CN102369127B - 混合动力车 - Google Patents
混合动力车 Download PDFInfo
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Abstract
一种混合动力车(1)包括:再生充电区域检测部件(10-50)、恢复损耗估计部件(10-50)和发动机利用率增加部件(10-50)。再生充电区域检测部件(10-50)检测再生充电可能区域的到达,在该再生充电可能区域中,从发动机(22)到电池(32)的再生充电是可能的。恢复损耗估计部件(10-50)响应于再生充电区域检测部件(10-50)的检测,基于再生充电可能区域中的再生充电量和当前剩余电池量来估计再生充电的恢复损耗。响应于恢复损耗估计部件(10-50)的估计,在到达再生充电可能区域之前,发动机利用率增加部件(10-50)增加发动机(22)的利用率,以减小剩余电池量同时使电池(32)的温度限制于预定的温度范围。
Description
相关申请的交叉引用
本申请基于2009年3月31日提交的日本专利申请No.2009-85631,其公开内容以引用的方式并入本文。
技术领域
本发明涉及混合动力车。
背景技术
通常,可以在使用用于驱动的发动机的行驶(所谓的EV行驶)与使用用于驱动的发动机和引擎的行驶(所谓的HEV行驶)之间切换的混合动力车是已知的。在上面所描述的混合动力车中,用于预先根据导航***的路线信息和坡度(gradient)信息来计划在EV行驶与HEV行驶之间进行切换的技术是已知的。
例如,在下面的专利文件1中公开了对EV行驶和HEV行驶的切换控制。该专利文件公开了可以在EV行驶与HEV行驶之间切换的混合动力车。该混合动力车包括使用外部电源来给电池充电的外部电池充电器、可以在地图数据上识别车辆的当前位置的地图信息设备、将安装了外部电源的位置作为基地记录(resistor)在地图信息设备的地图数据上的基地登记模块、将围绕基地周围可能进行EV行驶的区域记录在地图信息设备的地图数据上的EV行驶区域登记模块、当混合动力车在外部电池充电器使用外部电源给电池充电的状态下从基地出发时在EV行驶可能区域中执行EV行驶的外出行程EV行驶模块。
在混合动力车中,电池充电量(SOC)的中心值是固定的。因此,如图5(a)所示,当混合动力车下坡并且电池充电进行时,电池充电量在下坡期间达到充电限制(SOXmax:不能再恢复(充电)的状态)。因此,再生充电的恢复损耗出现。
因此,如图5(b)所示,已经对用于通过在下坡行驶之前预先在平坦的道路上切换到EV行驶并且减小电池充电量来在下坡期间没有损耗地恢复再生能量的技术进行了研究。
因此,如图6所示,在下坡之前电池充电量没有减少的情况下(图6中的传统技术1),再生充电的恢复损耗Sm出现。然而,基于对再生充电的恢复损耗Sm的预期,在下坡行驶之前的ts(秒)电池充电量减小的情况下(图6中的传统技术2),在整个下坡行驶期间执行再生充电。
如图7所示,在下坡之前存在上坡的情况下,如果在上坡上进行EV行驶以减小电池充电量,则可能在行驶期间引起奇怪的感觉。因此,在该情况下,优选的是,至少直到该混合动力车到达上坡(也即是说,短于该上坡的距离L),消耗足够多的电池充电量。
然而,本发明人发现,即使当混合动力车在下坡之前切换到EV行驶,再生充电的恢复损耗也可能出现。也即是说,在用于混合动力车的诸如镍氢电池等的电池中,为了保证可靠性而设置了限制温度。使用温度传感器来监视电池的温度,并且当电池超出限制温度时,安全功能工作并且强制地停止充电和放电。因此,即使在下坡行驶期间也不执行充电,并且再生充电的恢复损耗出现,其中所述下坡行驶是可能再生充电的行驶状况。
现有技术文件
专利文件
专利文件No.1:JP-A-2007-50888
发明内容
鉴于上面所描述的问题,本公开的一个目的是提供一种可以对再生充电的恢复(recovery)损耗进行限制的混合动力车。
根据本发明的第一方面的混合动力车包括电池温度估计部件,其根据到目的地的道路状况来估计电池的温度,以及控制部件,其根据电池的温度来设置发动机和引擎的利用率。
混合动力车可以通过限制电池温度的增加来限制再生充电的恢复损耗。
根据本发明的第二方面的混合动力车包括再生充电区域检测部件、恢复损耗估计部件和发动机利用率增加部件。再生充电区域检测部件检测再生充电可能区域的到达,在所述再生充电可能区域中,从发动机到电池的再生充电是可能的。恢复损耗估计部件响应于再生充电区域检测部件的检测,基于再生充电可能区域中的再生充电量以及当前剩余电池量来估计再生充电的恢复损耗。发动机利用率增加部件响应于恢复损耗估计部件的估计,在到达再生充电可能区域之前增加发动机的利用率以减少剩余电池量同时使电池的温度限制于预定的温度范围。
混合动力车限制电池的温度超出预定温度的情况。因此,可以对在电池的温度超出预定温度之后不能对电池充电的情况进行限制,并且可以对再生充电可能区域中的再生充电的恢复损耗进行限制。因此,可以改进燃料消耗。
附图说明
通过下面结合附图给出的详细描述,本发明的上述和其它方面、特征和优点将变得更加显而易见。在附图中:
图1是示出了根据本发明实施例的混合动力车的***配置图;
图2是示出了图1所示的混合动力车中的电池温度控制的图形;
图3是示出了通过图2所示的电池温度控制的下坡行驶中电池温度的改变的图形;
图4是示出了用于执行图2所示的电池温度控制的过程的流程图;
图5是示出了当根据传统技术的车辆下坡时电池充电量的改变的示意图;
图6是示出了当根据传统技术的车辆下坡时电池充电量的改变的图形;以及
图7是示出了当根据传统技术的车辆下坡时电池充电量的改变的图形。
具体实施方式
将参照附图来描述用于实现本发明的实施例。
在图1中,示出了根据本发明实施例的混合动力车的***配置图。混合动力车1被配置为使得发动机和引擎的利用率是可设置的,并且EV行驶和HEV行驶是可切换的。因此,混合动力车1包括多个组件。
联合ECU(电子控制单元)10是与发动机ECU 20、电池ECU 30、引擎ECU 40和导航ECU 50中的每一个耦合的部件,以与这些ECU通信并且联合这些ECU的功能。
发动机ECU 20是与驱动发动机22和发电发动机24耦合并且对其进行控制的部件。例如,发动机ECU 20控制发动机22、24的输出以及开始/停止定时。
电池ECU 30是与电池32和温度传感器34耦合并且对其进行控制的部件。电池ECU 30检测剩余的电池量并且使用温度传感器34来检测电池温度。
引擎ECU 40是与引擎42耦合并且全面地执行诸如输出控制等的与引擎有关的各种控制的部件。
导航ECU 50是执行与汽车导航***有关的控制的部件。导航ECU 50获取例如车辆的当前位置信息、到目的地的行驶路线信息和交通拥塞信息并且对这些信息进行控制。行驶路线信息至少包括与到目的地的路线的坡度有关的信息(例如,对平坦道路、上坡道路和下坡道路的分类、道路的角度和道路的距离)。
然后,上面所描述的联合ECU 10、发动机ECU 20、电池ECU 30、引擎ECU 40和导航ECU 50协作作为再生充电区域检测部件、恢复损耗估计部件和发动机利用率增加部件。
再生充电区域检测部件检测再生充电可能区域的到达。导航ECU 50主要用作再生充电区域检测部件。再生充电可能区域是其中从发电发动机24向电池32再生充电的区域,例如,比预定的距离更长的下坡道路,并且可以使用已知的汽车导航***来预先检测再生充电可能区域。
恢复损耗估计部件是响应于再生充电区域检测部件的检测,基于再生充电可能区域中的再生充电量和当前剩余的电池量来估计再生充电的恢复损耗的部件。电池ECU 30和导航ECU 50主要用作恢复损耗估计部件。更具体地说,当再生充电区域检测部件检测到再生充电可能区域的到达时,恢复损耗估计部件将当前电池剩余量与在再生充电可能区域中可恢复的电池量进行比较。如果可恢复的电池量大于当前电池剩余量,则恢复损耗估计部件预测恢复损耗将出现并且计算恢复损耗量。
发动机利用率增加部件是响应于恢复损耗估计部件的估计,在到达再生充电可能区域之前,切换到其中驱动发动机22的利用率增加的行驶(诸如仅使用驱动发动机22的行驶(EV行驶))的部件。发动机ECU 20、电池ECU 30和引擎ECU 40主要用作发动机利用率增加部件。更具体地说,发动机利用率增加部件计算要消耗的电池量,并且在到达再生充电可能区域之前实际上消耗所计算的电池量,以恢复由恢复损耗估计部件所估计的恢复损耗量Sm。
此外,发动机利用率增加部件使用温度传感器34来监控电池32的温度,并且增加驱动发动机22的利用率同时使电池温度限制于预定的温度范围。换言之,虽然电池温度在再生充电可能区域中的再生充电期间增加,但是发动机利用率增加部件控制驱动发动机22和引擎42的利用率,以使电池温度不会达到预定的温度限制。
在电池量显著增加或减小的情况下,电池32由于例如热阻、电池32的布线和内阻的损耗而产生热量,并且其可靠性(主要是寿命)降低。为了保证可靠性,在当前环境下的混合动力车中,提供了上面所描述的温度限制(温度上限,在该温度上限下热量的产生被限制)。在用于混合动力车的诸如镍氢电池等的电池中,对于一个电池而言温度限制是唯一的,并且值是彼此不同的。
下面将参照图2中的图形来描述通过发动机利用率增加部件进行的电池温度控制。
图2是示出了混合动力车1中的电池温度控制和根据传统技术的电池温度控制的图形。垂直轴以从高到低的顺序指示“高度(m)”、“电池充电量(Ah)”、“电池温度(℃)”和“驱动发动机22和引擎42的利用率”,水平轴指示时间t(秒)。假设车辆速度v是恒定的,则水平轴的时间t也可以由距离L替换。
图2中的顶部图形的高度示出了混合动力车1在时间t1至t2之间行驶在平坦的道路上,在时间t2至t3之间行驶在上坡道路上,并且在时间t3至t5之间行驶在下坡道路上。
电池充电量(SOC)示出了在传统的电池充电量(传统技术1)中,在下坡道路起始点t3之前充电量是恒定的,并且恢复充电的恢复损耗Sm出现在下坡结束点t5处。此外,在执行上述电池控制的本实施例中,在上坡道路之前的平坦道路上,在行驶时间t1时开始逐渐消耗电池充电量,并且在其中混合动力车1到达上坡道路的t2处,电池被消耗(放电)与所估计的恢复损耗Sm相同程度的正常维持量(即,在传统技术2中,t2处的电池量)。在该实施例中,在上坡道路上的t2至t3之间维持该电池充电量,在下坡道路上的t3至t5之间执行恢复充电。因为与恢复损耗Sm对应的电池充电量在平坦道路上被消耗,因此电池充电量在下坡结束点t5处达到充电限制(SOCmax),从而不会发生恢复充电的充电损耗。
通过自然的热辐射,下面示出的电池温度在上面所述的传统技术1中逐渐减小,直到恢复充电在下坡开始点t3处开始,并且在上坡道路上的t3至t4之间逐渐增加。在传统技术2中,其中虽然电池充电量在达到上坡道路之前开始被消耗,但是根据本实施例的电池温度控制未被执行,在平坦道路上的电池消耗期间电池温度增加过高,并且由于在上坡道路上的t4处达到电池温度限制,因此可以通过安全功能来强制停止电池的恢复充电。然而,在本实施例中,可以通过估计上坡道路t2至t3上的自然辐射量和下坡道路t3至t4上的温度增加量来避免过量的温度增加。为了抑制过量的温度增加,在本实施例中,电池消耗随着时间的改变被减小,并且电池温度随着时间的改变(ΔT/Δt)被减小。换言之,当减小驱动发动机22的利用率时,电池消耗的开始被提前,并且电池温度随着时间的改变被减小。
在如上所述电池充电量显著增加或减小的情况下,由于电池32的热阻θ以及电池32的内阻和布线的损耗R产生了热量。可以使用电池温度T(℃)、热阻θ(℃/W)、电池的内阻和布线的损耗R(Ω)以及时间t(秒)来将电池充电和放电量Q表示为下面的方程(1)的左侧。
[公式1]
当假设车辆以恒定速度v(米/秒)行驶时,电池充电和放电量Q可以表示为距离L的函数,如方程(1)的右侧所示。在这里,热阻θ和损耗R对于一个设备来说是唯一的参数,温度T和时间t是可变参数。换言之,因为电池充电和放电量Q是温度T和时间t的函数,因此当温度T被设置为温度限制Tmax时,电池充电和放电量Q变为时间t的函数。因此,可以计算出与温度限制Tmax相对应的电池消耗时间。
因此,在本实施例中,在下坡道路的结束点t5处,电池温度未达到温度限制,并且恢复充电在下坡期间不停止。
在图形底部处的驱动发动机22和引擎42的利用率方面,在传统技术1中,驱动发动机22和引擎42的利用率维持不变并且电池充电量维持恒定,而在本实施例中,驱动发动机22的利用率在平坦道路上的预定的时间点t1处增加到预定的利用率,并且被控制以使电池充电量不会达到充电限制SOCmax,并且电池温度不会达到温度限制Tmax。通过增加发动机输出并减小引擎输出,可以增加驱动发动机22的利用率。
下面将参照图3中的图形来描述上述根据本实施例的电池温度补充控制的效果。图3是示出了从电池消耗开始电池温度的增加程度的图形,并且比较地示出了本实施例的情况和上述传统技术2的情况。本发明人发现,即使如传统技术2在下坡道路之前开始消耗电池充电量,也会发生电池温度在下坡道路上达到电池32的温度限制(Tmax)并且再生充电不再执行的情况。相反,在本实施例中,如上所述,因为发动机利用率增加部件增加了驱动发动机22的利用率同时使电池温度限制于预定的温度范围,因此在下坡结束点之前电池温度不会达到电池的温度限制,并且可以恢复再生充电而没有损耗。
因此,在根据本实施例的混合动力车1中,可以限制再生充电的恢复损耗。
图4是示出了在混合动力车1中执行电池温度补充控制的过程的流程图。
当在混合动力车1中执行电池温度补充控制时,首先,再生充电区域检测部件使用导航ECU 50获取车辆的路线信息(S10),并且确定再生充电可能区域的到达(S12)。在没有再生充电可能区域的情况下,选择传统的电池控制。
接下来,再生充电区域检测部件基于再生充电量和当前的电池充电量来确定再生充电的恢复损耗(S14),并且在估计出恢复损耗时计算恢复损耗量Sm(S16)。
在此之后,发动机利用率增加部件通过温度传感器检测电池温度(S18),制定用于将电池温度限制于预定的温度范围的电池消耗控制计划,并且根据该计划来控制驱动发动机22的利用率的增加量和增加时间(S20)。此外,S16处的恢复损耗量Sm对应于方程(1)中的电池充电和放电量Q,S18处的电池温度对应于方程(1)中的温度限制Tmax。
如上所述,在混合动力车1中,当再生充电区域检测部件检测到再生充电可能区域的到达时并且当恢复损耗估计部件估计出再生充电的恢复损耗时,发动机利用率增加部件在到达再生充电可能区域之前增加驱动发动机22的利用率。此时,发动机利用率增加部件增加驱动发动机22的利用率同时使电池温度限制于温度限制(预定的温度范围),可以有效地限制电池温度超出温度限制的情况。因此,避免了在电池32超出温度限制以后不能执行充电的情况,并且可以限制再生充电可能区域中的再生充电的恢复损耗。因此,可以实现对燃料消耗的改进。
在上述实施例中,如在图2中的图形的高度方面所示,描述了在下坡道路(再生充电可能区域)之前存在上坡道路(不适合使用驱动发动机22行驶的发动机行驶不适合区域)的情况下,发动机利用率增加部件在到达上坡道路之前增加驱动发动机22的利用率的实施例。在使用驱动发动机22行驶的驱动力不足够的发动机行驶适合区域位于再生充电可能区域之前的情况下,驱动发动机22的利用率在发动机行驶不适合区域之前增加,从而避免了发动机行驶不适合区域。因此,可以在不会使驾驶员感觉不舒服的情况下合适地消耗电池充电量。然而,更不用说的是,上述电池温度补充控制也可以应用于在下坡道路之前不存在上坡道路的实施例。
此外,上面所描述的联合ECU 10、发动机ECU 20、电池ECU 30、引擎ECU 40和导航ECU 50可以协作作为电池温度估计部件和控制部件,所述电池温度估计部件根据到目的地的道路状况来估计电池32的温度,所述控制部件根据电池32的温度来设置驱动发动机22和引擎42的利用率。此外,在该情况下,混合动力车1可以限制电池温度的增加并且可以限制再生充电的恢复损耗。
Claims (4)
1.一种混合动力车(1),包括:
电池温度估计部件,其根据到目的地的道路状况来估计电池(32)的温度;
控制部件,其根据所述电池(32)的所述温度来设置发动机(22)和引擎(42)的利用率;
再生充电区域检测部件,其检测再生充电可能区域的到达,在所述再生充电可能区域中,从所述发动机(22)到所述电池(32)的再生充电是可能的;
恢复损耗估计部件,其响应于所述再生充电区域检测部件的检测,基于所述再生充电可能区域中的再生充电量和当前剩余电池量来估计所述再生充电的恢复损耗;以及
发动机利用率增加部件,其响应于所述恢复损耗估计部件的估计,在到达所述再生充电可能区域之前增加所述发动机(22)的所述利用率,以减小剩余电池量,
其中,所述发动机利用率增加部件增加所述发动机(22)的所述利用率同时使所述电池(32)的所述温度限制于预定的温度范围。
2.根据权利要求1所述的混合动力车(1),
其中,当不适合于使用所述发动机(22)行驶的发动机行驶不适合区域位于所述再生充电可能区域之前时,所述发动机利用率增加部件在到达所述发动机行驶不适合区域之前增加所述发动机(22)的所述利用率。
3.一种混合动力车(1),包括:
再生充电区域检测部件,其检测再生充电可能区域的到达,在所述再生充电可能区域中,从发动机(22)到电池(32)的再生充电是可能的;
恢复损耗估计部件,其响应于所述再生充电区域检测部件的检测,基于所述再生充电可能区域中的再生充电量和当前剩余电池量来估计所述再生充电的恢复损耗;以及
发动机利用率增加部件,其响应于所述恢复损耗估计部件的估计,在到达所述再生充电可能区域之前增加所述发动机(22)的利用率,以减小剩余电池量,
其中,所述发动机利用率增加部件增加所述发动机(22)的所述利用率同时使所述电池(32)的温度限制于预定的温度范围。
4.根据权利要求3所述的混合动力车(1),
其中,当不适合于使用所述发动机(22)行驶的发动机行驶不适合区域位于所述再生充电可能区域之前时,所述发动机利用率增加部件在到达所述发动机行驶不适合区域之前增加所述发动机(22)的所述利用率。
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US10406937B2 (en) * | 2013-10-24 | 2019-09-10 | Ford Global Technologies, Llc | Electric vehicle charger and charging method |
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