CN117681854A - 具有电子dc-dc功率转换器的道路车辆和对应的控制方法 - Google Patents

具有电子dc-dc功率转换器的道路车辆和对应的控制方法 Download PDF

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CN117681854A
CN117681854A CN202311168555.2A CN202311168555A CN117681854A CN 117681854 A CN117681854 A CN 117681854A CN 202311168555 A CN202311168555 A CN 202311168555A CN 117681854 A CN117681854 A CN 117681854A
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internal combustion
combustion engine
voltage circuit
road vehicle
electronic
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安东尼奥·斯坎杜拉
达妮埃莱·杰诺瓦
马蒂亚斯·特龙科索
乔瓦尼·萨尔托尼
斯特凡诺·卢吉尼
罗伯托·贝特罗
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Ferrari Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0803—Circuits or control means specially adapted for starting of engines characterised by means for initiating engine start or stop
    • F02N11/0811—Circuits or control means specially adapted for starting of engines characterised by means for initiating engine start or stop using a timer
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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
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    • 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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    • 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
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F02N11/06—Starting of engines by means of electric motors the motors being associated with current generators and with ignition apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/08—Three-wire systems; Systems having more than three wires
    • H02J1/082—Plural DC voltage, e.g. DC supply voltage with at least two different DC voltage levels
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/342—The other DC source being a battery actively interacting with the first one, i.e. battery to battery charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
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    • 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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Abstract

本发明提供一种道路车辆(1)，其包括：内燃发动机(5)；电力起动马达(20)；具备第一存储系统(14)的高电压电路(16)；具备第二存储系统(24)并且与电力起动马达(20)直接连接的低电压电路(17)；将低电压电路(17)和高电压电路(16)彼此连接的电子DC‑DC功率转换器(23)；以及控制单元(26)，在存在道路车辆(1)的接通状态的情况下并且当内燃发动机(5)关闭时，该控制单元(26)被配置为仅在内燃发动机(5)的冷起动状态的情况下启动电子DC‑DC功率转换器(23)，以便将要至少部分地供应到电力起动马达(20)的电力从高电压电路(16)传送到低电压电路(17)。

Description

具有电子DC-DC功率转换器的道路车辆和对应的控制方法
相关申请的交叉引用
本专利申请要求于2022年9月12日提交的意大利专利申请第102022000018462号的优先权，其全部公开内容通过引用并入本文。
技术领域
本发明涉及一种道路车辆和一种对应的控制方法。
本发明有利地应用于混合动力道路车辆，在下面的描述中将对该道路车辆进行明确的参考，而不会因此丧失一般性。
背景技术
混合动力车辆包括内燃热力发动机和至少一个电机，所述内燃热力发动机通过具备变速器的动力传动系系统将扭矩传递到驱动轮，所述至少一个电机与电力存储系统电连接并且与驱动轮机械地连接。
混合动力车辆的电力系统通常包括具有高电压(相对而言，也可以具有仅48伏的标称电压)和高功率的电路，电机与该电路连接；高电压电力系统包括存储装置(具备至少一个电化学电池组)和双向的电子DC-AC功率转换器，该电子DC-AC功率转换器在直流侧与存储装置连接并且在交流侧与电机连接并且实现控制电机的功能。
混合动力车辆的电力系统还包括具有低电压(具有12伏的标称电压)和低功率的电路，所有辅助电力服务(例如，控制单元、信息娱乐系统、防盗系统、乘坐室照明系统、外部灯、热力发动机的电力起动马达、……)与该电路连接。一般来讲，低电压电路具备其自身的存储装置(具备单个电力电池，该电力电池相对较重并且尺寸大)，该存储装置具有给热力发动机的电力起动马达供电(几秒钟)所需的高涌入电流(电力)。此外，通常，提供了一种电子DC-DC功率转换器，其将低电压电路和高电压电路彼此连接以将电力从高电压电路传送到低电压电路，或者甚至在车载管理策略允许的情况下反过来。
为了尝试和减小低电压电路的重量和尺寸，可以消除低电压电路的存储装置并且可以增大电子DC-DC功率转换器可以输送的电功率；然而，利用这种设计方案，节省的总重量是适度的(而总制造成本显著增加)，因为电子DC-DC功率转换器的标称功率必须从大约2kW(在车辆的正常运行期间为所有电负载供电所需)增加到超过10kW(在其启动发动机的操作的几个瞬间电力起动马达所需)。
此外，当低电压电路的存储装置被消除时，电子DC-DC功率转换器需要始终保持工作，即使当车辆停放时也是如此，以便向始终需要被供电的电负载供应必要的电力(通常，当车辆停放时始终工作的防盗系统，以及当车辆停放时可以与隔着一定距离的车辆的所有者或与远程辅助中心对话的信息娱乐系统)。因此，电子DC-DC功率转换器持续地受到负荷(即，它需要全天候工作)，因此，它需要更昂贵的设计，以便能够在足够长的时间内持续操作(考虑到车辆的最小寿命为至少十年)。
专利申请EP2065268A1公开了用于混合动力车辆中的内燃发动机的冷起动的方案。
发明内容
本发明的目的是提供一种道路车辆和一种对应的控制方法，其没有上述缺点，同时可以以直接且低成本的方式制造和实施。
根据本发明，提供了所附权利要求中要求保护的道路车辆和对应的控制方法。
所附权利要求描述了本发明的优选实施方式并形成描述的组成部分。
附图说明
现在将参照示出本发明的一些非限制性实施方式的附图来描述本发明，在附图中：
图1是根据本发明的混合动力道路车辆的示意性平面图；
图2是图1的道路车辆的电力系统的示意图；以及
图3是根据本发明的具有专门热相关的驱动器的道路车辆的示意性平面图。
附图标记列表
1-道路车辆；2-前轮；3-后轮；4-动力系系统；5-内燃发动机；6-曲轴；7-动力传动系统；8-电机；9-驱动轴；10-机械变速器；11-半轴；12-差速器；13-AC/DC电子功率转换器；14-存储系统；15-电力系统；16-高电压电路；17-低电压电路；18-报警系统；19-信息娱乐系统；20-电力起动马达；21-乘坐室照明系统；22-外部灯；23-DC/DC电子功率转换器；24-存储系统；25-保护接触器；26-控制单元。
具体实施方式
在图1中，附图标记1表示整个混合动力道路车辆，该混合动力道路车辆具备两个前轮2和两个驱动后轮3，它们从混合动力的动力系系统4接收扭矩。
混合动力的动力系系统4包括内燃发动机5、动力传动系统7和电机8，内燃发动机5布置在前部位置并且具备曲轴6，动力传动系统7将内燃发动机5产生的扭矩传递到驱动后轮3，电机8与动力传动系统7机械地连接并且是可逆的(即，它既可以作为电动马达工作，吸收电能而产生机械扭矩，又可以作为发电机工作，吸收机械能而产生电能)。
动力传动系统7包括驱动轴9，该驱动轴在一侧与曲轴6成角度地形成一体，并且在另一侧与变速器10机械地连接，变速器10布置在后部位置并且通过两个半轴11将运动传递到驱动后轮3，所述两个半轴11从差速器12接收运动。
电机8与变速器10机械地连接并且由AC/DC电子功率转换器13(即，“逆变器”)控制，AC/DC电子功率转换器13与具备化学电池的电力存储系统14连接。在本申请中，DC-AC电子功率转换器13是双向功率转换器，并且包括与存储系统14连接的直流侧和与电机8连接的三相交流侧。
根据图2，道路车辆1具备电力系统15，该电力系统包括具有高电压(相对而言)和高功率的电路16和具有低电压和低功率的电路17，电路16具有48伏的标称电压，电路17具有12伏的标称电压。应当指出的是，电路16被定义为“高电压”电路，因为它的标称电压(48伏)大于电路17的标称电压(12伏)，即，定义“高电压”应被解释为涉及唯一的电力系统15并且相对于具有12伏标称电压的电路17。
高电压电路16包括存储系统14和AC/DC电子功率转换器13，该AC/DC电子功率转换器13在一侧与存储系统14连接，并且在相对侧与电机8连接(即，与电机8的定子绕组连接)。
低电压电路17包括多个电负载，每个电负载吸收电力以用于其自身操作。特别地，电负载包括(高优先级)连续电负载和(低优先级)临时电负载，连续电负载适度吸收电力并且无论道路车辆1的使用如何都必须不断地被供电(即，即使当道路车辆1停放时，它们也必须不断地被供电)，临时电负载只有在道路车辆1正在被使用时才必须被供电，并且通常仅在有限的时间内被供电。
(高优先级)连续电负载包括例如报警系统18和信息娱乐系统19；显然，可以提供除上面提到的电负载之外的其他连续电负载，例如，在电力供应中断的情况下当重新起动时产生错误消息的电子控制单元(即，尽管能够在待机和低能耗模式下操作，但始终需要连续地被供电或者否则在重新起动时产生错误的那些电子控制单元)。另一方面，临时电负载包括例如电力起动马达20(它显然具有与低电压电路17相同的标称电压，因为它与低电压电路17直接连接)、乘坐室照明系统21、外部灯22、空调系统(未被示出)、不同的电子控制单元(未被示出)；显然，可以提供除上面提到的临时电负载以外的其他临时电负载。
电力系统15包括电子DC-DC功率转换器23，该电子DC-DC功率转换器23将低电压电路17和高电压电路16彼此连接，以将电力从高电压电路16传送到低电压电路17(或者甚至在车载管理策略允许的情况下反过来)。低电压电路17包括其自身的电力存储系统24，该电力存储系统24在电子DC-DC功率转换器23的外部(独立于电子DC-DC功率转换器23)。存储系统24显然也具有与低电压电路17相同的标称电压，因为它与低电压电路17直接连接，并且因此存储系统24具有与电力起动马达20相同的标称电压。换句话说，存储系统24在不插入任何种类的转换装置的情况下与电力起动马达20直接连接，并且被设计为直接向电力起动马达20供电。
根据优选实施方式，存储系统14包括与高电压电路16的存储系统14串联布置的电操作的保护接触器25(即，其可以通过电致动器远程控制)。保护接触器25通常保持断开并且只有在必须与存储系统14交换电力时才闭合。
提供了控制单元26，其尤其控制电子DC-DC功率转换器23和保护接触器25。
控制单元26被配置为检测道路车辆1的接通状态(即，当驾驶员通过转动点火钥匙或通过按下起动按钮而“接通”道路车辆1，从而使其为内燃发动机5的起动做好准备时)。
此外，控制单元26被配置为检测内燃发动机5的冷起动状态，即内燃发动机5是“冷的”并且关闭的状态(因此，处于最难起动的状态)。例如，控制单元26被配置为确定内燃发动机5的冷却液的温度，并且当冷却液的温度低于预定阈值时检测内燃发动机5的冷起动状态。
当内燃发动机5关闭时，控制单元26被配置为在不存在内燃发动机5的冷起动状态的情况下保持电子DC-DC功率转换器23停用，以便不将要至少部分地供应到电力起动马达20的电力从高电压电路16传送到低电压电路17。换句话说，当道路车辆1接通(所谓的“KEYON”状态)并且内燃发动机5是“热的”时(即，在不存在内燃发动机5的冷起动状态的情况下)，控制单元26保持电子DC-DC功率转换器23停用，以便不将电力从高电压电路16传送到低电压电路17。实际上，当内燃发动机5是“热的”时(即，在不存在内燃发动机5的冷起动状态的情况下)，低电压电路17的存储系统24完全能够为电力起动马达20供应快速且安全地起动内燃发动机5所需的所有电功率(能量)。
当内燃发动机5关闭时，控制单元26被配置为在内燃发动机5的冷起动状态的情况下启动电子DC-DC功率转换器23，以便将要至少部分地供应到电力起动马达20的电力从高电压电路16传送到低电压电路17。换句话说，当道路车辆1接通(所谓的“KEY ON”状态)并且内燃发动机5是“冷的”时(即，在内燃发动机5的冷起动状态的情况下)，控制单元26启动电子DC-DC功率转换器23，以便将要至少部分地供应到电力起动马达20的电力从高电压电路16传送到低电压电路17。实际上，当内燃发动机5是“冷的”时(即，在内燃发动机5的冷起动状态的情况下)，低电压电路17的存储系统24可能无法为电力起动马达20供应快速且安全地起动内燃发动机5所需的所有电功率(能量)；因此，高电压电路16的存储系统14通过(通过电子DC-DC功率转换器23)供应要至少部分地供应到电力起动马达20的额外的电功率(能量)来“帮助”低电压电路17的存储系统24，这确保内燃发动机5的快速且安全的起动。
根据优选实施方式，控制单元26被配置为确定存储系统14的电荷水平，并且因此在内燃发动机5的冷起动状态的情况下，仅在存储系统14的电荷水平超过预定阈值的情况下启动电子DC-DC功率转换器23。换句话说，在内燃发动机5的冷起动状态的情况下，高电压电路16的存储系统14仅在存储系统14具有适当(即，不太高)电荷水平的情况下“帮助”低电压电路17的存储系统24。
根据优选实施方式，控制单元26被配置为一旦内燃发动机5被起动就停用电子DC-DC功率转换器23。换句话说，一旦内燃发动机5被起动，就不再必须向低电压电路17供应额外的电功率(能量)，因此，电子DC-DC功率转换器23被停用以在没有实际需要的情况下不使高电压电路16的存储系统14进一步放电。
根据优选实施方式，控制单元26被配置为在内燃发动机5的冷起动状态下，仅在内燃发动机5的起动实际被启动(请求、起动)的时刻才启动电子DC-DC功率转换器23。换句话说，仅当电力起动马达20吸收(或开始吸收)电功率(能量)时，电子DC-DC功率转换器23才向低电压电路17供应电功率(能量)。
根据替代实施方式，控制单元26被配置为在内燃发动机5的冷起动状态的情况下，一旦检测到道路车辆1的接通状态，就启动电子DC-DC功率转换器23。换句话说，即使在电力起动马达20开始吸收电功率(能量)之前，电子DC-DC功率转换器23也向低电压电路17供应电功率(能量)。在这种情况下，控制单元26被配置为在不请求内燃发动机5的起动的情况下，在自道路车辆1接通以来经过了预定时间(例如，10秒)之后停用电子DC-DC功率转换器23。
根据优选实施方式，控制单元26被配置为在内燃发动机5的冷起动状态下，一旦检测到道路车辆1的接通状态，就闭合存储系统14的保护接触器25。
根据优选实施方式，控制单元26被配置为在不请求内燃发动机5的起动的情况下，在自保护接触器25闭合以来经过了预定时间(例如，10-30秒)之后断开存储系统14的保护接触器25。
在图1所示的实施方式中，高电压电路16包括也可以用作发电机的电机8，因此能够自主地对其自身的存储系统14进行充电(即，独立于低电压电路17)；在该实施方式中，高电压电路16通常通过电子DC-DC功率转换器23定期(连续地)向低电压电路17供电。
由于上述内容，明显的是，在不存在内燃发动机5的冷起动状态的情况下，电力起动马达20所需的电力仅由低电压电路17的存储系统24单独供应(因此，高电压电路16不通过电子DC-DC功率转换器23向电力起动马达20供应电力)。
在图3所示的替代实施方式中，道路车辆1不是混合动力车辆，高电压电路16不包括也可以用作发电机的电机8，因此不能自主地对其自身的存储系统14进行充电(即，独立于低电压电路17)；在该实施方式中，低电压电路17(明显地与由内燃发动机5的曲轴6操作的发电机连接)定期(连续地)通过电子DC-DC功率转换器23向高电压电路16供电。在图3所示的实施方式中，高电压电路16用于例如连续地对相关电负载(例如，主动悬挂系统的电致动器)供电。
低电压电路17的标称电压通常总是为12伏，因为该值是唯一的全球汽车应用标准；另一方面，高电压电路16的标称电压可以不同于48伏(通常大于48伏，高达数百伏或甚至一千伏)。
本文描述的实施方式可以彼此组合，而不会因此超出本发明的保护范围。
上述道路车辆1具有许多优点。
首先，在上面公开的道路车辆1中，低电压电路17的存储系统24的尺寸和重量可以显著减小；由于在需要的情况下(即，在内燃发动机5的冷起动的情况下)，低电压电路17的存储系统24得到高电压电路16的存储系统14通过电子DC-DC功率转换器23的“帮助”，因此可以缩减低电压电路17的存储系统24，因此获得了这种结果。
这样，在上面公开的道路车辆1中，即使在冷起动的情况下，也可以始终执行内燃发动机5的快速且安全的起动。
换句话说，在上面公开的道路车辆中，传统的低电压电路17与高电压电路16的存储系统14集成，以便使它们一起工作来获得电力管理的优化，即使在低电压电路17的存储系统24缩减的情况下，该优化总是确保理想性能。实际上，在内燃发动机5的冷起动的情况下，电路16的存储系统14向电力起动马达20供应额外的电功率(能量)，并且该额外的电功率(能量)导致起动时间的缩短(其也转化为起动噪声的改进)。
最后，上述电力系统15具有相对较低的成本和相对较小的复杂性，因为它完全由商购部件组成。

Claims (10)

1.一种道路车辆(1)，其包括：
内燃发动机(5)；
电力起动马达(20)，其联接到所述内燃发动机(5)并且能够操作以起动所述内燃发动机(5)；
具备第一存储系统(14)的高电压电路(16)；
具备第二存储系统(24)的低电压电路(17)，所述低电压电路(17)具有与所述电力起动马达(20)相同的标称电压并且与所述电力起动马达(20)直接连接，以在不插入任何转换装置的情况下直接向所述电力起动马达(20)供电；
电子DC-DC功率转换器(23)，其将所述低电压电路(17)和所述高电压电路(16)彼此连接，以将电力从所述高电压电路(16)传送到所述低电压电路(17)；以及
控制单元(26)，其被配置为检测所述道路车辆(1)的接通状态并检测所述内燃发动机(5)的冷起动状态；
其中，在不存在所述内燃发动机(5)的冷起动状态的情况下，要供应到所述电力起动马达(20)的电力仅由所述第二存储系统(24)单独提供；
所述道路车辆(1)的特征在于，在存在所述道路车辆(1)的接通状态的情况下并且当所述内燃发动机(5)关闭时，所述控制单元(26)被配置为仅在所述内燃发动机(5)的冷起动状态的情况下启动所述电子DC-DC功率转换器(23)，以便将要至少部分地供应到所述电力起动马达(20)的电力从所述高电压电路(16)传送到所述低电压电路(17)。
2.根据权利要求1所述的道路车辆(1)，其特征在于，在存在所述道路车辆(1)的接通状态的情况下并且当所述内燃发动机(5)关闭时，所述控制单元(26)被配置为在不存在所述内燃发动机(5)的冷起动状态的情况下保持所述电子DC-DC功率转换器(23)停用，以便不将要至少部分地供应到所述电力起动马达(20)的电力从所述高电压电路(16)传送到所述低电压电路(17)。
3.根据权利要求1所述的道路车辆(1)，其特征在于，所述控制单元(26)被配置为确定所述第一存储系统(14)的电荷水平，并且在所述内燃发动机(5)的冷起动状态的情况下，仅在所述第一存储系统(14)的所述电荷水平超过阈值的情况下启动所述电子DC-DC功率转换器(23)。
4.根据权利要求1所述的道路车辆(1)，其特征在于，所述控制单元(26)被配置为一旦所述内燃发动机(5)被起动就停用所述电子DC-DC功率转换器(23)。
5.根据权利要求1至4中任一项所述的道路车辆(1)，其特征在于，所述控制单元(26)被配置为在所述内燃发动机(5)的冷起动状态的情况下，仅在所述内燃发动机(5)的起动实际被启动的时刻才启动所述电子DC-DC功率转换器(23)。
6.根据权利要求1至4中任一项所述的道路车辆(1)，其特征在于，所述控制单元(26)被配置为在所述内燃发动机(5)的冷起动状态的情况下，一旦检测到所述道路车辆(1)的接通状态，就启动所述电子DC-DC功率转换器(23)。
7.根据权利要求6所述的道路车辆(1)，其特征在于，所述控制单元(26)被配置为在不请求所述内燃发动机(5)的起动的情况下，在自所述道路车辆(1)接通以来经过了预定时间之后停用所述电子DC-DC功率转换器(23)。
8.根据权利要求1至4中任一项所述的道路车辆(1)，其特征在于，所述控制单元(26)被配置为在所述内燃发动机(5)的冷起动状态下，一旦检测到所述道路车辆(1)的接通状态，就闭合所述第一存储系统(14)的保护接触器(25)。
9.根据权利要求8所述的道路车辆(1)，其特征在于，所述控制单元(26)被配置为在不请求所述内燃发动机(5)的起动的情况下，在自所述保护接触器(25)闭合以来经过了预定时间之后断开所述第一存储系统(14)的所述保护接触器(25)。
10.一种控制道路车辆(1)的方法，其包括：
内燃发动机(5)；
电力起动马达(20)，其联接到所述内燃发动机(5)并且能够操作以起动所述内燃发动机(5)；
具备第一存储系统(14)的高电压电路(16)；
具备第二存储系统(24)的低电压电路(17)，所述低电压电路(17)具有与所述电力起动马达(20)相同的标称电压并且与所述电力起动马达(20)直接连接，以在不插入任何转换装置的情况下直接向所述电力起动马达(20)供电；以及
电子DC-DC功率转换器(23)，其将所述低电压电路(17)和所述高电压电路(16)彼此连接，以将电力从所述高电压电路(16)传送到所述低电压电路(17)；
其中，所述控制方法包括检测所述道路车辆(1)的接通状态和检测所述内燃发动机(5)的冷起动状态的步骤；以及
其中，在不存在所述内燃发动机(5)的冷起动状态的情况下，要供应到所述电力起动马达(20)的电力仅由所述第二存储系统(24)单独提供；
所述控制方法的特征在于，它还包括以下步骤：在存在所述道路车辆(1)的接通状态的情况下并且当所述内燃发动机(5)关闭时，仅在所述内燃发动机(5)的冷起动状态的情况下启动所述电子DC-DC功率转换器(23)，以便将要至少部分地供应到所述电力起动马达(20)的电力从所述高电压电路(16)传送到所述低电压电路(17)。
CN202311168555.2A 2022-09-12 2023-09-12 具有电子dc-dc功率转换器的道路车辆和对应的控制方法 Pending CN117681854A (zh)

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