使充电电流保持尽可能地低。
在实施例中，电池的SOH表示与电池的预定状态相比的电池的退化程度。电池的预定状态可以是电池的已公布工厂规格，电池的预期容量或输出电压，电池的初始容量或输出电压中的至少一个。在实施例中，计算机化的控制器收集电池的先前的充电处理的信息，包括电池的先前的SOH值，充电能量(kWh)的变化，和完全充电容量中的至少一个。
图1是概念地图解说明按照本发明的实施例的混合动力汽车的电池充电控制系统的构成的方框图。
如图1中图解所示，按照本发明的实施例的充电控制系统适用于的混合动力汽车包括：发动机10；电动机20；发动机10和电动机20之间的中断动力的发动机离合器30；传动装置40；差动齿轮装置50；电池60；用于启动发动机10，或者利用发动机10的输出发电的启动/发电电动机70；车轮80，控制混合动力汽车的一般工作的混合控制器120；控制电动机20的工作的电动机控制器130；控制发动机10的工作的发动机控制器140；和管理并控制电池60的充电的电池充电控制设备200。
图2是简要图解说明按照本发明的实施例的混合动力汽车用电池充电控制设备的结构的示图。这种情况下，只简单图解说明了为按照本公开的实施例的说明所需的混合动力汽车用电池充电控制设备的示意结构，混合动力汽车用电池充电控制设备不限于该构成。
参见图2，按照本发明的实施例的混合动力汽车用电池充电控制设备200包括充电信息检测单元210，当对电池进行充电时，所述充电信息检测单元210检测电池充电信息，学习单元220，所述学习单元220通过利用电池充电信息，学习电池的健康状态(SOH)，和充电控制器230，所述充电控制器230通过利用学习的SOH，计算电池充电输出，并通过利用电池充电输出，控制电池充电。
每当混合动力汽车的电池被充电时，充电信息检测单元210都检测电池充电信息。这里，电池充电信息包括电池的充电前后的充电状态(SOC)的变化，由电池的充电引起的电池充电变化，和电池的退化度。
充电信息检测单元210包括按照本发明的实施例的SOC检测单元212，和充电量测量单元214。
每当对电池进行充电时，SOC检测单元212检测充电前后的SOC的变化。这里，SOC的变化包括通过从充电终止时的SOC的数值中，减去当充电开始时的SOC的数值而获得的数值。
此外，充电量测量单元214测量由电池的充电引起的电池充电变化。电池充电变化包括由于电池的充电而增大的充电能量数量。
学习单元220通过利用电池充电信息，学习电池的SOH，并更新学习的SOH。
学习单元220包括按照本发明的实施例的SOH估计单元222和SOH计算单元224。
SOH估计单元222通过利用每当对电池进行充电时检测的SOC的变化和电池充电量，估计SOH。
SOH估计单元222通过利用SOC的变化和电池充电变化，估计最大电池能量，并通过利用估计的最大电池能量，估计归因于电池的充电的SOH。这里，最大电池能量包括当充电电池被完全充电时最多可储存的能量数量。
SOH计算单元224通过向电池最近被充电时估计的SOH应用加权值，计算最终的SOH。SOH计算单元224通过向先前更新的SOH的数值之中的最近更新的SOH的数值应用加权值，为下次更新计算最终的SOH。
充电控制器230通过利用在学习单元220中学习的SOH，计算电池充电输出，并通过利用与计算的电池充电输出对应的充电电流值，控制电池充电。这里，电池充电输出包括能够持续预定时间，对电池充电的电池充电功率。
充电控制器230包括按照本发明的实施例的充电输出计算单元232和充电电流计算单元234。
充电输出计算单元232通过利用学习的SOH，计算电池充电输出。充电输出计算单元232通过相乘最终的SOH和电池的预定初始容量，计算当前状态下的电池充电容量。此外，充电输出计算单元232通过利用电池的初始容量，和电池的预定初始充电输出，计算充电时间。随后，充电输出计算单元232通过把电池充电容量除以充电时间，可计算电池充电输出。
这里，电池充电容量包括在当前状态下，电池中的可充电的最大能量数量，电池充电输出包括用于对电池充电的每小时施加于电池的输出值。
充电电流计算单元234计算与电池充电输出对应的充电电流值。
为此，充电控制器230可以由利用设定的程序操作的一个或多种处理器实现，所述设定的程序被编程，以便进行按照本发明的实施例的混合动力汽车的电池充电控制方法的各个步骤。
下面参考图3，详细说明按照本发明的实施例的混合动力汽车的电池充电控制方法。
图3是简要图解说明按照本发明的实施例的控制车辆的电池的充电的处理的流程图。将利用与图1和2的构成有关的相同附图标记，说明该流程图。
参见图3，按照本发明的实施例的电池充电控制设备200控制混合动力汽车的电池60的充电，当电池的充电被终止时，检测电池充电信息(S102-S106)。这里，电池充电信息包括电池的充电前后的充电状态(SOC)的变化，由电池的充电引起的电池充电变化，和电池的退化度。
此外，电池充电控制设备200通过利用检测的电池充电信息，学习SOH(S108)。电池充电控制设备200通过利用每当对电池进行充电时检测的SOC的变化和电池充电变化，可估计最大电池能量，并且每当对电池进行充电时，通过利用估计的最大电池能量，估计SOH。
此外，电池充电控制设备200通过应用在最近的充电期间估计的SOH，可学习N次充电之后的第N+1次充电的最终SOH。
表格
表1表示按照本发明的实施例的与N次充电(在N＝5的情况下)相应的电池充电信息，最大电池能量和SOH估计值。
(表1)
Figure BDA0001232054630000071
Figure BDA0001232054630000081
利用下面的式1，可计算第N+1次充电的最终SOH。
(式1)
Figure BDA0001232054630000082
例如，依据表1和式1，第N+1次充电的最终SOH可被计算为76.6％。
此外，电池充电控制设备200通过相乘学习的SOH和电池60的初始容量，计算电池充电输出(S110)。
这种情况下，电池充电控制设备200通过相乘最终SOH和电池60的初始容量，计算电池充电容量。此外，电池充电控制设备200通过利用电池60的初始容量，和初始充电输出，可计算充电时间，并通过把电池充电容量除以充电时间，计算电池充电输出。
这里，电池充电容量包括在当前状态下，电池60中的可充电的最大能量数量，电池充电输出包括用于对电池60充电的每小时施加于电池60的输出值。
此外，电池充电控制设备200计算与电池充电输出对应的充电电流值，并通过利用计算的充电电流值，控制电池60被充电(S112)。
即，当电池60的初始容量为27kWh时，待在电池的第N+1次充电期间充电的电池充电容量被计算为20.681kWh。
此外，当电池60的预定初始充电功率为6.6kW时，通过把电池60的初始容量27kWh除以初始充电输出6.6kW，电池充电时间被计算为4.1小时。
因而，通过把电池充电容量20.681kWh除以4.1小时，电池充电输出被计算为5.04kW。此外，电池充电控制设备200可获得与5.04kW的电池充电输出对应的充电电流值，并通过利用获得的充电电流值，控制电池的第N+1次充电。
图4是简要图解说明按照本发明的实施例的学习电池的SOH的处理的流程图。将利用与图1和2的构成有关的相同附图标记，说明所述流程图。
参见图4，当按照本发明的实施例的电池充电控制设备200对电池60进行N次充电的时候，每当对电池进行充电时，电池充电控制设备200通过利用SOC的变化和电池充电变化，估计电池60中的可充电的最大电池能量(S202)。
此外，每当对电池进行充电时，按照本发明的实施例的电池充电控制设备200通过利用最大电池能量，估计SOH(S204)。
此外，按照本发明的实施例的电池充电控制设备200通过向最近更新的SOH应用加权值，计算N次充电之后的最终SOH，计算的最终SOH被更新为第N+1次充电的SOH(S206和S208)。
图5是按照本发明的实施例的电池的等效电路图。
参见图5，锂离子电池的电池端电压Vt与电池开路电压Ve(OCV)和由内部阻抗引起的极化电压(Vi+Ve)之和相同。当电流未在电池中流动时，电池端电压Vt与电池开路电压Ve(OCV)相同，在电池端子中测得的电压表示电池的实际容量。
然而，当电流在电池中流动时，产生由内部阻抗引起的极化电压(Vi+Ve)。此外，当电流较大，和内部阻抗的值较大时，产生的极化电压被增大。
图6A和6B是图解说明按照本发明的实施例的电池的端电压和现有技术的电池的端电压之间的比较的曲线图。
参见图6A，在现有技术中，电池的内阻随着电池的退化度的增大而增大，从而，在电池的充电期间，极化电压(Vi+Vt)被增大。因而，电池端电压Vt变成电池开路电压Ve(OCV1)，以致电池中实际充电的容量被减小。
然而，如图6B中图解所示，按照本发明的实施例的混合动力汽车用电池充电方法通过控制电池充电电流值，可使由内阻等引起的极化电压(Vi+Vt)降至最小，从而最大程度地增大电池开路电压Ve(OCV2)。
即，按照本发明的实施例的混合动力汽车用电池充电方法在其中电池的充电时间不超过预定时间的范围内，降低用于对电池充电的充电电流，从而降低极化电压。即，在充电终止之后消失的极化电压较小，以致能够实际增大与在充电终止时的电池开路电压Ve(OCV2)相应的可用能量。
如上所述，按照本发明的实施例的混合动力汽车用电池充电设备和电池充电方法在电池被充电时，估计SOH，通过向最近估计的SOH应用加权值，学习下一次充电的SOH，通过利用学习的SOH，获得电池充电容量和电池充电输出，并控制电池充电电流值，从而使由电池的内阻引起的极化电压降至最小，结果提供其中最大程度地增大充入电池中的电力的环境。
上面说明的本发明的实施例并不仅仅利用设备和方法实现，可通过实现与本发明的实施例的构成对应的功能的程序，或者其中记录所述程序的记录介质实现。可在用户终端，以及服务器中运行所述记录介质。
尽管结合实施例，说明了本发明，不过应明白本发明不限于公开的实施例，相反，本发明意图覆盖各种修改和等同安排。

Claims (11)

1.一种利用混合动力汽车用电池充电控制设备，控制混合动力汽车的电池的充电的方法，所述方法包括以下步骤：
当对电池进行充电时，检测电池充电信息；
通过利用电池充电信息，学习电池的健康状态SOH；
通过利用学习的SOH，计算电池充电输出；和
通过利用电池充电输出，控制电池充电，
其中：
学习SOH的步骤包括：
每当对电池进行充电时，估计SOH，并且通过对估计的SOH应用加权值，计算最终的SOH，并且
其中，对在最近的充电期间估计的SOH应用的加权值大于对在先前的充电期间估计的SOH应用的加权值。
2.根据权利要求1所述的方法，其中：
检测充电信息的步骤包括：
当对电池进行充电时，检测充电前后的充电状态SOC的变化；和
测量由电池的充电引起的电池充电变化。
3.根据权利要求2所述的方法，其中：
学习SOH的步骤包括：
通过利用SOC的变化和电池充电变化，估计最大电池能量；和
通过利用最大电池能量，估计归因于电池的充电的SOH。
4.根据权利要求1所述的方法，其中：
计算电池充电输出的步骤包括：
通过最终的SOH乘以电池的初始容量，计算在当前状态下电池中的可充电的电池充电容量。
5.根据权利要求4所述的方法，其中：
计算电池充电输出的步骤包括：
通过利用电池的初始容量和初始充电输出，计算充电时间，并且通过电池充电容量除以充电时间，计算电池充电输出。
6.根据权利要求1所述的方法，其中：
控制电池充电的步骤包括：
通过利用与电池充电输出对应的充电电流值，对电池充电。
7.一种控制混合动力汽车的电池的充电的设备，所述设备包括：
充电信息检测单元，被配置成当对电池进行充电时，检测电池充电信息；
学习单元，被配置成通过利用电池充电信息，学习电池的健康状态SOH；和
充电控制器，被配置成通过利用学习的SOH，计算电池充电输出，并且通过利用电池充电输出，控制电池充电，
其中：
所述学习单元还包括：
最终SOH计算单元，被配置成通过对估计的SOH应用加权值，计算最终的SOH，并且
其中，对在最近的充电期间估计的SOH应用的加权值大于对在先前的充电期间估计的SOH应用的加权值。
8.根据权利要求7所述的设备，其中：
充电信息包括：
电池的充电前后的充电状态SOC的变化；和
归因于电池的充电的电池充电量。
9.根据权利要求8所述的设备，其中：
所述学习单元包括：
SOH估计单元，被配置成每当对电池进行充电时，通过利用SOC的变化和电池充电量，估计SOH。
10.根据权利要求7所述的设备，其中：
所述充电控制器包括：
充电输出计算单元，被配置成通过利用最终的SOH，计算电池充电输出；和
充电电流计算单元，被配置成计算与电池充电输出对应的充电电流值。
11.根据权利要求10所述的设备，其中：
所述充电输出计算单元
通过最终的SOH乘以电池的初始容量，计算电池充电容量，通过利用电池的初始容量和初始充电输出，计算充电时间，并通过电池充电容量除以充电时间，计算电池充电输出。
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