CN110799398B - 用于混合动力车辆的在停止时控制牵引电池充电的方法 - Google Patents

用于混合动力车辆的在停止时控制牵引电池充电的方法 Download PDF

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CN110799398B
CN110799398B CN201880043902.XA CN201880043902A CN110799398B CN 110799398 B CN110799398 B CN 110799398B CN 201880043902 A CN201880043902 A CN 201880043902A CN 110799398 B CN110799398 B CN 110799398B
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伊曼纽尔·科兹
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    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
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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
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Abstract

本发明涉及一种用于控制对混合动力车辆的牵引电池充电的方法，在该方法中，对牵引电池的充电(35)在车辆停止时进行。根据本发明，当检测到(33)车辆的加速踏板到达触发充电预定位置时，触发对充电的激活(34)。

Description

用于混合动力车辆的在停止时控制牵引电池充电的方法
技术领域
本发明涉及一种用于在停止时控制混合动力车辆电池的充电的方法。本发明有利地适用于具有并联、串联架构或功率分流式的混合动力车辆。
背景技术
某些混合动力车辆允许在行驶循环之外，即在车辆停止时对牵引电池进行充电。通常，在停止时激活充电的策略是自动激活的，并且取决于相对于充电的触发阈值的牵引电池的荷电状态。然而，在某些行驶情况下，会出现的是，即使牵引电池的荷电状态高于触发阈值，驾驶员也希望增加该荷电状态。例如在预计进入要求以纯电动驱动来行驶的限制通行区域时，情况就是如此。这些限制通行区在英语中通常称为“零排放区”或“低排放区”。
从现有技术中已知专利文献FR2992274B1，该文献描述了一种用于控制在停止时为混合动力车辆充电的方法，其中，根据用户通过诸如按钮、触摸屏或语音命令的专用界面发出的请求来激活充电。尽管有利，然而这种策略需要增加特定的接口以考虑到停止时的充电功能，并且因此会带来需要在驾驶室的人机界面处加以考虑的额外成本。本发明的目的在于通过减少充电激活界面的安装成本来弥补该缺陷。
发明内容
更具体地，本发明涉及一种用于控制对混合动力机动车辆的牵引电池充电的方法，该混合动力机动车辆包括热力发动机和牵引电机，在该方法中，牵引电池的充电在车辆停止时进行。该方法的显著之处在于，当检测到车辆的加速踏板到达触发充电的预定位置时，触发对充电的激活。
有利地，在检测到到达触发充电的预定位置之后，立即触发对充电的激活。
有利地，触发充电的预定位置位于通过分别对应于加速踏板下压80％和100％的位置来界定的下压范围。
有利地，仅当检测到车辆的变速箱的控制杆处于空档位置、或者处于车辆驻停位置时，触发对充电的激活。
有利地，在充电期间，充电功率可通过加速踏板的下压来控制。
有利地，该充电通过充电扭矩设定值来控制，该充电扭矩设定值根据热力发动机的转速而变化。
有利地，在充电期间，热力发动机的转速由加速踏板控制。
有利地，如果满足以下条件中的任意一个，则停止充电：如果车辆的变速箱的控制杆处于倒档位置、处于变速箱自动运行的位置或处于变速箱手动运行的位置，如果选择了纯电动驱动的行驶模式，如果车辆的速度大于预定阈值。
根据本发明，提出了一种混合动力机动车辆，该车辆实施根据前述实施例中任一种的方法。
得益于本发明，在车辆停止时，驾驶员可以通过作用在加速踏板上而激活充电。该功能允许驾驶员获得对充电的控制，并且是快速地获得对充电的控制，以特别对动力总成的控制管理器所无法预计的行驶情况作出反应，例如在接近限制通行区域时。另外，驾驶员能够通过调节车辆的加速踏板的下压来控制充电功率。
附图说明
通过阅读以下包括作为非限制性示例给出并通过附图示出的本发明的实施例的详细描述，本发明的其他特征和优点将更清楚地显现，在附图中：
-图1示出了适于实施本发明的混合动力车辆的动力总成的简化图；
-图2示出了混合动力车辆的行驶循环以及牵引电池的荷电状态的变化，在该循环内，驾驶员在接近限制通行区域时激活充电；
-图3示出了根据本发明的用于在车辆停止时控制充电的方法的序列；
-图4示出了描述加速踏板的触发充电的位置以及与该踏板的行程相关联的发动机转速值的示例的曲线图。
具体实施方式
在图1中，作为非限制性示例示出了适于实施本发明的混合动力总成。该动力总成包括安装在车辆的车桥总成上的牵引热力发动机10、联接装置11、牵引电机12以及变速箱13。联接装置11是离合器，其适于将热力发动机10的曲轴与变速箱13的主轴以及牵引电机12的转子以传动的方式连成一体，该转子固定安装到变速箱的主轴。可控制牵引电机12的感应电流，以使得电机向车轮提供扭矩以移动车辆，或者替代地，提供充电扭矩以向牵引电池14充电。通常被称为控制管理器、计算机、控制单元或“电子控制单元”的英文缩写ECU的控制装置15负责根据驾驶员的意愿以及控制功能来协调动力总成的传动部件，该控制功能诸如是控制对牵引电池14充电的充电功能。
更通常地，本发明适用于串联、并联类型或功率分流式的混合动力架构。为了实施本发明，关键在于车辆具有用于在车辆停止时对电池进行充电的充电装置。为此，车辆可以通过与发电机组类似的方式运行，其中动力总成的热力发动机作为由车辆油箱的燃料供应的动力发生装置运行，并且电机作为由热力发动机驱动的发电机运行。
图2示出了混合动力车辆的行驶循环，在该行驶循环期间，在遇到红灯或停车交通标志时车辆的临时停止阶段，驾驶员激活了两次充电23、24。上部的曲线图以实线示出了第一曲线20，该第一曲线20示出了在停止时激活两次充电的牵引电池14的荷电状态。以虚线形成的第二曲线21示出了根据另一方案的牵引电池14的荷电状态，在该方案中，在停止时不触发充电的激活。下部的曲线图示出了车辆的速度曲线26的变化，当该速度曲线具有零值时，其指示停车阶段。虚线22示出了保证起动热力发动机10的电池的最小荷电状态阈值。通常，控制装置15的控制功能利用该阈值以自动触发充电。因此，只要牵引电池的荷电状态高于该阈值，充电就不会自动激活。
在该行驶循环中，车辆驶向“零排放区”类型的限制通行区域25。为了确保在该通行区域中进行纯电动行驶(也就是说，车辆的纯电动驱动)，必需在牵引电池14的荷电状态具有高于阈值22的足够多的负荷裕度的情况下进入该区域。两次充电23、24的激活允许实现该目的，这是通过对应于曲线21的对充电的自动控制所不能实现的。
图3示出了由动力总成1的控制装置15实施的车辆停止时控制充电的方法的序列。在第一步骤31中，车辆处于停止状态，例如红灯时或停车时。在该阶段中，应理解的是，由于车辆静止且牵引发动机与车轮之间的传动装置被断开或锁止，所以车辆停止。离合器11处于断开位置。此外，变速箱的档位未接合。
当驾驶员希望激活充电时，该驾驶员将变速箱的控制杆置于通常由N位置表示的、与变速箱的空档对应的位置，或者置于通常由P位置表示的、与车辆的驻停对应的位置。这两种选择中的任一种将取决于驾驶员根据停止情况而作出的选择。
然后，该方法检查变速箱控制杆的配置状态是否位于N位置或P位置。为了确保驾驶员安全，仅在检测到32控制杆处于上述两个位置中的一个位置时，才会授权在车辆停止时激活充电。该方法检验到对车轮的传动无效。控制装置15具有用于检测控制杆定位的装置，诸如由控制杆装置或控制杆的位置比例传感器发送的信息信号。在检查为肯定的情况下，该方法进入步骤33，等待检测到通过驾驶员进行的充电触发事件。在相反的情况下，不授权在车辆停止时激活充电。
通常，应注意到，在控制杆的这两个位置中，如果热力发动机10停止，则驾驶员在加速踏板上的操作没有作用。可选地，如果热力发动机10启动，则驾驶员的操作将仅改变热力发动机的转速。
然而，本发明与现有技术的不同之处在于，在检测到33车辆的加速踏板到达触发充电的预定触发位置Prec时，触发充电的激活。因此，驾驶员可以通过用力踩压加速踏板直至到达或超过该预定触发位置而简单且立即地决定激活充电。
根据本发明，充电的激活34在进行检测33之后立即触发，也就是说，在检测踏板的位置并处理控制信号以触发充电所需的持续时间内(在一百至几百毫秒之间)。因此，如果实际激活还取决于驾驶员无法直接控制的参数，则避免了在驾驶员激活充电的操作与实际激活之间的偏差。例如专利文献FR2992274B1就是这种情况，其中，激活可以进一步取决于电池的荷电状态。在某些情况下，可以想象的是，一旦仅满足荷电状态，充电操作就可能被意外触发并使驾驶员感到意外。
为此目的，充电的激活34与牵引电池14的荷电状态无关，并且例如可以在图2所提及的电池的荷电状态大于自动触发阈值22时、或者当荷电状态的值接近最大充电水平时触发充电的激活34。得益于本发明，充电的激活仅基于驾驶员的决定标准。
如图4所示，充电触发位置Prec是可配置的，并且可以位于仅覆盖加速踏板的行程末端的下压范围PL。在变型中，下压范围PL通过分别对应于加速踏板下压80％和100％的位置来界定，例如Prec对应于位于加速踏板下压80％的位置。触发位置Prec的较深位置可防止意外激活充电。
因此，当加速踏板到达或超过位置Prec时，充电被激活。根据控制方法，在步骤34中，控制装置15触发以停止时的充电模式将动力总成配置成作为发电机组运行。应注意到，只要加速踏板保持在触发位置Prec之前的位置，就不会激活充电且该方法返回到初始步骤31。热力发动机10保持关闭，或者如果热力发动机10已经启动，则热力发动机10的转速根据踏板的相应位置而变化。
优选地，触发充电的预定位置Prec是加速踏板的强制降档点。通常，强制降档点对应于踏板行程最末端处的最终位置。例如，可以通过关联到踏板的比例传感器、或者关联到踏板的液压控制管路的压力传感器来检测位置Prec。强制降档点对应于驾驶员的较高要求。
通常，在变速箱的自动控制模式中，当在车辆的行驶循环中达到强制降档点时，控制装置15控制降档以响应较高的加速要求。在该自动或半自动变速箱的控制程序中，强制降档点通常由英文术语“换低档”来表示。在本发明的背景中，当车辆停止时合理地使用该强制降档点以激活充电。
更明确地，在步骤34中，该方法在热力发动机10关闭时启动该热力发动机10，然后根据热力发动机10的转速控制牵引电机12的转速的同步。一旦电机12的转速与热力发动机10的转速同步，该方法控制牵引电机12和热力发动机10的联接。然后，热力发动机的轴和电机12的轴转动地连成一体并以相同的转动速度转动。该联接通过将离合器11控制在闭合位置来进行。
一旦热力发动机10与电机12之间的传动有效，就通过充电扭矩设定值控制电机12，以产生电能并为牵引电池14充电。根据包括热力发动机10的转速的行驶参数，控制装置15的充电功能确定充电扭矩。该充电扭矩取自热力发动机所提供的发动机扭矩。充电扭矩根据热力发动机转速而变化，或者在变型中可以在整个充电过程中保持恒定。
然后，一旦充电被激活，驾驶员就可以完全释放加速踏板，或者将加速踏板释放到低于充电触发位置Prec的位置。在充电激活34之后，无论加速踏板处于任何位置，充电保持激活且有效。在加速踏板的完全释放位置，实际充电以热力发动机10的怠速进行，如图4所示，该怠速例如对应于900tr/min。作为示例，针对在0％和100％之间变化的加速踏板的位置，热力发动机的转速在此处为900tr/min的所谓的怠速和此处为3000tr/min的最大转速之间变化。
然后，在充电期间的步骤35中，充电功率可以通过加速踏板的下压来控制。优选地，在充电期间，充电扭矩设定值根据发动机的转速而变化，以在具有最大发电效率的电机12的运行点上运行。应注意到，在充电期间，热力发动机10的转速由加速踏板控制，从而允许驾驶员根据其意愿增大或减小充电功率。
然后，在步骤36中，当检测到充电结束条件时，该方法停用充电，否则在步骤35中充电保持激活。在步骤37中，该方法控制充电的停用过程，该过程根据动力总成的特定配置包括通过在该架构中断开离合器11而使牵引电机12和热力发动机10分离，然后，如果车辆保持停止，则该方法控制停止发动机的过程。
更明确地，如果满足以下条件中的至少任意一个条件，则停用充电：如果车辆变速箱的操纵杆处于倒档位置、处于变速箱自动运行的位置或处于变速箱手动运行的位置，如果(通过驾驶室的按钮或操纵杆的专用位置)选择了纯电动驱动的行驶模式，或者如果车速大于预定阈值。

Claims (8)

1.一种用于控制对混合动力车辆的牵引电池(14)充电(35)的方法，所述混合动力车辆包括热力发动机(10)和牵引电机(12)，在所述方法中，对所述牵引电池的所述充电(35)在所述车辆停止时进行，其特征在于，当检测到(33)所述车辆的加速踏板到达触发充电预定位置(Prec)时，触发对所述充电(35)的激活(34)，并且仅在检测到所述车辆的变速箱(13)的操纵杆处于空档位置或处于车辆驻停位置时，触发对所述充电(35)的所述激活(34)。
2.根据权利要求1所述的方法，其特征在于，在所述检测到(33)到达所述触发充电预定位置(Prec)之后，立即触发对所述充电(35)的所述激活(34)。
3.根据权利要求1或2所述的方法，其特征在于，所述触发充电预定位置(Prec)位于通过分别对应于所述加速踏板下压80％和100％的位置来界定的下压范围。
4.根据权利要求1所述的方法，其特征在于，在所述充电(35)期间，所述充电的功率可通过所述加速踏板的下压来控制。
5.根据权利要求1所述的方法，其特征在于，所述充电(35)通过充电扭矩设定值来控制，所述充电扭矩设定值根据所述热力发动机(10)的转速而变化。
6.根据权利要求5所述的方法，其特征在于，在所述充电(35)期间，所述热力发动机(10)的转速由所述加速踏板控制。
7.根据权利要求1所述的方法，其特征在于，如果满足以下条件中的任意一个，则停止所述充电(35)：
-如果所述车辆的变速箱(13)的操纵杆处于倒档位置、处于所述变速箱自动运行的位置、或者处于所述变速箱手动运行的位置；
-如果选择了纯电动驱动的行驶模式；
-如果所述车辆的速度大于预定阈值。
8.一种混合动力车辆，其特征在于，实施根据前述权利要求中任一项所述的方法。
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