CN106965794A - 用于防止电池的过度放电的方法和控制器及混合动力车辆 - Google Patents
用于防止电池的过度放电的方法和控制器及混合动力车辆 Download PDFInfo
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Abstract
本发明涉及用于防止电池的过度放电的方法和控制器及混合动力车辆。该方法包括以下步骤:当在行驶车辆的发动机运行的状态下电池放电时,由控制器检测车辆所行驶的道路的坡度;在检测道路坡度之后,检测将发动机与电动机连接或断开的发动机离合器的离合器驱动状态;在检测发动机离合器的离合器驱动状态之后,检测电池的SOC(荷电状态);以及使用道路坡度、离合器驱动状态和电池SOC的组合,执行允许在发动机中储备更多扭矩的扭矩储备控制,使得电池SOC不降低到一定量以下。
Description
技术领域
本发明涉及控制电池的SOC(荷电状态),并且更特别地涉及配备有能够在发动机离合器滑移时通过对发动机的扭矩储备控制来防止电池的过度放电的控制器的混合动力车辆。
背景技术
一般来说,混合动力电动车辆(HEV)使用内燃机和电动机作为动力源(动力源基于动力传动***结构被分类为并联型、串联型或轻型),并且还使用双离合器自动变速器(DCT)(在双离合器自动变速器(DCT)中,偶数齿轮组的输入轴和奇数齿轮组的输入轴分离且分别连接到两个离合器)。
特别地,HEV以EV模式(电动车辆模式)或以HEV模式(混合动力电动车辆模式)操作,在EV模式下,仅电动机被用作动力源,在HEV模式下,发动机和电动机两者被用作动力源,并且HEV配备有用于连接/断开发动机和电动机的发动机离合器,以在EV模式和HEV模式之间进行切换。
例如,当NC(常闭)型发动机离合器不操作时,NC型发动机离合器执行连接发动机和电动机的HEV模式,而当NC型发动机离合器操作时,NC型发动机离合器执行断开发动机和电动机的EV模式。
通常,发动机离合器的驱动状态被定义为:“滑移”状态,在“滑移”状态下,离合器的两端之间的速度差(rpm)大于某个值,并且产生离合器的摩擦;“锁定”状态,在“锁定”状态下,离合器的两端之间没有速度差,因此施加到输入轴的扭矩以100%传输到输出轴;以及“打开”状态,在“打开”状态下,输入轴和输出轴因它们的物理分离而不会彼此干扰。在这点上,滑移状态、锁定状态和打开状态中的每个状态对应于使用离合器中的油的液压和回位弹簧的反弹压力、离合器的两端之间的速度差、离合器的输入和输出扭矩、离合器的扭矩容量等进行分类的发动机离合器的状态中的一个,并且在作为HEV的上级控制器的混合动力控制单元(HCU)中确定这些状态。
因此,发动机离合器的滑移状态、锁定状态和打开状态对HEV的EV模式/HEV模式的切换具有影响。
然而,发动机离合器的滑移状态发生在锁定状态之前,并且由此使电池进入到电池充电不可能状态中,并且同时,即使在不超过一定量的SOC中也不能减小电池的使用量,因此发生发动机rpm的下降。另外,使电池SOC小于一定量或使电池放电的电池耗尽会使混合动力车辆无法行驶,尤其是当混合动力车辆不能单独以发动机动力运行时。在上坡路上(在上坡路上,车辆反复地移动和停止且继而频繁发生发动机离合器的滑移)行驶时,这种状况可能更糟糕。
特别地,当车辆在上坡路上运行时,电池放电到小于一定量的SOC会降低混合动力车辆的驾驶性能,例如当在山岳地区中的弯路上运行时。
发明内容
本发明的目标是提供一种用于执行防止电池的过度放电的方法的控制器,使得当发动机离合器在滑移状态下时,如果SOC不超过一定量,则通过使电池消耗较少来防止因不超过一定量的电池SOC而造成的发动机rpm下降,并且特别地,通过防止在例如山岳地区中的上坡路上(在上坡路上频繁发生发动机离合器的滑移)的电池放电,防止车辆不能行驶的状态。此外,本发明涉及配备有此类控制器的混合动力车辆。
根据本发明的一个方面,用于获得上面的目标的本发明提供了一种用于防止电池的过度放电的方法,包括以下步骤:当在行驶车辆的发动机运行的状态下电池放电时,由控制器检测车辆所行驶的道路的坡度;在检测道路坡度之后,由控制器检测将发动机与电动机连接或断开的发动机离合器的离合器驱动状态;在检测发动机离合器的离合器驱动状态之后,由控制器检测电池的SOC(荷电状态);以及使用道路坡度、离合器驱动状态和电池SOC的组合,由控制器执行允许在发动机中储备更多扭矩的扭矩储备控制,使得电池SOC不降低到一定量以下。
在优选实施例中,所述组合包括道路坡度的上坡路、离合器驱动状态的滑移和SOC的充电阈值。当在上坡路上发生滑移且SOC的检测值小于充电阈值时,所述组合被设定为用于阻止电池放电的因子,并且当设定了用于阻止电池放电的该因子时,控制器执行扭矩储备控制。
在优选实施例中,当道路坡度对应于平坦道路或下坡路时,道路坡度被设定为用于维持电池放电的因子,其中,当设定了用于维持电池放电的该因子时,控制器维持电池放电,但不执行扭矩储备控制。当发动机离合器的离合器驱动状态对应于锁定和打开状态中的任一个时,离合器驱动状态被设定为用于维持电池放电的因子,其中,当设定了用于维持电池放电的该因子时,控制器维持电池放电,但不执行扭矩储备控制。当电池SOC大于充电阈值时,电池SOC被设定为用于维持电池放电的因子,其中,当设定了用于维持电池放电的该因子时,控制器维持电池放电,但不执行扭矩储备控制。
在优选实施中,由G传感器检测道路坡度,其中所述G传感器的检测值被提供作为至控制器的输入数据。由电池管理***(BMS)检测电池SOC,其中所述电池SOC的检测值被提供作为至控制器的输入数据。
此外,根据本发明的另一方面,用于实现上述目标的本发明提供一种被配置为与车辆使用的控制器,包括:当在车辆行驶在上坡路上期间发动机离合器滑移时,所述控制器利用电池的SOC(荷电状态)的充电阈值;当在上坡路和滑移的状况下电池SOC小于充电阈值时,所述控制器通过扭矩储备控制来防止电池的过度放电;以及所述控制器包含离合器滑移图,在所述离合器滑移图中,建立有取决于道路坡度的下坡路、平坦道路和上坡路的分类,发动机离合器的滑移状态、锁定状态、打开状态的分类,以及电池SOC的充电阈值。
此外,根据本发明的又一方面,用于实现上述目标的本发明提供一种混合动力车辆,包括:控制器,包含离合器滑移图,在所述离合器滑移图中,建立有取决于道路坡度的下坡路、平坦道路和上坡路的分类,发动机离合器的滑移状态、锁定状态、打开状态的分类,以及电池的SOC(荷电状态)的充电阈值,当在车辆行驶在上坡路上期间发动机离合器滑移时,所述控制器利用电池SOC的充电阈值,并且当在上坡路和滑移的状况下电池SOC小于充电阈值时,所述控制器通过扭矩储备控制来防止电池的过度放电;作为动力源的发动机和电动机,其由所述控制器控制,并且与所述发动机离合器连接或断开;G传感器,用于检测道路坡度;电池,由电池管理***(BMS)控制,使得通过驱动电动机和由发动机充电来维持电池SOC;双离合器自动变速器(DCT),由扭矩控制单元(TCU)控制;以及混合动力起动发电机(HSG),当发动机启动时,HSG连接到发动机的曲轴以驱动发动机。
在优选实施例中,所述控制器可以是用于发动机的电子控制单元(ECU)和混合动力控制单元(HCU),并且所述HCU经由CAN与所述控制器通信并充当上级控制器。
根据本发明的用于防止电池的过度放电的方法具有良好的效果:在混合动力车辆的行驶状态下,维持电池SOC不降低到一定量以下。
此外,根据本发明的混合动力车辆具有以下效果:当车辆行驶在上坡路(在上坡路上频繁发生发动机离合器的滑移)上时,维持电池SOC不降低到一定量以下,由此防止因电池的过度放电而造成的任何操作暂停。
另外,根据本发明的混合动力车辆即使在山岳地区的道路(在山岳地区的道路上,上坡路的条件更加糟糕)上也能够防止因电池的过度放电而造成的任何操作暂停,并且因此具有提高适销性的效果。
应当理解,本发明的上述一般描述和以下详细描述都是示例性的和解释性的,并且旨在提供如所要求保护的本发明的进一步的解释。
附图说明
将从与附图结合的以下详细描述更清楚地理解本发明的上面和其它目标、特征和其它优点,在附图中:
图1根据本发明是用于防止电池的过度放电的方法的流程图。
图2根据本发明是示出配备有控制器的示例性混合动力车辆的图示,控制器执行用于控制电池的过度放电的逻辑。
具体实施方式
应当理解,如本文中使用的术语“车辆”或者“车辆的”或者其他类似的术语一般包括机动车辆,诸如包括运动型多功能车(SUV)、公共汽车、卡车、各种商用车辆的客运汽车,包括各种船艇和舰船的船只,飞机等,并且包括混合动力车辆、电动车辆、插电式混合动力电动车辆、氢动力车辆和其他替代燃料车辆(例如,来自石油以外的资源的燃料)。如本文中所提到的,混合动力车辆是具有两个或者更多动力源的车辆,例如,汽油电动车辆。
本文使用的术语仅用于描述特定的实施例,并不旨在限制本发明。如本文使用的单数形式“一种/个(a/an)”以及“所述”旨在也包括复数形式,除非上下文清楚地指出。应当进一步理解,当在本说明书中使用时,术语“包括(comprises)”和/或“包括(comprising)”限定了所述特征、整数、步骤、操作、要素、和/或部件的存在,但不排除一个或多个其他特征、整数、步骤、操作、要素、部件和/或其集合的存在或添加。如本文使用的术语“和/或”包括相关联的列出的项目中的一个或多个的任何和全部组合。在整个说明书中,除非明确地相反描述,否则词“包括(comprise)”和变型诸如“包括(comprises)”或“包括(comprising)”将被理解为暗示包含所述要素,但不排除任何其他要素。此外,在说明书中描述的术语“单元”、“-器”、“-机”和“模块”意指用于处理至少一个功能和操作的单元,并且可以由硬件部件或软件部件及其组合来实施。
另外,本发明的控制逻辑可以被体现为计算机可读介质上的非暂时计算机可读媒体,计算机可读介质包含可执行的程序指令,该程序指令由处理器、控制器等执行。计算机可读媒体的示例包括但并不局限于ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存盘、智能卡和光学数据存储设备。计算机可读介质也可以分布在网络联接的计算机***中,使得计算机可读媒体如通过远程信息处理服务器或者控制器局域网(CAN)以分布式方式进行存储和执行。
鉴于优选实施例和附图的以下详细描述,对于相关技术中的这些普通技术人员来说,本发明的额外的目标、优点和特征将更显而易见。如果确定已知的相关技术的详细描述可以不必要地混淆在其描述中的本发明的要点,则将省略其详细描述。此外,为了便于描述和清晰,附图中所例示的每条线的厚度和每个部件的尺寸可以被放大。而且,之后将描述的术语是考虑本发明的功能定义的术语,并且这些可以随着用户或操作员的意图或实践变化。因而,应该基于本文中所公开的整个内容定义此类术语。
现在将详细参考示例性实施例,附图中例示了示例性实施例的示例。
图1根据本发明示出用于防止电池的过度放电的逻辑的流程图。如所示的,用于防止电池的过度放电的逻辑的特征在于,在发动机和电动机的锁定之前滑移时优选考虑电池的SOC,然后在一定量以下的SOC处停止电池的放电,使得防止因SOC的降低而造成发动机rpm的下降。因此,配备有用于防止电池的过度放电的逻辑的车辆防止电池的放电,使得车辆不会落入行驶不可能状态,行驶不可能状态是因为当车辆在上坡路上(在上坡路上,车辆反复地移动和停止)行驶时发生电池的过度放电,并且由此SOC降低到低于一定量,从而导致仅发动机行驶是不可能。
另一方面,图2示出配备有控制器的示例性混合动力车辆,控制器执行用于控制电池的过度放电的逻辑。如所示的,混合动力车辆100包括具有离合器滑移图1-1的控制器1、用于检测道路坡度的G传感器10、用于控制电池20-1的SOC的电池管理***(BMS)20、具有连接到曲轴的混合动力起动发电机(HSG)200-1的发动机200、通过发动机离合器400操作连接到发动机200/与发动机200断开以在HEV模式和EV模式之间切换的电动机300、以及由扭矩控制单元(TCU)控制的双离合器自动变速器(DCT)500。
特别地,控制器包括用于发动机的电子控制单元(ECU)和混合动力控制单元(HCU),其中HCU经由CAN与控制器通信,并且充当用于控制HEV/EV模式和跛行回家(limphome)模式的上级控制器。离合器滑移图1-1被建立有表,在该表中,被分类为滑移/锁定/打开的发动机离合器驱动状况与被分类为下坡路/平坦道路/上坡路的行驶道路的道路坡度彼此相互关联。
在下文中,现在将参考图2详细描述根据本发明用于防止电池的过度放电的方法的实施例。在该情况下,控制主体是包括离合器滑移图1-1或与离合器滑移图1-1连接的控制器1,而控制器1可以是用于发动机的ECU、HCU或相互配合地执行控制的ECU和HCU的组合。
步骤S10是控制器1检测到行驶车辆处于电池放电行驶状态下的状态。
参考图2,控制器1分别检测发动机200、电动机300和发动机离合器400的操作状态,并且经由CAN网络与BMS 20通信,以通过电池20-1的SOC检测荷电状态。
步骤S20是由控制器1检测车辆行驶环境的状态,并且步骤S30是由控制器1确定行驶车辆是否进入到上坡路中的状态。
参考图2,控制器1将G传感器10的检测值读取作为用于确定行驶道路的坡度的数据。G传感器10的检测值被用于确定行驶道路是下坡路、平坦道路,还是上坡路。于是,控制器1使用G传感器10的检测值和离合器滑移图1-1的表,确定行驶道路的坡度是否对应于下坡路、平坦道路和上坡路中的任一个。
作为结果,如果车辆没有行驶在上坡路上,则控制器1前进到步骤S200,并且维持电池放电状态,而如果车辆行驶在上坡路上,则控制器前进到步骤S40,并且继续用于维持电池荷电状态的下一个步骤。
步骤S40是由控制器1检测发动机离合器400的离合器驱动状态的状态,并且步骤S50是由控制器10确定发动机离合器400是否处于滑移状态的状态。
参考图2,控制器1检测发动机离合器400的离合器驱动状态为滑移、锁定和打开中的任一个,并且确定基于离合器滑移图1-1的表而确定为行驶在上坡路上的车辆的发动机离合器400是否处于滑移状态。
作为结果,如果行驶在上坡路上的车辆的发动机离合器400并非处于滑移状态,则控制器1前进到步骤S200,并且维持电池放电状态,而如果行驶在上坡路上的车辆的发动机离合器400处于滑移状态,则控制器前进到步骤S60,并且继续用于维持电池荷电状态的下一个步骤。
步骤S60是由控制器1检测电池的SOC的状态,并且步骤S70是由控制器1确定SOC的放电是否继续的状态。
参考图2,在基于离合器滑移图1-1的表,车辆被确定为行驶在上坡路上且发动机离合器400被确定为处于滑移状态的状态下,控制器1从BMS 20检测电池20-1的SOC的值,然后对检测到的SOC执行确定,以确定是继续还是中断SOC的放电。为此,控制器1应用SOC<充电阈值的关系公式。这里,“<”指代指示两个值之间的量值关系的不等号,“SOC<充电阈值”意味着检测到的SOC的值小于充电阈值。特别地,充电阈值的值可以是使电池置于充电不可能状态中的SOC值或者发生发动机rpm下降的SOC值。
作为结果,如果检测到的SOC的值不小于充电阈值,则控制器1前进到步骤S200,并且维持电池放电状态,而如果检测到的SOC的值小于充电阈值,则控制器前进到步骤S100,并且继续用于控制电池的过度放电的下一个步骤。
步骤S100是通过控制器1的控制防止电池20-1的放电的状态,其中控制器1返回到步骤S60,然后根据充电阈值前进到步骤S100或步骤S200。
参考图2,控制器1通过将扭矩储备控制信号输出到发动机200,并且允许更多的扭矩被储备在发动机200中,来防止电池20-1的放电。
在这点上,应当理解,典型的扭矩控制因为在扭矩减少时空气进气区间中剩余的空气量进入,于是在通过调节点火正时适应需求扭矩时存在这种过量空气量,所以为了维持空燃比而应额外地注入燃料量,由此导致燃料损失,但是扭矩储备控制意味着用于通过在请求扭矩减少时计算小于需求扭矩的空气量来控制过量空气,以实现燃料经济性的提高的逻辑。
作为结果,混合动力车辆100可以通过在发动机200中储备比总输出扭矩更多的扭矩,并且由此允许电池20-1消耗更少,来防止电池20-1的放电。
如上面所讨论的,根据该实施例用于防止电池的过度放电的方法在混合动力车辆100行驶在上坡路上期间,当发动机离合器400滑移时,考虑电池20-1的SOC的充电阈值;在上坡路和滑移的状态下,当电池SOC小于充电阈值时,控制器进行控制,通过发动机200的扭矩储备控制来防止电池20-1的过度放电;并且特别地,应用于行驶在山岳地形(在山岳地形上,车辆反复移动和停止,并且继而引起发动机离合器400的滑移)的混合动力车辆100的控制器1执行扭矩储备控制,以始终保护电池20-1的SOC不降于一定量,并且由此防止混合动力车辆100的操作的任何暂停。
虽然参考具体实施例已经描述了本发明,但是对于本领域中的技术人员来说将显而易见的,在不脱离如在以下权利要求书中限定的本发明的精神和范围的情况下,可以作出各种改变和修改。
Claims (12)
1.一种用于防止电池的过度放电的方法,包括以下步骤:
当在行驶车辆的发动机运行的状态下电池放电时,由控制器检测车辆所行驶的道路的坡度;
在检测道路坡度之后,由控制器检测将发动机与电动机连接或断开的发动机离合器的离合器驱动状态;
在检测发动机离合器的离合器驱动状态之后,由控制器检测电池的SOC(荷电状态);以及
使用道路坡度、离合器驱动状态和电池SOC的组合,由控制器执行允许在发动机中储备更多扭矩的扭矩储备控制,使得电池SOC不降低到一定量以下。
2.根据权利要求1所述的方法,其中,所述组合包括道路坡度的上坡路、离合器驱动状态的滑移和SOC的充电阈值。
3.根据权利要求2所述的方法,其中,当在上坡路上发生滑移且SOC的检测值小于充电阈值时,所述组合被设定为用于阻止电池放电的因子,并且当设定了用于阻止电池放电的该因子时,控制器执行扭矩储备控制。
4.根据权利要求1所述的方法,其中,当道路坡度对应于平坦道路或下坡路时,道路坡度被设定为用于维持电池放电的因子,并且其中,当设定了用于维持电池放电的该因子时,控制器维持电池放电,但不执行扭矩储备控制。
5.根据权利要求1所述的方法,其中,当发动机离合器的离合器驱动状态对应于锁定和打开状态中的任一个时,离合器驱动状态被设定为用于维持电池放电的因子,并且其中,当设定了用于维持电池放电的该因子时,控制器维持电池放电,但不执行扭矩储备控制。
6.根据权利要求1所述的方法,其中,当电池SOC大于充电阈值时,电池SOC被设定为用于维持电池放电的因子,并且其中,当设定了用于维持电池放电的该因子时,控制器维持电池放电,但不执行扭矩储备控制。
7.根据权利要求1所述的方法,其中,由G传感器检测道路坡度,并且所述G传感器的检测值被提供作为至控制器的输入数据。
8.根据权利要求1所述的方法,其中,由电池管理***(BMS)检测电池SOC,并且所述电池SOC的检测值被提供作为至控制器的输入数据。
9.一种被配置为与车辆使用的控制器,包括:
当在车辆行驶在上坡路上期间发动机离合器滑移时,所述控制器利用电池的SOC(荷电状态)的充电阈值;
当在上坡路和滑移的状况下电池SOC小于充电阈值时,所述控制器通过扭矩储备控制来防止电池的过度放电;以及
所述控制器包含离合器滑移图,在所述离合器滑移图中,建立有取决于道路坡度的下坡路、平坦道路和上坡路的分类,发动机离合器的滑移状态、锁定状态、打开状态的分类,以及电池SOC的充电阈值。
10.一种混合动力车辆,包括:
控制器,包含离合器滑移图,在所述离合器滑移图中,建立有取决于道路坡度的下坡路、平坦道路和上坡路的分类,发动机离合器的滑移状态、锁定状态、打开状态的分类,以及电池的SOC(荷电状态)的充电阈值,当在车辆行驶在上坡路上期间发动机离合器滑移时,所述控制器利用电池SOC的充电阈值,并且当在上坡路和滑移的状况下电池SOC小于充电阈值时,所述控制器通过扭矩储备控制来防止电池的过度放电;
作为动力源的发动机和电动机,其由所述控制器控制,并且与所述发动机离合器连接或断开;
G传感器,用于检测道路坡度;和
电池管理***(BMS),用于检测电池SOC。
11.根据权利要求10所述的混合动力车辆,其中,所述控制器是用于发动机的电子控制单元(ECU)和混合动力控制单元(HCU)。
12.根据权利要求11所述的混合动力车辆,其中,所述HCU经由CAN与所述控制器通信,并且充当上级控制器。
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