CN107662602A - 用于加热发动机流体的方法和总成 - Google Patents
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Abstract
一种示例性的流体加热方法,其中包括在驱动循环期间,如果车辆处于流体维护模式,那么运行车辆的发动机以加热发动机流体,以及在驱动循环之前,如果车辆处于流体维护模式并且车辆电连接到电网电源,那么加热流体。一种示例性的流体加热总成,其中包括电动车辆的发动机和流体加热器,当电连接到电网电源时响应于电动车辆处于流体维护模式而激活流体加热器来加热发动机的流体。
Description
技术领域
本公开内容总体涉及加热发动机流体。更具体地,本公开内容涉及当车辆处于流体维护模式时预热发动机流体。
背景技术
电动车辆与常规机动车辆不同,因为能够使用由牵引电池供电的一个或多个电机产生的驱动扭矩来驱动电动车辆。在一些电动车辆中,由内燃机选择性地提供驱动扭矩,来替代或附加于由电机提供的驱动扭矩。示例电动车辆包括混合动力电动车辆(HEV)、插电式混合动力电动车辆(PHEV)、燃料电池车辆(FCV)和电池电动汽车(BEV)。
包括内燃机的一些电动车辆可以选择性地以流体维护模式运行。在流体维护模式中,内燃机被强制运行,直到发动机流体达到阈值温度。即使不需要来自内燃机的驱动扭矩,流体维护模式也可以强制内燃机运行。
提高发动机流体的温度以达到或超过阈值温度可以减轻发动机流体的劣化。如果不是用于流体维护模式,发动机流体的劣化可能加速。在达到或超过阈值温度达到设定时间后,车辆将退出流体维护模式。
相比较不频繁地使用内燃机提供驱动扭矩的电动车辆,例如用于低速驾驶或通勤相对较短的电动车辆,频繁利用内燃机提供驱动扭矩的电动车辆可以更少地在流体维护模式中运行。可以理解的是,达到阈值温度所需的时间可以根据发动机流体、发动机或两者的起始温度而变化。换言之,电动车辆在流体维护模式下花费的时间与发动机流体的起始温度有关。
发明内容
根据本公开内容的示例性方面的一种流体加热方法,其中包括在驱动循环期间,如果车辆处于流体维护模式,那么运行车辆的发动机以加热发动机流体,并且在驱动循环之前,如果车辆处于流体维护模式而且车辆电连接到电网电源,那么加热流体。
上述方法的另一非限制性实施例包括使用来自电网电源的电力进行加热。
任何前述方法的另一非限制性实施例包括当车辆连接到电网电源时对车辆的牵引电池进行充电。
任何前述方法的另一非限制性实施例包括在加热期间充电。
任何前述方法的另一非限制性实施例包括当发动机不运行时加热。
任何前述方法的另一非限制性实施例包括当车辆与电网电源电分离时,在驱动循环期间运行。
任何上述方法的另一非限制性实施例包括在发动机外部的位置处加热流体。
任何上述方法的另一非限制性实施例包括响应于车辆在发动机没有运行的情况下运行而进入流体维护模式。
在任何上述方法的另一非限制性实施例中,流体维护模式是机油维护模式。
任何前述方法的另一非限制性实施例包括在流体维护模式中运行发动机以燃烧流体内的杂质。
任何前述方法的另一非限制性实施例包括响应于发动机在阈值温度下运行达到阈值时间而退出流体维护模式。
根据本公开内容的另一示例性方面的一种流体加热总成,其中包括电动车辆的发动机和流体加热器,当电连接到电网电源时,响应于电动车辆处于流体维护模式,而激活流体加热器来加热发动机的流体。
在上述流体加热总成的另一非限制性实施例中,流体加热器配置为在发动机外部的位置加热流体。
在任何上述流体加热总成的另一非限制性实施例中,当流体加热器电连接到电网电源时,响应于电动车辆处于非流体维护模式而停用流体加热器。
在任何上述流体加热总成的另一非限制性实施例中,流体加热器在被激活时由电网电源供电。
在任何上述流体加热总成的另一非限制性实施例中,流体是机油,并且流体加热器设置在油底壳内。
在任何上述流体加热总成的另一非限制性实施例中,发动机配置为响应于电动车辆处于流体维护模式而在驱动循环期间运行。
在任何上述流体加热总成的另一非限制性实施例中,车辆配置为响应于车辆在发动机没有运行的情况下运行而进入流体维护模式。
在任何前述流体加热总成的另一非限制性实施例中,车辆配置为响应于发动机在阈值温度下运行达到阈值时间而退出流体维护模式。
在任何上述流体加热总成的另一非限制性实施例中,加热器是电阻加热器。
附图说明
通过详细描述,所公开的示例的各种特征和益处对于本领域技术人员将变得显而易见。伴随详细说明的附图可以简要描述如下:
图1示出了电动车辆的示例动力传动***的高度示意图;
图2示出了具有图1的动力传动***的并且电连接到对动力传动***的牵引电池充电的电网电源的示例电动车辆;
图3示出了当电动车辆的内燃机运行时在驱动循环期间的图2的电动车辆的选定部分的示意图;
图4示出了当电动车辆的内燃机没有运行时在驱动循环期间的图2的电动车辆的选定部分的示意图;
图5示出了为图2的电动车辆选择流体维护模式或非流体维护模式的示例性方法中的步骤;
图6示出了当电动车辆处于非流体维护模式并且电连接到电网电源时图2的电动车辆的选定部分的示意图;
图7示出了当电动车辆处于流体维护模式并且电连接到电网电源时图2的电动车辆的选定部分的示意图。
具体实施方式
本公开内容总体上涉及当电动车辆电连接到电网电源并且处于流体维护模式时预热电动车辆的发动机流体。预热发动机流体可以减少电动车辆在驱动循环期间处于流体维护模式下花费的时间。可以使用来自电网电源的电力供电来预热发动机流体。
参考图1,插电式混合动力电动车辆(PHEV)的动力传动***10包括具有电池单元18的牵引电池14。动力传动***10还包括内燃机20、马达22和发电机24。马达22和发电机24是电机的类型。马达22和发电机24可以是分离的或具有组合的马达发电机的形式。
在该实施例中,动力传动***10是采用第一驱动***和第二驱动***的功率分流动力传动***。第一和第二驱动***产生扭矩以驱动一组或多组车辆驱动轮28。第一驱动***包括发动机20和发电机24的组合。第二驱动***至少包括马达22、发电机24和牵引电池14。马达22和发电机24是动力传动***10的电驱动***的一部分。
可以通过如行星齿轮组的动力传递单元30连接发动机20和发电机24。当然,其他类型的动力传递单元,包括其他齿轮组和传动装置可用于将发动机20连接到发电机24。在一个非限制性实施例中,动力传递单元30是包括环形齿轮32、中心齿轮34和行星齿轮架总成36的行星齿轮组。
发电机24可以由发动机20通过动力传递单元30驱动,以将动能转换成电能。发电机24可以替代地用作马达,以将电能转换成动能,从而向连接到动力传递单元30的轴38输出扭矩。
动力传递单元30的环形齿轮32连接到轴40,轴40通过第二动力传递单元44连接到车辆驱动轮28。第二动力传递单元44可以包括具有多个齿轮46的齿轮组。在其他示例中可以使用其他动力传递单元。
齿轮46将扭矩从发动机20传递到差速器48,以最终为车辆驱动轮28提供牵引力。差速器48可以包括能够将扭矩传递到车辆驱动轮28的多个齿轮。在该示例中,第二动力传递单元44通过差速器48机械连接到轮轴50,以将扭矩分配到车辆驱动轮28。
马达22可以选择性地用于通过向也连接到第二动力传递单元44的轴54输出扭矩来驱动车辆驱动轮28。在该实施例中,马达22和发电机24作为再生制动***的部分来协作,其中马达22和发电机24都可以用作马达以输出扭矩。例如,马达22和发电机24可以各自输出电功率来对牵引电池14的电池进行再充电。
继续参考图1的同时参考图2,示例的电动车辆60包含图1的动力传动***10。示例的电动车辆60是插电式混合动力电动车辆(PHEV)。在图2中,电动车辆60示出为处在充电位置,其中电动车辆60电连接到充电站64。
充电站64包括系绳式充电器总成68和电网电源72。当电动车辆60电连接到电网电源72时,电力可以通过充电器总成68从电网电源72移动到电动车辆60。其中,该电力可以用于对动力传动***的牵引电池14内的电池单元18进行再充电。
现继续参考图1和2的同时参考图3和图4,电动车辆60包括发动机20、牵引电池14、控制器76和电开关80。电动车辆60还包括发动机流体容器84、加热器88和发动机流体泵92。在本示例中,发动机流体96是机油,并且发动机流体容器84是油底壳。
在图3和图4中,电动车辆60示出为当电动车辆60与电网电源72电隔离时在驱动循环期间运行。驱动循环可以在电动车辆60接通时开始。驱动循环可以在电动车辆60熄火时结束。
在图3中,由于发动机20需要通过向驱动轮提供扭矩来驱动电动车辆60,从而发动机20运行。替代地,可以由于电动车辆60处于需要运行发动机20来加热发动机流体96的流体维护模式,从而发动机20运行。还可以运行发动机20来驱动发电机24(图1)以对牵引电池14充电。
当发动机20运行时,控制器76命令泵92通过多个导管98使发动机流体96在发动机20与发动机流体容器84之间循环。在一些示例中,不使用泵92而是发动机20驱动发动机流体96的循环。发动机20包括一些发动机流体96以及在发动机流体容器84与发动机20之间延伸的导管98。
发动机20和发动机流体96中的热能水平由于发动机20的运行而增加。如果热能水平保持高于阈值温度达到阈值时间(如20分钟),那么发动机流体96中的杂质被燃烧,并且确保了发动机流体96的品质。在一个示例中,阈值温度是212华氏度的发动机温度。在另一个实例中,阈值温度是发动机流体的175华氏度的温度。
在图4中,牵引电池14为马达22供电以提供驱动扭矩,并且发动机20不运行。当发动机20不运行时,发动机流体96不通过导管98在发动机20与发动机流体容器84之间循环。此外,发动机20和发动机流体96中的热能水平不会因为发动机20运行而增加。随着时间的推移,如果发动机流体96中的热能水平不增加,那么在发动机流体96中会产生杂质。
控制器76使电动车辆以流体维护模式或非流体维护模式运行。当处于流体维护模式时,运行发动机20以加热发动机流体96。控制器76可操作地至少连接到牵引电池14、发动机20、电开关80和泵92。
控制器76可以包括处理器和存储器部分。控制器76的处理器配置为执行存储在存储器部分中的作为软件代码的程序。存储在存储器部分中的程序可以包括一个或多个附加的或单独的程序,每个程序包括用于实现与如确定电动车辆60是否应当以流体维护模式或非流体维护模式运行相关联的逻辑功能的可执行指令的有序列表。
在一个非限制性实施例中,控制器76的处理器包含与存储器部分通信的中央处理单元,存储器部分可以包括用于执行本公开内容的示例性预热方法的各种类型的计算机可读存储装置或存储器装置。
控制器76可以是发动机控制单元(ECU)的一部分,或者可以是与ECU通信的单独的控制***。控制器76可以包括一个或多个单独的控制模块,该控制模块配备有用于与电动车辆60的各种部件交互并且命令电动车辆60的各种部件运行的可执行指令。
现继续参考图2和3的同时参考图4,在非限制性实施例中,控制器76使用方法100来评估电动车辆60是否应该进入或退出流体维护模式。
方法100在开始步骤110处开始。接下来,在步骤120,方法100确定发动机20是否已经启动。发动机20可以例如当电动车辆60开始驱动循环时启动。如果发动机20在步骤120没有启动,那么方法100返回到开始步骤110。如果在步骤120处发动机20已经启动,那么该方法移动到步骤130,步骤130计算发动机20是否已经运行以将发动机流体96的温度升高至等于或高于阈值温度达到阈值时间。
在一个具体示例中,阈值温度为175华氏度,并且阈值时间为20分钟。将发动机流体96维护在处于或高于阈值温度达到阈值时间,基本上确保了其中发动机流体96内的杂质已经被燃烧掉。如果在步骤130,发动机20使发动机流体96处于或高于阈值温度达到阈值时间,那么方法100返回到开始步骤110。如果在步骤130,发动机流体96没有处于或超过阈值温度达到阈值时间,那么方法100进行到步骤140,在步骤140将发动机冷启动计数增加1。在一些示例中,替代地或另外地,步骤130响应于未使用发动机20的延长时间段来增加计数器。
方法100从步骤140移动到步骤150,步骤150确定冷启动计数是否低于阈值启动计数。阈值启动计数的一个示例可以是例如二十五次冷启动。控制器76可以包括跟踪阈值启动计数的内部计数器部分。
步骤150还可以探测发动机流体容器84内的发动机流体96的温度,并且如果发动机流体96的温度已经处于或高于阈值温度,那么返回到开始步骤110。
如果发动机20的冷启动小于阈值启动计数,那么方法100移动到步骤160,步骤160使电动车辆60处于(或维持)非流体维护模式。然而,如果在步骤150,冷启动次数为二十五次或以上,并且发动机流体容器84内的发动机流体96的温度低于阈值温度,那么方法100从步骤150移动到步骤170,步骤170使电动车辆60转变到流体维护模式。
该方法从步骤170移动到步骤180。在步骤180,方法100计算发动机20是否已经运行足够长的时间,以将发动机流体96的温度升高到等于或高于流体维护阈值温度达到阈值时间。在步骤180处维持流体维护模式,直到计算发动机流体96处于或高于流体维护阈值温度达到阈值时间。如果计算结果或实际测量结果显示流体96没有超过流体维护温度达到阈值时间,那么方法100保持在流体维护模式中。如果计算结果或实际测量结果显示流体96超过流体维护温度达到阈值时间,那么方法100保持移动到步骤190,步骤190将计数器内的冷启动计数复位为零,然后移回到开始步骤110。
如果电动车辆60包含方法100,那么当发动机20已经启动二十五次或更多次而发动机20没有使发动机流体96达到或超过阈值温度达到阈值时间时,电动车辆60将从以非流体维护模式运行转变为以流体维护模式运行。然后实施流体维护模式以减轻发动机流体96的劣化。
在该示例中,电动车辆60在驱动循环结束时不会退出流体维护模式或非流体维护模式。因此,在驱动循环结束时,电动车辆60可处于流体维护模式或非流体维护模式。
现参考图1和图2的同时参考图6,当电动车辆60电连接到电网电源72时,控制器76配置为响应于电动车辆60处于流体维护模式或非流体维护模式来控制电开关80。当电动车辆60电连接到电网电源72时,电动车辆60的驱动循环已经结束。
响应于来自控制器76的命令,电开关80可以将电力从电网电源72传递到牵引电池14、加热器88或牵引电池14与加热器88两者。在电开关80处可以使用各种类型开关。在一个非限制性实施例中,电开关80是MOSFET(金属氧化物半导体场效应管,Metal-Oxide-Semiconductor Field Effect Transistor)或继电器。其他类型的开关可用于其他示例。
在该示例中,加热器88设置在发动机流体容器84内的发动机流体96内。在另一示例中,加热器88直接邻近发动机流体容器84。加热器88在通电时可以加热发动机流体容器84内的发动机流体96。在一个非限制性实施例中,加热器88可以将发动机流体容器84内的发动机流体96的温度升高至120华氏度。例如,加热器88可以是基于电阻的加热器。在该示例中,加热器88设置在发动机流体容器84中的发动机流体96内。因此,加热器88在发动机20的外部。
在图6的示例中,电动车辆60处于非流体维护模式并且电连接到电网电源72。由于电动车辆60处于非流体维护模式,不需要用加热器88加热发动机流体96,并且控制器76命令电开关80将电力从电网电源72传送到牵引电池14。
在图7中,电动车辆60处于流体维护模式并且电连接到电网电源72。由于电动车辆60处于流体维护模式,控制器76至少将来自电网电源的一些电力72传送到加热器88以加热发动机流体容器84内的发动机流体96。
为加热器88供电,使加热器88对发动机流体容器84内的发动机流体进行加热。当电动车辆60充电时,加热发动机流体96被认为是预热发动机流体96。预热提高了发动机流体96的热能水平。因此,在下一个驱动循环期间,发动机20将不需要运行如此久来使发动机流体96达到阈值温度,这意味着在驱动循环期间电动车辆60在流体维护模式中花费更少的时间。因此,期望的是,电动车辆60的驾驶员经历发动机20运行时间的减少。在一些示例中,由于预热,发动机20在流体维护模式期间的运行时间减少约三分之一。
所公开的示例的特征包括利用来自电网电源的电力来预热发动机流体。预热会升高发动机流体的温度。因此,如果电动车辆处于需要运行发动机以加热流体的流体维护模式,那么可以减少运行发动机以将发动机流体升至阈值温度的时间。因此,相对于当未预热发动机流体时,当预热发动机流体时流体维护模式可以更快地退出。
流体维护模式便于确保污染物从发动机流体排出。此外,升高发动机流体的温度可以降低粘度,并且如果发动机流体循环通过发动机,那么会减少磨损。
前面的描述本质上是示例性的而不是限制性的。对所公开的示例的变化和修改对于本领域技术人员来说可以变成显而易见的,而这些变化和修改不一定偏离本公开内容的实质。因此,给予本公开内容的法律保护范围只能通过研究以下权利要求来确定。
Claims (15)
1.一种流体加热方法,包含:
在驱动循环期间,如果车辆处于流体维护模式,那么运行所述车辆的发动机以加热发动机流体;和
在所述驱动循环之前,如果所述车辆处于所述流体维护模式并且所述车辆电连接到电网电源,那么加热所述流体。
2.根据权利要求1所述的方法,包含使用来自所述电网电源的电力进行加热。
3.根据权利要求1所述的方法,包含当所述车辆连接到所述电网电源时对所述车辆的牵引电池进行充电,并且可选择地,包含在加热期间进行充电。
4.根据权利要求1所述的方法,包含当所述发动机不运行时进行加热。
5.根据权利要求1所述的方法,包含当所述车辆与所述电网电源电分离时,在所述驱动循环期间进行运行。
6.根据权利要求1所述的方法,包含在所述发动机外部的位置处加热所述流体。
7.根据权利要求1所述的方法,包含响应于所述车辆在所述发动机没有运行的情况下运行而进入所述流体维护模式,并且可选择地,其中所述流体维护模式是机油维护模式。
8.根据权利要求1所述的方法,包含在所述流体维护模式中运行所述发动机以燃烧所述流体内的杂质。
9.根据权利要求1所述的方法,包含响应于所述发动机在阈值温度运行达到阈值时间而退出所述流体维护模式。
10.一种流体加热总成,包含:
电动车辆的发动机;和
流体加热器,当所述电动车辆电连接到电网电源时,响应于所述电动车辆处于流体维护模式中而激活所述流体加热器来加热所述发动机的流体。
11.根据权利要求10所述的流体加热总成,其中所述流体加热器配置为在所述发动机外部的位置处加热所述流体,并且可选择地,其中当电连接到所述电网电源时,响应于所述电动车辆处于非流体维护模式而停用所述流体加热器。
12.根据权利要求10所述的流体加热总成,其中当激活所述流体加热器时,所述流体加热器由所述电网电源供电。
13.根据权利要求10所述的流体加热总成,其中所述流体是机油,并且所述流体加热器设置在油底壳内,并且可选择地,其中所述流体加热器是电阻加热器。
14.根据权利要求10所述的流体加热总成,其中所述发动机配置为在驱动循环期间响应于所述电动车辆处于所述流体维护模式而运行。
15.根据权利要求12所述的流体加热总成,其中所述车辆配置为响应于所述车辆在所述发动机没有运行的情况下运行而进入所述流体维护模式。
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US20180030865A1 (en) | 2018-02-01 |
US10781731B2 (en) | 2020-09-22 |
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