CN107499136A - 基于低电压***参数的高电压充电器的可变唤醒 - Google Patents

基于低电压***参数的高电压充电器的可变唤醒 Download PDF

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Publication number
CN107499136A
CN107499136A CN201710441407.1A CN201710441407A CN107499136A CN 107499136 A CN107499136 A CN 107499136A CN 201710441407 A CN201710441407 A CN 201710441407A CN 107499136 A CN107499136 A CN 107499136A
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low
battery
vehicle
voltage
voltage battery
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CN107499136B (zh
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丹尼尔·保罗·罗伯茨
威廉·纳吉·曼苏尔
马克·道格拉斯·莫洛
贝丝·安·达瑞珀尔
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • Y10S903/904—Component specially adapted for hev
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    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/951—Assembly or relative location of components

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

本公开涉及基于低电压***参数的高电压充电器的可变唤醒。一种操作车辆***的方法包括：当由低电压电池供电的模块被唤醒并且低电压电池的荷电状态小于阈值时，由控制器经由电动车辆充电站对低电压电池充电；由控制器响应于所述荷电状态超过所述阈值而命令所述模块进入睡眠模式持续睡眠持续时间，其中，所述睡眠持续时间由所述模块的电力使用进行定义，使得所述睡眠持续时间随着所述模块的电力使用的变化而变化。

Description

基于低电压***参数的高电压充电器的可变唤醒
技术领域
本申请总体上涉及基于低电压***参数来改变车辆牵引电池充电器的睡眠时间。
背景技术
电气化车辆包括混合动力电动车辆(HEV)和电池电动车辆(BEV)。电气化车辆包括牵引电池，以储存用于推进和其它目的的能量。通常使用在开发阶段期间定义的各种参数来操作牵引电池。随着时间的推移，牵引电池的操作参数变化，从而导致牵引电池的性能变化。
发明内容
一种操作车辆***的方法包括：当由低电压电池供电的模块被唤醒并且低电压电池的荷电状态小于阈值时，由控制器经由电动车辆充电站对低电压电池充电；由控制器响应于所述荷电状态超过所述阈值而命令所述模块进入睡眠模式持续睡眠持续时间，其中，所述睡眠持续时间由所述模块的电力使用进行定义，使得所述睡眠持续时间随着所述模块的电力使用的变化而变化。
一种车辆包括模块和控制器。所述模块由低电压电池供电。所述控制器被配置为：当与充电站连接时，在时间段到期之后，将电流引导至低电压电池，其中，所述时间段具有由与低电压电池相关联的参数以及与所述模块相关联的低电压电池电流的变化定义的持续时间。
一种车辆包括控制器，所述控制器被配置为：当与充电站连接时，响应于低电压电池的荷电状态低于阈值并且睡眠持续时间到期，将电流从充电站引导至低电压电池，其中，所述睡眠持续时间由与低电压电池相关联的参数以及低电压电池的电流变化进行定义。
根据本发明的一个实施例，所述参数是低电压电池的容量。
根据本发明的一个实施例，所述参数是低电压电池的内阻抗。
根据本发明的一个实施例，所述睡眠持续时间还由指示客户驾驶习惯的低电压电池的电流曲线进行定义，其中，所述客户驾驶习惯包括期望的车辆内部温度和座椅加热器使用。
根据本发明的一个实施例，所述参数是低电压电池的温度、存在时间或容量。
根据本发明的一个实施例，所述参数是低电压电池的自放电率或内阻抗。
根据本发明的一个实施例，所述睡眠持续时间随着低电压电池电流增大而减小。
附图说明
图1是示出典型的动力传动***和能量储存组件的混合动力车辆的示图。
图2是由多个电池单元组成并且由电池能量控制模块监测和控制的可行的电池组布置的示图。
图3是用于牵引电池充电程序的可变时间间隔唤醒策略的流程图。
图4是基于低电压电池操作的用于牵引电池充电程序的可变唤醒时间间隔的流程图。
具体实施方式
在此描述本公开的实施例。然而，应理解的是，所公开的实施例仅为示例，并且其它实施例可采用各种形式和替代形式。附图不必按比例绘制；可夸大或最小化一些特征以示出特定组件的细节。因此，在此公开的特定结构和功能细节不应被解释为限制，而仅仅作为用于教导本领域技术人员以多种形式利用本发明的代表性基础。如本领域普通技术人员将理解的是，参考任一附图示出和描述的各种特征可与在一个或更多个其它附图中示出的特征组合，以产生未明确示出或描述的实施例。示出的特征的组合提供用于典型应用的代表性实施例。然而，与本公开的教导一致的特征的各种组合和变型可被期望用于特定的应用或实施方式。
随着技术的发展，车辆架构发生变化。一种架构变化是在车辆中使用多个电池。具有多个电池的车辆包括插电式混合动力车辆(PHEV)、电池电动车辆(BEV)、混合动力电动车辆(HEV)以及选择的利用双低电压电池***的非混合动力车辆。通常，PHEV和BEV被配置为经由插头与外部充电器连接。选择的HEV可被配置为：在没有经由插头直接***的能力的情况下，经由感应板连接到充电器。在这两种情况下，充电关注于向牵引电池而不是向低电压电池供应电荷。然而，大多数车辆模块由辅助电池供电而不是由牵引电池供电；因此，尽管牵引电池提供推进，但是辅助电池提供电力以运行车辆中的电子模块。牵引电池通常在高电压(即，超过100伏特的电压)下进行操作，而辅助电池通常在低电压(也被称作小于100伏特DC的低电压(诸如，12伏特或24伏特))下进行操作。当电池被连接时，通过仅向双电池***中的两个电池中的一个提供电荷，两个电池都可发生充电，但是该充电通常是基于牵引电池的健康状态的。
利用双低电压电池***的非混合动力车辆包括具有两个12伏特电池的双电池车辆。此外，利用双低电压电池***的非混合动力车辆可包括具有类似的或不同的电池单元化学成分的电池，例如，具有用于推进的内燃发动机(ICE)的车辆可使用铅酸电池来启动ICE，并且可使用铅酸电池或锂离子电池来支持与启动不相关的电负载。
随着新技术被添加到车辆中以及新的便携式消费电子装置与车辆集成在一起，对车辆电池提供的储存能量的依赖不断增长。用于充电的可变时间睡眠间隔可有助于提高电池稳健性并减弱早期电池退化。
当前所使用的充电技术依赖于一次电池准备状态(readiness)的通知，并且在必要时，将电荷提供给一次电池，直到满足所期望的储存能量水平。在充电期间，取决于***实施方式、***架构和该***的状态，能量可流向二次电池或者不可流向二次电池。然而，就达到一次电池充电完成时所呈现的储存能量水平而言，该处理使得二次电池的准备状态不确定。
这里，电动车辆充电站(还被称作电动车辆供电设备(EVSE))直接通过车辆的高电压充电***向低电压电池(例如，12V电池)提供能量。在充电事件期间或者在与EVSE连接时，将监测牵引电池和辅助电池的荷电状态。一旦低电压电池达到期望的储存能量水平，则可停止来自EVSE的能量流动。该处理利用与一次电池充电过程分开控制的可变唤醒时间间隔。该处理还包括在充电模式下操作的二次电池的低电压或低SOC的通知。
基于所述通知，***可等待被授权的个人批准，或者如果***先前被配置为激活充电站，则可基于由授权的个人输入的标准自动地生成批准。为了确保在一个或更多个电池中达到期望的荷电状态而不发生过充，可使用DC/DC转换器将电压水平转换成适合于电池的水平。在另一实施例中，***可利用外部充电器中的DC/DC转换器来提供处于与二次电池兼容的水平的电压。***将可能的计费或销售点费用通知给车主。此外，该***可被配置为支持低电压电池(例如，12V的电池)或高电压电池(例如，大于100V的电池)的无线充电。
图1描绘了可被称作插电式混合动力电动车辆(PHEV)的电气化车辆112。插电式混合动力电动车辆112可包括机械地连接至混合动力传动装置116的一个或更多个电机114。电机114能够作为马达或发电机运转。此外，混合动力传动装置116机械地连接至发动机118。混合动力传动装置116还机械地连接至驱动轴120，驱动轴120机械地连接至车轮122。电机114能够在发动机118启动或关闭时提供推进和减速能力。电机114还可用作发电机，并且可通过回收在摩擦制动***中通常将作为热损失掉的能量来提供燃料经济性效益。电机114还可通过允许发动机118以更高效的转速运转并允许混合动力电动车辆112在特定状况下以发动机118关闭的电动模式运转来减少车辆排放。电气化车辆112还可以是电池电动车辆(BEV)。在BEV配置中，可以不存在发动机118。在其它配置中，电气化车辆112可以是不具有插电能力的全混合动力电动车辆(FHEV)。
牵引电池或电池组124储存可被电机114使用的能量。车辆电池组124通常提供高电压直流电(DC)输出。牵引电池124可电连接至一个或更多个电力电子模块126。一个或更多个接触器142可在断开时将牵引电池124与其它组件隔离，并且可在闭合时将牵引电池124连接至其它组件。电力电子模块126还电连接至电机114，并且提供在牵引电池124与电机114之间双向传输能量的能力。例如，牵引电池124可提供DC电压，而电机114可使用三相交流电(AC)来运转以起作用。电力电子模块126可将DC电压转换为三相AC电流来运转电机114。在再生模式下，电力电子模块126可将来自用作发电机的电机114的三相AC电流转换为与牵引电池124兼容的DC电压。
车辆112可包括电连接在牵引电池124与电力电子模块126之间的可变电压转换器(VVC)152。VVC 152可以是DC/DC升压转换器，所述DC/DC升压转换器被配置为增大或提升由牵引电池124提供的电压。通过增大电压，可降低电流要求，从而使得电力电子模块126和电机114的布线尺寸减小。此外，可以以更高的效率和更低的损耗来操作电机114。
牵引电池124除了提供用于推进的能量之外，还可为其它车辆电力***提供能量。车辆112可包括DC/DC转换器模块128，DC/DC转换器模块128将牵引电池124的高电压DC输出转换成与低电压车辆负载兼容的低电压DC供应。DC/DC转换器模块128的输出可电连接至辅助电池130(例如，12V电池)，以用于对辅助电池130充电。低电压***可电连接至辅助电池130。一个或更多个电负载146可连接至高电压总线。电负载146可具有关联的控制器，所述控制器适时地操作和控制电负载146。电负载146的示例可以是风扇、电加热元件和/或空调压缩机。
电气化车辆112可被配置为从外部电源136对牵引电池124再充电。外部电源136可连接到电插座。外部电源136可电连接至充电器或电动车辆供电设备(EVSE)138。外部电源136可以是由公用电力公司提供的配电网络或电网。EVSE 138可提供电路和控制，以调节和管理电源136与车辆112之间的能量传输。外部电源136可向EVSE 138提供DC或AC电力。EVSE138可具有用于***到车辆112的充电端口134中的充电连接器140。充电端口134可以是被配置为从EVSE 138向车辆112传输电力的任意类型的端口。充电端口134可电连接至充电器或车载电力转换模块132。电力转换模块132可对从EVSE 138供应的电力进行调节，以向牵引电池124提供合适的电压水平和电流水平。电力转换模块132可与EVSE 138进行接口连接，以协调对车辆112的电力传输。EVSE连接器140可具有与充电端口134的相应凹槽配合的插脚。可选地，被描述为被电耦合或电连接的各种组件可使用无线感应耦合来传输电力。
可提供一个或更多个车轮制动器144，以使车辆112减速并阻止车辆112的移动。车轮制动器144可以是液压致动的、电致动的或者它们的某种组合。车轮制动器144可以是制动***150的一部分。制动***150可包括用于操作车轮制动器144的其它组件。为简单起见，附图描绘了制动***150与车轮制动器144中的一个之间的单一连接。制动***150和其它车轮制动器144之间的连接被隐含。制动***150可包括控制器，以监测和协调制动***150。制动***150可监测制动组件并控制车轮制动器144以用于车辆减速。制动***150可对驾驶员命令做出响应，并且还可自主运转以实现诸如稳定性控制的功能。当被另一控制器或子功能请求时，制动***150的控制器可实现施加被请求的制动力的方法。
车辆112中的电子模块可经由一个或更多个车辆网络进行通信。车辆网络可包括用于通信的多个信道。车辆网络的一个信道可以是诸如控制器局域网(CAN)的串行总线。车辆网络的信道中的一个可包括由电气与电子工程师协会(IEEE)802标准族定义的以太网。车辆网络的其它信道可包括模块之间的离散连接，并且可包括来自辅助电池130的电力信号。不同的信号可通过车辆网络的不同信道进行传输。例如，视频信号可通过高速信道(例如，以太网)进行传输，而控制信号可通过CAN或离散信号进行传输。车辆网络可包括协助在模块之间传输信号和数据的任何硬件组件和软件组件。车辆网络没有在图1中被示出，但是可隐含的是车辆网络可连接至车辆112中存在的任何电子模块。可存在车辆***控制器(VCS)148来协调各个组件的操作。
牵引电池124可根据各种化学配方被构造。典型的电池组化学成分可以是铅酸、镍金属氢化物(NIMH)或锂离子。图2示出了N个电池单元202的简单串联构造的牵引电池组124。然而，牵引电池124可由串联连接或并联连接或者它们的某种组合连接的任意数量的单独的电池单元组成。电池管理***可具有监测并控制牵引电池124的性能的一个或更多个控制器(诸如电池能量控制模块(BECM)206)。牵引电池124可包括用于测量多个电池组水平特性的传感器。牵引电池124可包括一个或更多个电池组电流测量传感器208、电池组电压测量传感器210和电池组温度测量传感器212。BECM 206可包括用于与电池组电流测量传感器208、电池组电压测量传感器210和电池组温度测量传感器212接口连接的电路。BECM206可具有非易失性存储器，使得数据可在BECM 206处于关闭状况时被保存。保存的数据可在下一钥匙循环时被使用。
除了测量和监测电池组水平特性之外，还可测量和监测电池单元202的水平特性。例如，可测量每个电池单元202的端电压、电流和温度。***可使用一个或更多个传感器模块204来测量电池单元202的特性。取决于容量，传感器模块204可测量一个或多个电池单元202的特性。牵引电池124可利用多达Nc个传感器模块204来测量所有电池单元202的特性。每个传感器模块204可将测量结果传输至BECM 206以进行进一步的处理和协调。传感器模块204可将模拟形式或数字形式的信号传输至BECM 206。在一些配置中，传感器模块204的功能可被整合到BECM 206内部。即，传感器模块204的硬件可被集成为BECM 206中的电路的一部分，并且BECM 206可负责对原始信号的处理。BECM 206还可包括与一个或更多个接触器142接口连接的电路，以断开或闭合接触器142。
计算电池组的各个特性可能是有用的。诸如电池功率容量、电池容量和电池荷电状态的量可用于控制牵引电池124以及从牵引电池124接收电力的任何电负载的操作。电池功率容量是牵引电池124可提供的最大功率量或牵引电池124可接收的最大功率量的量度。知晓电池功率容量允许管理电负载，使得请求的功率在牵引电池124可处理的限制内。
电池容量是可储存在牵引电池124中的能量总量的量度。电池容量(通常由变量Q表示)可以以安培小时为单位进行表示。与电池容量有关的值可被称作安培小时值。牵引电池124的电池容量可在牵引电池124的整个寿命内减小。
荷电状态(SOC)指示牵引电池124中剩余多少电荷。SOC可被表示为牵引电池124中剩余的总的可用电荷的百分比。当SOC处于百分之百时，牵引电池124可能已被充电到电池容量。与燃料表类似，可输出SOC值以通知驾驶员在牵引电池124中剩余多少电荷。SOC还可被用于控制电动车辆或混合动力电动车辆的操作。可通过多种方法来完成SOC的计算。一种计算SOC的可行的方法是执行牵引电池电流对时间的积分。这是本领域所公知的安培小时积分。
能量管理***或车辆电力***可操作牵引电池124以管理牵引电池124的荷电状态。可根据目标荷电状态与当前荷电状态的比较对牵引电池124进行充电或放电。例如，当当前荷电状态大于目标荷电状态时，牵引电池124可被放电。可通过命令电机114的扭矩以从牵引电池124汲取电流或者向牵引电池124提供电流来实现对牵引电池124的操作。牵引电池124的操作还可包括：命令发动机118的操作以向电机114提供动力，从而对牵引电池124充电。
通常针对牵引电池124计算的值可以是与健康状态(SOH)相关的参数。SOH参数可提供对牵引电池124的存在时间(age)的指示。SOH参数还可提供关于电池状态以及电池如何随时间退化的信息。SOH参数可包括计算的电池容量和电池内阻抗。SOH参数可指示电池容量和电池内阻抗的变化。电池内阻抗可被表示为电阻值。随着牵引电池124老化，电池内阻抗会变化。电池内阻抗通常随着电池退化而增大。知晓电池内阻抗和电池容量允许改善对牵引电池124的控制。多种方法可用于确定牵引电池124的SOH。可基于电池容量和/或电池内阻抗值输出和显示电池存在时间指示。例如，可将电池容量和/或电池内阻抗值与在电池寿命开始时的相应值进行比较，以确定牵引电池的近似存在时间。
图3是用于牵引电池充电程序的可变时间间隔唤醒策略的流程图300。这里，控制器被用于基于二次电池的特性来调度计时器，以在低功率模式(即，睡眠模式)和唤醒模式(即，运行模式)之间循环。控制器连续地监测点火开关的状态，直到点火开关处于断开状况。在操作302处，控制器等待直到车辆处于点火开关断开状态(例如，点火开关处于断开位置)。当点火开关处于断开状态时，控制器进行操作304。
在操作304处，如果车辆未被唤醒，则控制器分支到操作306，如果车辆被唤醒，则控制器分支到操作308。通常，车辆被配置为使得车辆在点火开关处于断开位置之后进入低功率模式或睡眠模式。可将进入低功率模式推迟预定时间，使得车辆的便利和舒适***保持供电持续预期时间。例如，车内灯可保持点亮持续预定时间以提供照明，使得乘客可收集随身物品并离开车辆。此外，车辆信息娱乐***可保持激活，使得在预期动作或时间之前不会终止媒体内容的播放。预期动作的示例是指示期望关闭信息娱乐中心的车辆的驾驶员侧车门的打开，而没有激活任何车门把手可指示期望对信息娱乐***保持供电使得乘客继续收听媒体内容。在超时或预期动作之后，车辆的模块可进入低功率模式或睡眠模式。在该流程图中，点火开关断开状况是当点火开关处于点火开关断开状态时车辆内的模块处于低功率模式的状态。
在操作306处，处于低功率模式的控制器等待计时器到期，当计时器到期时，模块唤醒并进行到操作308。在操作308处，控制器检查低电压电池的荷电状态(SOC)。如果低电压电池的SOC处于或超过预定上限(例如，充满电)，则控制器分支到操作310以设置用于下一次唤醒的计时器。在操作310处，控制器设置标志以将车辆和车辆的模块置于低功率模式(例如，睡眠模式)并且进行到操作312。在操作312处，控制器基于历史数据和预编程值313来计算睡眠时间段。一些模块可无限期地睡眠，除非它们接收到唤醒请求；然而，大多数模块睡眠持续预定时间段。在此，在操作312和313处，使用可变时间段来使模块处于低功率模式的时间最大化。一旦在操作312处设置了时间段，则控制器继续进行操作306。
如果低电压电池的荷电状态低于预定上限(例如，未充满电)，则控制器分支到操作314。在操作314处，控制器必须确定什么类型的充电器可用于车辆。电动车辆可被配备有多种充电方法，包括级别1AC充电或级别2 AC充电、DC快速充电或无线感应充电。如果车辆被配置有无线充电能力，则控制器进行到步骤316，在步骤316处，控制器确定车辆是否有效地连接到无线充电站。为了使无线充电正常工作，车辆必须准确地停放在充电线圈上方，否则车辆可能无法充电或者充电效率低下。一旦检测到有效的无线连接，则开始充电处理322。
如果在操作314处确定车辆未被配置有无线充电能力或者未连接无线充电器，则控制器将进行到操作318并且检查硬连线的EVSE。在确定EVSE被***之后，控制器将在操作322处开始充电处理。在除了无线充电线圈以外EVSE或DC快速充电连接可用的情况下，控制器将在无线充电不可用或出现故障时利用有线连接作为备用。在其它实施例中，控制器可优先于无线连接而选择有线连接。在EVSE和无线充电都不可用的情况下，控制器将在操作320处通知客户车辆未在充电。
当检测到有效连接时，控制器在操作322处检查***是否被配置为用于自动批准。一些充电站需要为使用的电力和/或EVSE的使用付费。驾驶员可决定设置基于操作者愿意支付的每KW/hr的最大费用或最大连接费的自动批准。此外，控制器可被配置为在操作323处请求针对批准的提示消息。这减小了车主在他们未明确批准的情况下无意中为能量付费的可能性。当启用自动批准并且电池能够基于电池的SOC来接收电荷时，控制器在操作324处发送充电事件通知并且在操作326处启动车辆充电***。如果未启用自动批准，则控制器在操作323处输出针对批准的提示。基于控制器在操作328处接收到的响应，控制器可在操作326处开始充电例程；在电池完全充满电之后，控制器可在操作330处输出充电完成的通知。如果控制器未接收到响应或者响应是对请求的拒绝，则控制器将退出例程。之后，控制器可基于可变时基设置唤醒计时器，以节省剩余的电力。此外，当没有充电源可用时，还可将计时器设置为可变时基以节省剩余的能量。
图4是基于低电压电池操作的用于牵引电池充电程序的可变唤醒时间间隔的流程图400。控制器可在唤醒期间连续地或者根据预定时间间隔执行计时器时长的确定。所述预定时间间隔可以是基于低电压电池的SOC变化的。
在操作402处，控制器可询问车辆的模块以评估车辆是否在维护模式下操作。车辆具有多种维护模式，所述多种维护模式可包括高电压电池单元平衡、蒸发排放***诊断测试或软件更新。模式的持续时间以及在这些模式下的功耗通常是固定且已知的。与持续时间和功耗关联的数据可被硬编码到控制器中，使得可计算准确的睡眠时间段。如果车辆处于维护模式，则控制器将分支到操作404，基于该模式设置时间值并且进行到操作313。如果车辆未处于维护模式，则控制器将分支到操作406。在操作406处，控制器将确定哪些模块是唤醒的，并在操作408处针对每个模块设置计时器到期。控制器随后将在操作410处使用该数据来确定车辆电流汲取并且在操作412处计算电池耗尽所需的时间。还可使用电池管理传感器(BMS)来计算电池耗尽所需的时间，所述电池管理传感器监测低电压电池的健康特性和使用特性。一旦基于可用数据计算出电池耗尽所需的时间，则控制器将在操作414处增加预编程的缓冲间隔并且在操作416处增加校正因子，以减小电池在下一次唤醒之前被耗尽的可能性。该数据在操作313处产生计时器设置数据。
校正因子是低电压电池的参数，所述参数包括温度418、存在时间420、自放电率422、SOC 426和客户驾驶习惯424。例如，随着存在时间420增大，校正因子可使持续时间减小。另一示例是自放电率422的增大可改变校正因子使得持续时间减小。此外，随着温度418升高，校正因子可使持续时间减小。另外，客户驾驶习惯424可包括指示附件和车辆***(诸如，暖通空调(HVAC)***、座椅加热器以及其它舒适和便利***)的使用的低电压电池电流的曲线。通常，当车辆连接到EVSE时，车辆可从EVSE汲取电力来操作HVAC***，以改变车辆的内部车厢温度。随着期望的内部车厢温度与环境温度之间的温度差增大，控制器可增大从EVSE汲取的电力以操作HVAC***。随着可用的能量减少，这些参数可被用于计算电池耗尽所需的时间。电池自放电率可随着电池老化而增大，这意味着当未被使用时即使没有电流从电池流出，电池SOC也更快地减小。其它参数包括低电压电池的内阻抗和低电压电池的容量。
在此公开的处理、方法或算法可被传送到处理装置、控制器或计算机/通过处理装置、控制器或计算机来实现，所述处理装置、控制器或计算机可包括任何现有的可编程电子控制单元或者专用的电子控制单元。类似地，所述处理、方法或算法可以以多种形式被存储为可被控制器或计算机执行的数据和指令，所述多种形式包括但不限于信息被永久地存储在非可写存储介质(诸如，ROM装置)上以及信息被可变地存储在可写存储介质(诸如，软盘、磁带、CD、RAM装置以及其它磁介质和光学介质)上。所述处理、方法或算法还可被实现为软件可执行对象。可选地，所述处理、方法或算法可使用合适的硬件组件(诸如，专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或任何其它硬件组件或装置)或者硬件、软件和固件组件的组合被整体或部分地实现。
尽管上面描述了示例性实施例，但这些实施例并不意在描述权利要求所涵盖的所有可能形式。说明书中使用的词语为描述性词语而非限制性词语，并且应理解的是，可在不脱离本公开的精神和范围的情况下作出各种改变。如前所述，各个实施例的特征可被组合，以形成本发明的可能未被明确描述或示出的进一步的实施例。尽管各个实施例可能已被描述为提供优点或者在一个或更多个期望的特性方面优于其它实施例或现有技术的实施方式，但是本领域普通技术人员应该认识到，取决于具体的应用和实施方式，一个或更多个特征或特性可被折衷，以实现期望的整体***属性。这些属性可包括但不限于成本、强度、耐久性、生命周期成本、可销售性、外观、包装、尺寸、可维护性、重量、可制造性、易组装性等。因此，被描述为在一个或更多个特性方面不如其它实施例或现有技术的实施方式合意的实施例并不在本公开的范围之外，并且可被期望用于特定的应用。

Claims (14)

1.一种操作车辆***的方法，包括：
当由低电压电池供电的模块被唤醒并且低电压电池的荷电状态小于阈值时，由控制器经由电动车辆充电站对低电压电池充电；
由控制器响应于所述荷电状态超过所述阈值而命令所述模块进入睡眠模式持续睡眠持续时间，其中，所述睡眠持续时间由所述模块的电力使用进行定义，使得所述睡眠持续时间随着所述模块的电力使用的变化而变化。
2.如权利要求1所述的方法，其中，所述电力使用是基于所述模块在唤醒时的平均电流汲取的。
3.如权利要求2所述的方法，其中，所述睡眠持续时间随着所述模块的所述平均电流汲取增大而增大。
4.如权利要求1所述的方法，其中，所述睡眠持续时间还由指示客户驾驶习惯的低电压电池的电流曲线进行定义，所述客户驾驶习惯包括电子助力转向使用、空调使用和座椅加热器使用。
5.如权利要求1所述的方法，还包括：基于电池参数，调整所述睡眠持续时间。
6.如权利要求5所述的方法，其中，所述电池参数是低电压电池的温度、存在时间或容量。
7.如权利要求5所述的方法，其中，所述电池参数是低电压电池的自放电率或内阻抗。
8.一种车辆，包括：
模块，由低电压电池供电；
控制器，被配置为：当与充电站连接时，在一时间段到期之后，将电流引导至低电压电池，其中，所述时间段具有由与模块的操作相关联的低电压电池的电流变化以及与低电压电池相关联的参数定义的持续时间。
9.如权利要求8所述的车辆，其中，所述参数是低电压电池的温度、存在时间或容量。
10.如权利要求9所述的车辆，其中，所述持续时间随着低电压电池的温度升高而减小。
11.如权利要求8所述的车辆，其中，所述参数是低电压电池的自放电率或内阻抗。
12.如权利要求11所述的车辆，其中，所述持续时间随着所述内阻抗增大而减小。
13.如权利要求8所述的车辆，其中，所述持续时间还由指示客户驾驶习惯的低电压电池的电流曲线进行定义，所述客户驾驶习惯包括期望的车辆内部温度和座椅加热器使用。
14.一种车辆，包括：
控制器，被配置为：当与充电站连接时，响应于(i)低电压电池的荷电状态低于阈值并且(ii)睡眠持续时间到期，将电流从充电站引导至低电压电池，其中，所述睡眠持续时间由低电压电池的电流变化以及与低电压电池相关联的参数进行定义。
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