CN111098721B - 电动车辆 - Google Patents
电动车辆 Download PDFInfo
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- CN111098721B CN111098721B CN201910967155.5A CN201910967155A CN111098721B CN 111098721 B CN111098721 B CN 111098721B CN 201910967155 A CN201910967155 A CN 201910967155A CN 111098721 B CN111098721 B CN 111098721B
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- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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- B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
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- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
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- B60L58/13—Maintaining the SoC within a determined range
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- G01R31/006—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks
- G01R31/007—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks using microprocessors or computers
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- G01R31/392—Determining battery ageing or deterioration, e.g. state of health
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Abstract
本发明涉及电动车辆。一种电动车辆,包括:电动机,其被配置成输出用于行驶的动力;蓄电装置,其被配置成向电动机供应电力;以及控制装置,其被配置成设定作为使用来自外部电源的电力对蓄电装置进行充电时的充电电流的最大值的输入限制。控制装置被配置成:当作为指示所述车辆的累积使用程度的使用指标与所述使用指标的规定最大值的比率的车辆使用比率大时,将与当所述车辆使用比率小时相比更大的值设定为所述输入限制。
Description
技术领域
本发明涉及一种电动车辆,尤其涉及一种包括将输入限制设定为使用来自外部电源的电力对蓄电装置进行充电时的充电电流的最大值的控制装置的电动车辆。
背景技术
在现有技术中,作为这种类型的电动车辆,已经提出了考虑到电池的劣化程度来设定电池输入电力限制值的电动车辆(例如,参见WO2010/005079)。在车辆中,当电池的劣化程度较大时,电池输入电力限制值被设定为较小,从而抑制了电池劣化的进行。
发明内容
然而,在上述电动车辆中,在车辆使用多年的情况下,电池的劣化程度变大。因此,根据抑制劣化进行的需要,将电池输入电力限制值设定为较小值。因此,不能使电池充分发挥性能,因此,不能使车辆充分发挥性能。
本发明的电动车辆主要旨在即使在蓄电装置使用多年时也抑制蓄电装置的性能劣化。
为了实现上述主要目的,通过下面描述的方面实现本发明的电动车辆。
本发明的方面提供了一种电动车辆。电动车辆包括电动机,蓄电装置和控制装置。所述电动机被配置成输出用于行驶的动力。所述蓄电装置被配置成向所述电动机供应电力。所述控制装置被配置成设定作为使用来自外部电源的电力对所述蓄电装置进行充电时的充电电流的最大值的输入限制。所述控制装置被配置成:当作为指示所述车辆的累积使用程度的使用指标与所述使用指标的规定最大值的比率的车辆使用比率大时,将与当所述车辆使用比率小时相比更大的值设定为所述输入限制。
在根据本发明的方面的电动车辆中,设定输入限制作为使用来自外部电源的电力对所述蓄电装置充电时的充电电流的最大值。此时,当作为指示所述车辆的累积使用程度的使用指标与所述使用指标的规定最大值的比率的车辆使用比率大时,与所述车辆使用比率小时相比,输入限制被设定得更大。由此,即使在使用多年且寿命缩短的车辆中,也能够抑制蓄电装置的性能降低,因此能够抑制车辆性能的降低。这里,作为使用指标,可以使用累积行驶距离或使用年数。在这种情况下,作为使用指标的规定最大值,在累积行驶距离用作使用指标的情况下可以使用150,000千米、200,000千米等,并且在使用年数用作使用指数的情况下可以使用10年、15年等。
在本发明的电动车辆中,所述控制装置可以被配置成计算作为所述蓄电装置的实际满充电容量与满充电容量的初始值的比例的实际容量维持率;将所述使用指标应用到规定对照图(map)以导出目标容量维持率,使得当所述使用指标更大时所述目标容量维持率变得更小;并且当通过从所述目标容量维持率减去所述实际容量维持率获得的值大时,将与当该值小时相比更小的值设定为所述输入限制。以这种方式,可以考虑电动车辆的先前使用情况来设定蓄电装置的输入限制。结果,可以更适当地抑制蓄电装置的性能降低。
附图说明
下面将参照附图描述本发明的示例性实施例的特征、优点以及技术和工业重要性,附图中相似的数字表示相似的元件,并且其中:
图1是示出作为本发明的示例的电动汽车20的构成概略的构成图;
图2是示出由电子控制单元70执行的充电输入限制设定处理的示例的流程图;
图3是示出目标容量维持率导出处理的示例的流程图;
图4是示出用于目标容量维持率导出的对照图的示例的说明图;
图5是示出实际容量维持率计算处理的示例的流程图;
图6是示出车辆使用比率计算处理的示例的流程图;和
图7是示出用于充电输入限制设定的对照图的示例的说明图。
具体实施方式
接下来,将结合示例描述用于执行本发明的模式。
图1是示出作为本发明的示例的电动车辆20的配置的概要的配置图。如图1所示,该示例的电动车辆20包括电动机32、逆变器34、作为直流电源的电池36、用于充电的继电器50、以及电子控制单元70。
电动机32由例如同步电动机发电机构成,并且具有转子,该转子连接到驱动轴26,驱动轴26通过差动齿轮24耦合到驱动轮22a,22b。逆变器34用于电动机32的驱动并且通过电力线38和***主继电器35连接到电池36。通过电子控制单元70对逆变器34的多个开关元件(未示出)的开关控制,电动机32被旋转驱动。
电池36由例如锂离子二次电池或镍氢二次电池构成,并通过***主继电器35和逆变器34与电动机32交换电力。即,通过电动机32的电力控制,使用来自电池36的电力,从电动机32输出用于驱动的动力,并且通过电动机32的再生控制,利用来自电动机32的再生电力对电池36进行充电。
用于充电的继电器50设置在电力线52中,该电力线52连接被连接到车辆外部的充电站90的站侧连接器91的车辆侧连接器51与电力线38。尽管未示出,用于充电的继电器50包括正电极继电器和负电极继电器。
尽管未示出,电子控制单元70构成为以CPU为中心的微处理器,并且除了CPU之外还包括存储处理程序的ROM、临时存储数据的RAM、闪存、输入/输出端口、通信端口等。
来自各种传感器的信号通过输入端口输入到电子控制单元70。作为输入到电子控制单元70的信号,例如,可以例示来自检测电动机32的转子的旋转位置的旋转位置传感器(未示出)的电动机32的转子的旋转位置θm和来自检测电动机32的各相的相电流的电流传感器(未示出)的电动机32的各相的相电流Iu、Iv、Iw。也可以例示来自附接在电池36的端子之间的电压传感器36a的电池36的电压Vb、来自附接到电池36的输出端子的电流传感器36b的电池36的电流Ib、以及来自附接到电池36的温度传感器36c的电池36的温度Tb。也可以例示来自检测车辆侧连接器51是否连接到站侧连接器91的连接检测传感器53的连接检测信号以及来自附接到在车辆侧连接器51和用于充电的继电器50之间的电力线52的电压传感器52a的充电电压Vchg。另外,还可以例示来自点火开关80的点火信号和来自检测变速杆81的操作位置的档位传感器82的档位SP。也可以例示来自检测加速器踏板83的下压量的加速器踏板位置传感器84的加速器操作量Acc、来自检测来自制动器踏板85的下压量的制动器踏板位置传感器86的制动器踏板位置BP、来自车速传感器88的车速V、来自里程表89的累积行驶距离Dist等。
通过输出端口从电子控制单元70输出各种控制信号。例如,作为从电子控制单元70输出的信号,可以例示到逆变器34的控制信号、到***主继电器35的控制信号、以及到充电用继电器50的控制信号。也可以例示在车辆侧连接器51连接到站侧连接器91时通过车辆侧连接器51和站侧连接器91的通信线路输入到充电站90的充电所需的信息(对电池36进行充电时的充电输入限制Ichg等)。电子控制单元70基于来自电流传感器36b的电池36的输入/输出电流Ib的积分值来计算电池36的蓄电量Cb或充电状态SOC。这里,蓄电量Cb是可从电池36放电的电力量,并且充电状态SOC是蓄电量Cb与电池36的总容量Cap的比例。
在如上构造的示例的电动车辆20中,电子控制单元70基于加速器操作量Acc和车速V设定用于行驶所要求的(用于驱动轴26所要求的)要求转矩Td*,将要求转矩Td*设定为电动机32的转矩指令Tm*,并且执行逆变器34的开关元件的开关控制,使得以转矩指令Tm*驱动电动机32。
在该示例的电动车辆20中,在家中或诸如充电站90的充电设施处停车期间车辆侧连接器51和设施侧连接器连接的情况下(在通过连接检测传感器53检测到车辆侧连接器51和设施侧连接器的连接的情况下),使用来自充电设施的电力对电池36充电。
接下来,将描述如上构造的电动车辆20的操作,特别是在由充电站90以相对大的电力执行快速充电中设定电池36的充电输入限制Ichg的情况下的操作。图2是示出由电子控制单元70执行的充电输入限制设定处理的示例的流程图。当车辆侧连接器51连接到充电站90的站侧连接器91时,执行该处理。
在执行充电输入限制设定处理的情况下,电子控制单元70首先执行用于导出目标容量维持率Captag的处理(步骤S100)。目标容量维持率Captag是当作为电池36的初始值的总容量(满充电容量)的维持率被设定为100%时,作为即使由于随后使用车辆而导致的劣化也要维持的目标值的总容量的维持率。用于导出目标容量维持率Captag的处理由图3所示的目标容量维持率导出处理执行。即,输入来自里程表89的累积行驶距离Dist(步骤S200),并且将输入的累积行驶距离Dist应用于目标容量维持率导出的对照图,以导出目标容量维持率Captag(步骤S210)。图4示出了用于目标容量维持率导出的对照图的示例。如图4所示,当累积行驶距离Dist变大时,目标容量维持率Captag从初始值100%变小,并且被确定为接近给定值(例如,80%)。
接下来,计算实际容量维持率Capest(步骤S110)。实际容量维持率Capest是当作为电池36的初始值的总容量(满充电容量)的维持率被设定为100%时在当前时间电池36的总容量的实际维持率。实际容量维持率Capest的计算通过图5所示的实际容量维持率计算处理来执行。即,首先,执行搜索当电池36以等于或小于最后预定电力Pref的电力进行充电时的数据(步骤S300)。预定电力Pref是在以相对低的电力进行充电的情况下搜索数据的阈值,并且可以使用诸如可允许的最大充电电力的50%或40%的电力作为预定电力Pref。接着,将搜索数据中包括的充电开始时的充电状态SOC设定为开始比例SOCstart,将充电结束时的充电状态SOC设定为结束比例SOCend,以及将充电中的电流积分值设定为充电电流积分值Ahr(步骤S310)。然后,通过下面描述的表达式(1)计算实际容量维持率Capest(步骤S320)。在表达式(1)中,“BATCAP”是作为电池36的初始值的总容量(满充电容量),并且“10000”是用于将实际容量维持率Capest转换为百分比(%)的系数。在表达式(1)中,通过将通过从结束比例SOCend减去起始比例SOCstart而获得的值乘以BATCAP,将充电电流积分值Ahr除以乘法结果,并将除法结果乘以系数(10000)来计算实际容量维持率Capest。
随后,计算车辆使用比率Klife(步骤S120)。车辆使用比率Klife是先前使用与假定车辆使用限制(车辆寿命)的比例。车辆使用比率Klife的计算通过图6所示的车辆使用比率计算处理来执行。即,输入来自里程表89的累积行驶距离Dist(步骤S400),并且将通过将输入累积行驶距离Dist除以作为车辆使用限制(车辆寿命)的累积行驶距离限制Dlife获得的值和值1之间的较小值设定为车辆使用比率Klife(步骤S410)。这里,该设定被执行使得,在累积行驶距离Dist超过累积行驶距离限制Dlife时,车辆使用比率Klife不超过值1。通常,由于累积行驶距离Dist小于累积行驶距离限制Dlife,因此车辆使用比率Klife被设定为小于值1的值。
然后,通过从目标容量维持率Captag减去实际容量维持率Capest而获得的值和车辆使用比率Klife被应用于用于充电输入限制设定的对照图,以设定充电输入限制Ichg(步骤S130)。图7示出了用于充电输入限制设定的对照图的示例。在图7所示的对照图中,当通过从目标容量维持率Captag减去实际容量维持率Capest而获得的值处于负区域时,电池36的劣化小于目标水平(不在进行中)。因此,将规定给电池36的充电允许最大输入限制Ichgmax设定为充电输入限制Ichg。当通过从目标容量维持率Captag减去实际容量维持率Capest而获得的值处于正区域时,电池36的劣化大于目标水平(正在进行中)。因此,充电输入限制Ichg被设定为小于充电允许最大输入限制Ichgmax的值。此时,将充电输入限制Ichg设定为当通过从目标容量维持率Captag减去实际容量维持率Capest而获得的值更大时变得更小的值。这是根据电池36的劣化过程的程度来设定充电输入限制Ichg。此外,当车辆使用比率Klife较大时(当车辆寿命较短时),充电输入限制Ichg被设定为较大的值。这是为了即使车辆使用多年也抑制电池36的性能降低,并且抑制车辆性能的降低。也就是说,原因在于考虑到当车辆寿命(电池寿命)短时,即使电池36的劣化进行,也可以通过抑制电池36的性能的降低来实现优异的用户友好性。
如上所述设定的充电输入限制Ichg被发送到充电站90并用于利用来自充电站90的电力对电池36进行充电。即,在快速充电时,电池36以来自充电站90的作为充电输入限制Ichg的电力充电。
在上述示例的电动车辆20中,当车辆使用比率Klife较大时(当车辆寿命较短时),较大的值被设定为充电输入限制Ichg。由此,即使车辆使用多年,也可以抑制电池36的性能的降低,因此,可以抑制车辆性能的降低。此外,当通过从目标容量维持率Captag减去实际容量维持率Capest而获得的值变大时变小的值被设定为充电输入限制Ichg。由此,可以根据电池36的劣化过程的程度来设定充电输入限制Ichg。结果,可以更适当地抑制电池36的性能劣化。
在该示例的电动车辆20中,通常,车辆使用比率Klife被计算为通过将累积行驶距离Dist除以累积行驶距离限制Dlife获得的值。可以使用车辆的使用年数来代替累积行驶距离Dist。在这种情况下,可以使用规定的寿命年数(例如,10年、15年等)作为累积行驶距离限制Dlife。此外,在这种情况下,优选地,使用车辆的使用年数代替累积行驶距离Dist以用于导出目标容量维持率Captag的处理。这里,由于认为累积行驶距离Dist或车辆使用年数是指示车辆累计使用程度的使用指标,因此可以使用累计行驶距离Dist或车辆使用年数以外的任何值,只要该值表示车辆的累积使用程度即可。
在该示例的电动车辆20中,尽管安装了构成为锂离子二次电池或镍氢二次电池的电池36,但是可以安装诸如铅蓄电池的蓄电装置。
在该示例中,尽管已经描述了将本发明应用于电动车辆20的情况,但是本发明可以应用于其中能够以来自充电站90的电力对电池进行充电的汽车,例如所谓的插电式混合动力汽车。
将描述示例的主要组件与发明内容中描述的本发明的主要组件之间的对应关系。在该示例中,电动机32对应于“电动机”,电池36对应于“蓄电装置”,并且电子控制单元70对应于“控制装置”。
在发明内容中描述的示例的主要组件与本发明的主要组件之间的对应关系不应被视为限制在发明内容中描述的本发明的组件,因为该示例仅用于说明具体描述了本发明的方面。也就是说,应当基于发明内容中的描述来解释发明内容中描述的发明,并且该示例仅仅是发明内容中描述的本发明的具体示例。
尽管以上结合实施例描述了实施本发明的方式,但本发明不限于该实施例,并且当然可以在不脱离本发明的精神和范围的情况下以各种形式实施。
本发明可用于电动车辆的制造业等。
Claims (3)
1.一种电动车辆,其特征在于,包括:
电动机,所述电动机被配置成输出用于行驶的动力;
蓄电装置,所述蓄电装置被配置成向所述电动机供应电力;以及
控制装置,所述控制装置被配置成设定作为使用来自外部电源的电力对所述蓄电装置进行充电时的充电电流的最大值的输入限制,
其中,所述控制装置被配置成:当作为指示所述车辆的累积使用程度的使用指标与所述使用指标的规定最大值的比率的车辆使用比率大时,将与当所述车辆使用比率小时相比更大的值设定为所述输入限制。
2.根据权利要求1所述的电动车辆,其特征在于,所述使用指标是累积行驶距离或使用年数。
3.根据权利要求1或2所述的电动车辆,其特征在于,所述控制装置被配置成:计算作为所述蓄电装置的实际满充电容量与满充电容量的初始值的比例的实际容量维持率;将所述使用指标应用到规定对照图以导出目标容量维持率,使得当所述使用指标更大时所述目标容量维持率变得更小;并且当通过从所述目标容量维持率减去所述实际容量维持率获得的值大时,将与当该值小时相比更小的值设定为所述输入限制。
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