CN104553848B - 用于调整电池组荷电状态阈值的***和方法 - Google Patents

用于调整电池组荷电状态阈值的***和方法 Download PDF

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CN104553848B
CN104553848B CN201410534760.0A CN201410534760A CN104553848B CN 104553848 B CN104553848 B CN 104553848B CN 201410534760 A CN201410534760 A CN 201410534760A CN 104553848 B CN104553848 B CN 104553848B
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battery pack
soc
battery
road
vehicle
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CN104553848A (zh
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常晓光
何川
王旭
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

本发明涉及用于调整电池组荷电状态阈值的***和方法。公开了用于操作供应功率以推进车辆的电池组的***和方法。一个示例方法包括：响应于车辆正在行进的一段道路的负坡度，增加电池组荷电状态窗口。该方法还包括响应于车辆从沿具有负坡度的一段道路行进转变至沿具有正的或零坡度的一段道路行进，减小电池组荷电状态窗口。

Description

用于调整电池组荷电状态阈值的***和方法
技术领域
本申请涉及操作向车辆供能的电池组。
背景技术
混合动力车辆和电动车辆可以经由电池组运转。电池组具有可以以安培时(ampere-hours)表示的额定容量或者可以以瓦时(watt-hours)表示的能量。如果电池被部分地或全部地放电，则电池存储小于其额定容量。电池荷电状态(SOC)是表示储存在电池中的电荷的量相对于电池额定容量的一种方式。例如，如果电池具有1000安培时的容量，当该电池处于百分之五十SOC时其具有500安培时的电荷。
电池SOC也可是用来确定电池是否可被充电或放电的基础。如果向电池被充电高于阈值量，则会发生电池退化。同样，如果电池被放电高于阈值量，则会发生电池退化。因此，电池充电和/或放电可被限制在电池SOC的一个范围或窗口以减少电池退化的可能性。例如，在标称工况期间可将电池充电至七十的SOC值(如，额定容量的百分之七十)并且放电至三十的SOC值(如，额定容量的百分之三十)。然而，限制或限定SOC至一特定范围或窗口可降低车辆处于再生模式的时间量，其中车辆的动能被储存在电池中用作以后使用。因此，车辆可能不得不在电力制动和机械制动之间转变。此外，由于电池充电受限，在电池在再生制动期间被充电后，车辆的行程范围可少于期望的。
发明内容
发明人在此已经认识到上述问题，并开发了一种用于操作车辆的电池组的***，包含：包括电池组的车辆；以及包括非临时性指令的控制器，其用于响应于车辆在具有负坡度的一段路上行进调整电池组充电量。
通过响应于车辆在具有负坡度或下坡的一段路上行进调整电池组充电量，提供扩展车辆靠电能行进的范围的技术结果是可能的。此外，电池组充电量可响应车辆从具有负坡度的一段路行进转变至具有正的或零坡度的一段路行进而被减少。电池组充电量和电池组充电率可通过增加和/或减少电池组荷电状态窗口而被调整。电池组荷电状态窗口限定了供应至电池的充电量和可供应至电池的充电率。
在另一个实施例中，用于操作车辆的电池组的***包含：包括电池组的车辆；以及包括非临时性指令的控制器，其用于响应于车辆正在行进的一段路上的坡度量来改变电池组充电量。
在另一个实施例中，该***还包含附加指令以限定电池组充电量的变化率。
在另一个实施例中，该***还包含附加指令以限定电池组充电率的变化率。
在另一个实施例中，坡度量基于全球定位***的输出。
在另一个实施例中，该***还包含附加指令用于将电池组充电量传达到车辆控制器。
在另一个实施例中，该***还包含附加指令以响应于在车辆在具有正的或零坡度的路上行进减小电池组充电量。
在另一个实施例中，提供了用于操作电池组的方法。该方法包含响应于车辆在具有负坡度的一段路上行进调整电池组荷电状态窗口。
在另一个实施例中，响应于在具有负坡度的一段路上行进增加电池组荷电状态窗口为电池容量的百分比。
在另一个实施例中，该方法还包含响应于车辆从沿着具有负坡度的那段路行进转变至车辆沿着具有正的或零坡度的第二道路行进来降低电池组荷电状态窗口。
在另一个实施例中，响应于负坡度的量成比例地调整电池组荷电状态窗口。
在另一个实施例中，该方法还包含限定电池组荷电状态窗口的变化率。
在另一个实施例中，该方法还包含响应于车辆制动力请求的数量来调整电池组荷电状态窗口。
本描述可提供若干优点。具体地，该方法提供可改善车辆行进距离。另外，该方法可针对限制的时期增加电池组充电而不使电池寿命变差。此外，该方法可允许车辆运行更长的时间段，同时提供再生制动。
当单独根据后文的具体实施方式或结合附图时，本描述的上述优点和其他优点，以及特征将是显而易见的。
应该理解，提供以上概述是为了以简化的形式介绍一些概念，该概念将在具体实施方式中做进一步描述。这并不意味着确定所要求保护的主题的关键或必要特征，其范围被具体实施方式后的权利要求唯一地限定。此外，所要求保护的主题不局限于解决上文或本公开的任何部分所提到的不足的实施方式。
附图说明
图1示出了车辆电池组的示意图；
图2示出了车辆电池组在车辆中的示意图；
图3示出了示例电池组操作顺序；
图4示出了用于操作电池组的方法；
图5示出了用于增加SOC窗口极限的第一个方法的框图；
图6示出了根据框图5的方法增加SOC窗口极限的预测曲线图；
图7A-7B示出了用于增加SOC窗口极限的第二个方法的框图；
图8A-8B示出了用于减少SOC窗口极限的方法的框图；
图9示出了SOC窗口极限的示例曲线图。
具体实施方式
本描述涉及响应于车辆行进在具有负坡度的道路的下坡上调整电池组SOC窗口极限(如，操作阈值)。在图1中示出了用于向车辆供应推动力的电池组。如图2所示，该电池组可供应电能以推进车辆。该电池组可根据图3所示的操作顺序运行。用于操作行进在具有负坡度的道路的下坡的车辆中的电池组的流程图被示于图4中。电池组SOC极限可根据图5-8所示的框图和曲线图进行调整。图9示出了调整SOC窗口极限的示例曲线图。
现在参考图1，图示说明了示例电池组100。电池组100包括由多个电池单元103组成的电池单元堆102。电池组100可由风扇112空冷，或者可替代地，经由可选的冷却回路104和泵105液冷。电池单元103可以是锂离子、镍镉或者其他已知化合物。电池单元103可被电力地串联和/或并联连接。电池单元电力地串联连接增加了电池组输出电压。电池单元电力地并联连接增加了电池容量或安培时等级。电池组温度可经由电池组温度传感器108感测或测量。在一些示例中，可为每个或若干电池单元103供应电池温度传感器。
电池风扇112和/或泵105可响应电池组温度传感器108选择性地被激活和停用。此外，电池风扇112和/或泵105的转动速度可响应电池组温度传感器108而被改变。例如，如果电池组温度接近高温度阈值，电池风扇112和/或泵105的速度可被增加。可替代地，如果电池组温度减小且接近较低温度阈值，电池风扇112和/或泵105的速度可被降低。
在电池组100位于较低温度的条件期间，电池组加热元件122可被激活以增加电池组100的温度。在一个示例中，如果电池温度传感器108指示低电池温度，加热元件122被激活以增加电池温度从而可提高电池效率。
电池组100还包括电池控制器130，电池控制器130包括输入端和输出端132。电池控制器130还包括用于存储可执行指令的非暂时存储器或只读存储器134。电池控制器130还包括用于存储变量和指令的易失性存储器136。电池控制器130还包括中央处理单元138，中央处理单元138与易失性存储器136、只读存储器134以及输入端和输出端132电通信。输入端和输出端132与电池组传感器和致动器(如，温度传感器108)电通信。电池控制器130与用来指示电池组退化的用户显示器或灯160电通信。电池控制器130也可经由通过电流限制装置145(如，晶体管、闸流管、FET、MOSFET，等等)限制电流来限制电池组输出功率。电池控制器130还可与其他车辆控制器(诸如动力***控制器、推进马达控制器、变速器控制器，等等)通信。电池控制器可将SOC极限传达给其他的控制器以经由限制电池充电和/或放电来限制电池输出功率。
电池组100还可包括用于确定道路坡度的测斜仪147。可替代地，电池组100可从全球定位***或车辆控制器接收道路信息(如，坡度)。在一些示例中，电池组100可与全球定位导航***161经由CAN总线或其他接口接合。
电池组100还可包括来自制动踏板传感器154用于制动踏板位置的输入。制动踏板传感器154提供与制动踏板150的位置成比例的输出。制动踏板150的位置可经由脚132调整。在其他示例中，车辆控制器可向电池组100提供车辆制动力数据。
现在参考图2，示出了其中可包括电池组100的示例车辆202。车辆202可包括马达206以推进车辆202和车辆控制器204。车辆控制器204响应车辆条件和驾驶员需求转矩来控制马达206。马达206经由电池组100被供应电力。在一些示例中，车辆控制器204可控制马达206和可选择的内燃机225。
车辆控制器204还包括输入端和输出端232。车辆控制器204还包括用于存储可执行指令的非临时性存储器或只读存储器234。车辆控制器230还包括用于存储变量和指令的易失性存储器236。车辆控制器230还包括中央处理单元238，中央处理单元238与易失性存储器236、只读存储器234以及输入端和输出端232电通信。例如，输入端和输出端232与电池组控制器130经由CAN总线电通信。
因而，图1和图2的***提供用于操作车辆的电池组，包含：包括电池组的车辆；包括用于响应于车辆行进在具有负坡度的一段道路上来调整电池组充电量的非临时性指令。该***还包含用于响应于车辆行进在具有负坡度的道路上来调整电池组充电率的附加指令。
在一些示例中，该***包括其中调整电池组充电率包括增加用于增加的电池荷电状态量的电池组充电量。该***包括其中调整电池组充电量包括增加电池组充电量。该***还包含用于响应于正的或零道路坡度来减少电池组充电量的附加指令。该***还包含用于响应于电池温度来调整电池组充电量的附加指令。该***包括其中控制器是电池组控制器。该***还包含用于电池荷电状态窗口向车辆控制器通信的附加指令，该电池荷电状态窗口响应于车辆行进在具有负坡度的道路上而改变。
在另一个示例中，图1和图2的***提供了用于操作车辆电池组，包含：包括电池组的车辆；以及包括用于响应于车辆正在行进的一段路的坡度量来改变电池组充电量的非临时性指令。该***还包含附加指令以限定电池组充电量的变化率。该***还包含附加指令以限定电池组充电率的变化率。该***包括其中坡度量基于全球定位***的输出。该***还包含附加指令用于将电池组充电量传达到车辆控制器。该***还包含响应于车载在具有正的或零坡度的路上行进以减少电池组充电量的附加指令。
现在转到图3，示出了示例预示电池组操作顺序。图3的电池组操作顺序可由图1和图2所示的***提供。另外，电池操作顺序可以是图4的方法的输出。图3包括竖直标记T0-T7，竖直标记T0-T7示出了顺序中具体关注的时间。
自图3的顶部的第一个曲线图是电池组位于其中的车辆正在行进的道路的道路坡度的曲线图。X轴线代表时间并且时间从图3的左侧向右侧增加。Y轴线代表道路坡度。道路坡度值在X轴线以上为正指示车辆正在上坡行进。道路坡度值在X轴线以下是负指示车辆正在下坡行进。道路在Y轴线箭头方向变的陡峭。
自图3的顶部的第二个曲线图是电池组SOC窗口极限的曲线图。X轴线代表时间并且时间从图3的左侧向右侧增加。Y轴线代表电池组SOC水平。虚线302代表基准线或标称SOC_高(如，当在20℃下在光滑、平坦、高摩擦力道路上时的SOC)，该SOC_高是最高SOC点，在该点允许电池组以完全充电功率运行，而虚线304代表50％的SOC。用于基准线标称条件的SOC_低与用实线308表示的用于图示说明条件的SOC_低处于同一水平。SOC_低是最低SOC值，该值允许电池组以完全放电功率运行。
实线306代表基于图示说明条件的SOC_高。变量SOC_最大(未示出)被调整在SOC_高之上，而SOC_最小(未示出)被调整在SOC_低之下。SOC_最大是允许电池组被充电的最大的SOC值，且在SOC_最大处有效电池组充电功率为零。SOC_最小是允许电池组被放电的最小的值，且在SOC_最小处有效电池组放电功率为零。为改善曲线图的解释能力在图3中未示出SOC_最大和SOC_最小，然而，SOC_最大可遵循与SOC_高相同的趋势。图9提供了SOC_最大和SOC_高的可视参考。
自图3的顶部的第三个曲线图是请求的车辆制动力随时间变化的曲线图。X轴线代表时间并且时间从图3的左侧向右侧增加。Y轴线代表请求的车辆制动力和随着驾驶员进一步压下制动踏板车辆制动力增加。在这个示例中，请求的制动力沿Y轴线箭头方向增加。
自图3的顶部的第四个曲线图是车辆正在行进的道路的摩擦系数μ随时间变化的曲线图。X轴线代表时间并且时间从图3的左侧向右侧增加。Y轴线代表车辆正在行进的道路的摩擦系数μ，且摩擦系数μ沿Y轴线箭头方向增加。较高的摩擦系数指示道路和车辆轮胎间的较高的摩擦力。较低的摩擦系数指示道路和车辆轮胎间的较低的摩擦力。
在时间T0处，车辆正在具有零坡度的道路(如，平坦道路)上行进。SOC窗口极限SOC_高306和SOC_低308是在SOC标记304之上和之下50％的恒定水平。请求的制动力响应于制动踏板未被应用为零。车辆正在行进的道路具有高摩擦系数μ指示车轮和道路之间具有良好的牵引力。
在时间T1处，道路坡度开始走向负以指示车辆在下坡行进。SOC_高开始增加以允许电池组承担附加电荷和当电池处于较高水平SOC时增加充电功率。请求的制动力保持处于零和道路μ处于较高水平。
在时间T2处，驾驶员应用车辆制动(未示出)和请求的制动力响应于驾驶员应用车辆制动而增加。响应于负的道路坡度和车辆制动的应用SOC_高进一步增加(如，请求的制动力的增加)。通过增加SOC_高可将附加的电荷储存在电池中以便使车辆在再生制动模式停留更长的时间量。另外，随着请求的制动力的增加SOC_高可成比例地增加，以便在下坡或负坡度的快速停止期间，附加电力可被储存至电池组。道路摩擦系数保持在恒定水平。
在时间T3处，驾驶员释放车辆制动踏板以及请求的车辆制动力响应于释放的制动踏板而减小。SOC_高响应于车辆制动力的减小而减小。响应于减小的请求的制动力，减小SOC_高可保护电池充电容量的一部分用于下坡或负坡度道路的快速制动条件。道路摩擦系数保持在恒定水平。
在时间T4处，驾驶员第二次应用车辆制动。SOC_高响应于增加的车辆制动力请求而增加。另外，SOC_高值也基于车辆行进在具有负坡度的道路上而增加。道路摩擦系数保持在恒定水平。
在时间T5处，驾驶员第二次释放车辆制动以及请求的制动力响应于制动踏板被释放而减小。SOC_最大响应于请求的制动力的减小而减小。道路摩擦系数保持在恒定水平。
在时间T6处，响应于道路摩擦系数减小，道路摩擦系数转为较低水平。当道路从铺过的道路变为碎石路时或者当冰或雪出现在道路表面时，道路摩擦系数可被减小。道路摩擦系数的减小可使提供再生制动更加困难。因此，SOC_高可响应于道路摩擦系数的减小而减小。然而，在时间T6处，SOC_高已经是处于标称的或基准线水平，因此SOC_高未被进一步减小。
在时间T7处，道路坡度从零变为负。响应于负道路坡度但对于道路摩擦系数低的除外道路坡度的变化将导致SOC_高增加。因此，SOC_高值保持处于基准线或标称水平直到顺序结束。
以这种方式，SOC_高和SOC_最大(未示出)可响应于车辆行进在具有负坡度或下坡的一段道路上而被调整。另外，SOC_高可响应于车辆正在行进的一段道路上的摩擦系数和请求的制动力而被调整。通过调整SOC窗口极限SOC_最大和SOC_高，允许车辆在再生制动模式停留较长时间段或行进距离是可能的。此外，通过调整SOC窗口极限，当电池组处于较高SOC水平时，电池组接收较高的充电功率量是可能的。
现在参考图4，示出了用于操作车辆中的电池组的方法。图4的方法可作为如图1和图2所示的***中的可执行指令被储存在控制器的非临时性存储器中。另外，图4的方法可提供和操作如图3中所示的顺序。
在402处，方法400确定电池组温度。电池组温度可经由一个或更多个电池组温度传感器确定。可替代地，电池组温度可被推断或估计。在确定电池组温度后，方法400前进至404。
在404处，方法400确定道路坡度。在一个示例中，方法400从测斜仪的输出确定道路坡度。可替代地，方法400可从车辆控制器或全球定位导航***接收道路坡度。在确定道路坡度后，方法400前进至406。
在406处，方法400确定道路表面摩擦系数μ和道路粗糙度。在一个示例中，道路表面摩擦系数经由加速和/或减速期间的车轮滑转确定。增加的车轮滑转量指示道路的较低的摩擦系数。道路粗糙度可基于相对于指定的时间间隔和车辆速度的车辆停止运动的变化分配从0至1的一个值。平坦道路可被分配值零，而非常粗糙的的道路可被分配值1。在确定道路粗糙度和道路摩擦系数后，方法400前进至408。
在408处，方法400确定来自制动请求的制动力的量。制动请求力的量对应于驾驶员期望应用以减速车辆的力的量。制动请求力的量可经由再生制动、机械制动或机械制动和再生制动的组合来执行。制动请求力的量可从制动踏板的位置被确定，或者可替代地，制动请求力的量可经由另一个控制器(如车辆控制器)被提供至电池控制器。在确定制动力请求的量后，方法400前进至410。
在410处，方法400判断车辆是否正行进在一段下坡路或具有负斜坡或坡度的道路上。方法400可经由从测斜仪或全球定位***确定的坡度变量的信号判断车辆是否正下坡行进。正的信号指示上坡而负的信号指示车辆正行进在一段趋向下坡的道路。如果方法400判断车辆正下坡行进在一段负坡度道路上，回答为是，并且方法400前进至414。否则，回答为否，并且方法前进至412。
在图4的方法的一个可替代性示例中，方法400可响应于接近一段具有负坡度的道路通过停止内燃机增加电池能量消耗。在遇到具有负斜坡的一段路之前，电动马达可被激活以便消耗电池电荷。识别接近一段具有负坡度的路并预期行进在负坡度上可在具有电池组的车辆实际行进在这段路上之前，通过评估车辆正行进的道路的道路坡度被确定。道路坡度信息可经由导航***提供。
在412处，方法400返回或调整电池组SOC窗口极限至标称值。方法400可将SOC窗口极限SOC_高和SOC_最大以各种不同的方式返回至标称值。一个方式是以图8的描述方式描述。可替代地，SOC窗口极限可转变至存储在表格中的值而不使用控制器。当减小SOC窗口极限时，可能需要移动SOC窗口极限SOC_高到正好位于SOC的当前值之下和移动SOC_最大到正好位于SOC的当前值之上。另外，可能需要移动SOC窗口极限至标称SOC窗口极限，同时SOC位于SOC_高和SOC_低之间。
在一个示例中，标称SOC窗口极限取值如表1所示。其中，“组温
组温度 SOC_最大 SOC_高 SOC_低 SOC_最小
-40 64.5 59 38 33
-30 67 61 38 33
-20 69 63 38 33
-10 70 65 38 33
0 70 65 38 33
10 70 65 38 33
20 70 65 38 33
30 72 67 38 33
40 72 67 38 33
50 70 62 38 33
60 66 60 38 33
表1 基本_SOC_窗口—用于正常车辆操作的SOC窗口
度”是电池组温度℃，SOC_最大是最大允许SOC，SOC_高是少于SOC_最大的SOC值，SOC_高指示在电池组充电期间SOC接近SOC_最大，SOC_最小是最小允许SOC，SOC_低是大于SOC_最小的SOC值，SOC_低指示在电池组放电期间SOC接近SOC_最小。在表1中示出的表条目的值仅仅是说明性的而不被认为具有任何形式的限定意义。在平坦的道路条件期间当道路摩擦系数高时，可应用基准值。在SOC窗口极限返回至基准值后，方法400前进至退出。
在414处，方法400基于道路坡度、道路粗糙度、μ、以及请求的制动力调整SOC窗口极限SOC_高和SOC_最大。SOC窗口极限可以若干不同的方式被调整。图5和图7描述了方法400可调整SOC窗口极限的两种方式。可替代地，SOC_高和SOC_最大的值可从SOC表的标称值直接移动至另一个SOC表的非标称值。SOC_高和SOC_最大的值可被同时移动以避免在再生制动期间遇到电池组充电率的变化的可能性。表2提供了SOC窗口极限的示例，响应于负道路坡度该极限已经被放大。在表2中示出的表条目的值仅仅是说明性的而不被认为具有任何形式的限定意义。在调整SOC窗口极限后，方法400前进至退出。
组温度 SOC_最大 SOC_高 SOC_低 SOC_最小
-40 64.5 59 38 33
-30 85 61 38 33
-20 90 70 38 33
-10 95 75 38 33
0 95 85 38 33
10 95 90 38 33
20 95 90 38 33
30 95 90 38 33
40 95 90 38 33
50 95 90 38 33
60 95 80 38 33
表2 下坡_SOC_窗口—用于下坡条件的SOC窗口
因而，图4的方法提供了用于操作电池组，包括：响应于车辆在具有负坡度的一段路上行进来调整电池组荷电状态窗口。该方法包括其中响应于车辆在具有负坡度的一段路上行进以电池容量的百分比提高的电池组荷电状态窗口。该方法还包含响应于车辆从沿着具有负坡度的那段道路行进转变至沿着具有正的或零坡度的第二道路行进来降低电池组荷电状态窗口。
在一些示例中，该方法包括其中响应于负坡度的量成比例地调整电池组荷电状态窗口。该方法还包含限定电池组荷电状态窗口的变化率。该方法还包含响应于车辆制动力请求的数量来调整电池组荷电状态窗口。
现在参考图5，示出了用于增加SOC_最大和SOC_高的方法的框图500。由图5描述的方法可是图4的方法的一部分。
将当前电池组SOC连同来自506的校准标量和来自比例/积分(PI)控制器504的输出的反馈输入求和节点502。在该示例中，PI控制器是一种可以应用至图5的方法的控制器；然而，其他类型的控制器(如模糊控制器和非线性控制器)也可被应用。在506中的校准标量大于零。来自比例/积分控制器504的输出路由通过限制器512。限制器512基于电池组温度向SOC值提供上限以及来自限制器512的输出是SOC_高。来自比例/积分控制器504的输出也路由通过求和节点503，在该节点处该输出被加至508处的校准标量。求和节点513的输出被引导至限制器510。限制器510基于电池温度向SOC值提供上限以及来自限制器510的输出是SOC_最大。因而，由图5中的框图描述的方法使用当前电池组SOC作为增加SOC_高和SOC_最大的初始点。
现在参考图6，示出了图5中的从当前SOC增加SOC_高和SOC_最大的方法的示例曲线图。该曲线图X轴线代表时间并且时间从曲线图的左侧向曲线图的右侧增加。Y轴线代表SOC并且SOC沿Y轴线箭头方向增加。
实线602代表电池组SOC。虚线代表SOC_高和点划线606代表SOC_最大。在时间T10处，车辆正沿平坦的道路行进。在时间T11处，道路坡度变为负坡度且图5的方法被激活而引起SOC_高和SOC_最大在短时间后的时间T12处增加。
现在参考图7A，示出用于响应于请求的车辆制动力、负的道路坡度、道路μ和道路粗糙度增加SOC_高的可替代的方法。请求的制动力索引查阅表702，且当请求的制动力增加时，查阅表输出与请求的制动力成比例的SOC_最大的增加。类似地，负的道路坡度(如，-3％道路坡度)或道路角度索引查阅表704和查阅表输出与负的道路坡度量成比例的SOC_最大的增加。同样的，道路μ索引查阅表706和查阅表输出与道路μ成比例的SOC_最大的变化。道路μ的减小使SOC_最大减小，反之道路μ的增加使SOC_最大增加。道路粗糙度被输入查阅表708中和当道路粗糙度增加以反映存储附加电荷可能会更加困难时，查阅表输出SOC_最大的减小，同时在粗糙的公路上使用再生制动。在其他的示例中，查阅表702、704、706和708的输出可非线性。
来自查阅表702-708的输出被输入求和节点710。来自求和节点710的输出被输入限制器712，限制器712基于电池温度限制SOC_最大的值。求和节点710执行决策融合策略，该决策融合策略包括但不限于加权平均、最小(MIN)、最大(MAX)等。
现在参考图7B，与图7A类似，请求的车辆制动力、负的道路坡度、道路μ和道路粗糙度索引查阅表720-726。每个查阅表720-726输出SOC_高调整，SOC_高调整与相应的表输入成比例。在其他示例中，查阅表720-726的输出可非线性。来自查阅表720-726的输出被输入求和节点728。求和节点728的输出被输入限制器730，限制器730基于电池温度限制SOC_高的值。求和节点728执行决策融合策略，该决策融合策略包括但不限于加权平均、最小(MIN)、最大(MAX)等。
因而，图7A和图7B示出了用于调整与请求的制动力、道路坡度、道路μ和道路粗糙度成比例的SOC_高和SOC_最大的方法。另外，SOC_高和SOC_最大响应于电池温度被限制。
用于根据请求的制动力、道路坡度、道路μ和道路粗糙度调整SOC_高和SOC_最大另一个方法是经由基于规则的专家***。专家***能够基于先验知识被提前建立。专家***的输入是请求的制动力、道路坡度、道路μ和道路粗糙度。输出是SOC_高和SOC_最大。另外，SOC_高和SOC_最大响应于电池温度被限制。
现在参考图8A和图8B，框图800和801示出了两个比例/积分控制器806和814。将SOC连同校准变量802和810输入至求和节点804和812。求和节点804和812还接收来自比例/积分控制器806和814的输出的反馈。比例/积分控制器806和814的输出被输入限制器808和816，限制器808和816响应于电池温度而限制SOC_最大和SOC_高。当车辆从行进在第二或具有负坡度的道路上转变至具有正的或零坡度的道路时，框图8A和8B的控制器被激活。802的标量应大于零和810的标量应小于零。
现在参考图9，示出了SOC窗口极限SOC_高和SOC_最大的示例曲线图。X轴线代表电池组SOC且SOC是可用电池组容量的表达。例如，50或50％的SOC值代表电池组额定电容量的50％被存储在电池组中。SOC范围从在Y轴线处的零到X轴线末端处的100。
Y轴线代表用于SOC窗口极限的电池组充电功率。电池组充电功率是电池组可接收到的功率的总量。如图所示，电池组充电功率随SOC变化。电池组充电功率沿Y轴线箭头方向增加。
实线902代表当SOC处于用于标称条件的SOC_最大和SOC_高之间(如，无负坡度道路和无制动力请求)的充电功率。用于这些条件的SOC_最大在912处。用于这些条件的SOC_高在910处。注意，电池充电功率从在910处的SOC_高到912处的SOC_最大被降低。因此，当电池在标称条件下充电时，电池充电功率在电池SOC达到910处的SOC_高时降低。电池充电功率在912处的SOC_最大处是零。
点划线904代表当SOC处于用于非标称条件的SOC_最大和SOC_高之间(如，负坡度道路和高制动力)的充电功率。用于这些条件的SOC_最大在916处。用于这些条件的SOC_高在914处。再次注意，电池充电功率从914处的SOC_高到916处的SOC_最大被降低。因此，当电池在非标称条件期间充电时，电池充电功率在电池SOC达到914处的SOC_高时降低。电池充电功率在916处的SOC_最大处是零。点划线904代表SOC窗口极限的增加。增加SOC窗口极限增加了电池接收的电荷量和电池接收的功率率。
本公开的主题包括在此公开的各种***和配置、及其他特征、功能、和/或属性的所有新颖和非易见的组合及子组合。此外，所描述的动作、操作、方法、和/或功能可以图形化表示要编入发动机控制***的计算机可读存储介质的非临时性存储器中的代码。
下面的权利要求特别指出视为新颖和非易见的特定组合及子组合。这些权利要求可指“一个”元素或“第一”元素或其等价物。这样的权利要求应被理解为包括对一个或更多个这样的元素的结合，既不要求也不排除两个或两个以上这样的元素。所公开的特征、功能、元素和/或属性的其他组合及子组合可以通过本申请权利要求的修改或通过在本申请或相关申请中提供新的权利要求来请求保护。这样的权利要求，无论是在范围上比原始权利要求更宽、更窄、等价或不同，都应被视为包括在本公开的主题之内。

Claims (8)

1.一种用于操作车辆的电池组的***，所述***包括：
包括电池组的车辆；和
控制器，其包括非临时性指令，用以：
响应于所述车辆行进在具有非负坡度的一段道路上将第一电池组充电极限调整到第一电池荷电状态并且将第二电池组充电极限调整到第二电池荷电状态，
响应于所述车辆行进在具有负坡度的一段道路上将所述第一电池组充电极限调整到第三电池荷电状态并且将所述第二电池组充电极限调整到第四电池荷电状态，
其中所述电池组接收的功率在所述第一电池组充电极限处开始降低，所述电池组接收的所述功率继续降低直到达到所述第二电池组充电极限，并且所述电池组接收的所述功率在所述第二电池组充电极限处被降低到零。
2.根据权利要求1所述的***，其还包含用于响应于所述车辆行进在具有所述负坡度的所述一段道路上增加所述电池组接收功率的速率、所述第一电池组充电极限和所述第二电池组充电极限的附加指令，以及用于响应于所述车辆行进在具有所述负坡度的所述一段道路上调整所述电池组能够被充电的最大电池荷电状态的附加指令。
3.根据权利要求2所述的***，其还包含用以响应于道路摩擦系数限制所述电池组在全部充电功率下操作的最高荷电状态的附加指令，所述第一电池组充电极限和所述第二电池组充电极限限制所述电池组接收的功率量。
4.根据权利要求1所述的***，其还包含用以通过增加所述第一电池组充电极限和所述第二电池组充电极限增加所述电池组接收的所述功率的附加指令。
5.根据权利要求4所述的***，其还包含用以响应于正的或零道路坡度减小所述第一电池组充电极限和所述第二电池组充电极限的附加指令。
6.根据权利要求1所述的***，其还包含用于响应于电池温度调整所述第一电池组充电极限和所述第二电池组充电极限的附加指令。
7.根据权利要求1所述的***，其中，所述控制器是电池组控制器。
8.根据权利要求1所述的***，还包含用于电池荷电状态窗口与车辆控制器通信的附加指令，所述电池荷电状态窗口响应于所述车辆行进在具有负坡度的所述一段道路上而改变。
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