CN113968148A - 一种增程式电动车的充电控制方法、***和电动车 - Google Patents

一种增程式电动车的充电控制方法、***和电动车 Download PDF

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CN113968148A
CN113968148A CN202010716947.8A CN202010716947A CN113968148A CN 113968148 A CN113968148 A CN 113968148A CN 202010716947 A CN202010716947 A CN 202010716947A CN 113968148 A CN113968148 A CN 113968148A
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charging
power
battery
electric vehicle
engine
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涂岩恺
陈远
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Xiamen Yaxon Networks Co Ltd
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Priority to PCT/CN2021/107094 priority patent/WO2022017319A1/zh
Priority to US18/006,435 priority patent/US20230264677A1/en
Priority to EP21846470.9A priority patent/EP4186737A1/en
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Abstract

一种增程式电动车的充电控制方法、***和电动车，预设第一阈值和第二阈值，且第一阈值大于第二阈值；控制方法步骤如下：1)当电池的电量低于第一阈值且高于第二阈值时，进入步骤2)；当电池的电量低于第二阈值时，控制器控制对电池进行强制充电；2)控制器判断是否满足Pv+Pb1＞Pu，Pv、Pb1和Pu分别为当前车辆驱动功率需求、电池最低充电功率需求和发动机的高效能运行区间的最大功率值，若否，则为最佳充电时机，控制发动机提高功率至Pu，对电池以功率Pu‑Pv进行充电；若是，则不进行充电，进入步骤3)；3)根据前方地形情或道路环境预测最佳的充电时机，并在该最佳的充电时机进行充电；4)回到步骤1)。本发明为增程式电动车预测最佳充电时机，确保发动机在对电池充电时，运行在高效能功率区间，有更好的经济性。

Description

一种增程式电动车的充电控制方法、***和电动车
技术领域
本发明涉及电动车领域，特别是指一种增程式电动车的充电控制方法、***和电动车。
背景技术
目前，增程式电动车(REEV)采用的能量管理策略有开关式、分段式和功率跟随式等。其中功率跟随法大大减少了充放电过程，其在一定的发动机高效能的功率区间内，由发动机带动发电机生成的功率直接驱动电机，因此发动机功率始终约等于车辆行驶需要的驱动功率；当车辆需求的驱动功率很低时，发动机按预先设定的高效能区间的最低功率点工作，多余的功率给电池充电；当驱动功率很大，发动机高能效区率区间的最高功率不够时，电池放电补充。
这种功率跟随法方法，保证了发动机能长期处于高效能的功率区间运行，但这种方法不能保证电池的SOC能维持在一定区间，通常需要增加一些辅助策略，在电池低SOC时要强制充电。由于强制充电，可能造成发动机运行超出高效功率区间，因此传统的功率跟随式能量管理，在对电池充电时机上选择不当，而可能增大能耗。
发明内容
本发明的主要目的在于克服现有技术中的上述缺陷，提出一种增程式电动车的充电控制方法、***和电动车，减少发动机为了给电池充电而运行在非高能效区间的时间占比，具有更好的经济性。
本发明采用如下技术方案：
一种增程式电动车的充电控制方法，其特征在于：预设第一阈值和第二阈值，且第一阈值大于第二阈值；控制方法步骤如下：
1)当电池的电量低于第一阈值且高于第二阈值时，进入步骤2)；当电池的电量低于第二阈值时，控制器控制对电池进行强制充电；
2)控制器判断是否满足Pv+Pb1＞Pu，Pv、Pb1和Pu分别为当前车辆驱动功率需求、电池最低充电功率需求和发动机的高效能运行区间的最大功率值，若否，则为最佳充电时机，控制发动机提高功率至Pu，对电池以功率Pu-Pv进行充-电；若是，则不进行充电，进入步骤3)；
3)根据前方地形情或道路环境预测最佳的充电时机，并在该最佳的充电时机进行充电；
4)回到步骤1)。
优选的，在步骤3)中，预测在前方地形或道路环境中车辆驱动的功率预测需求P′v，判断是否满足P′v+Pb1＞Pu，若否，则车辆到达前方道路后满足P′v+Pb1＜Pu时，即为最佳充电时机，开始充电；否则不进行充电。
优选的，在步骤3)中，若前方地形或道路环境中始终未出现最佳充电时机，且电池的电量低于第二阈值时，控制对电池进行强制充电至第一阈值。
优选的，若前方地形或道路环境具有坡度变化，所述功率预测需求P′v估算方法如下：
1)读取当前发动机负荷百分比值N，N为当前功率占发动机最大功率Wmax的百分比，从电子地平线获取当前坡度值θ0和前方坡度值θi；
2)假设车辆保持相近状态行驶，即车速为V，则在前方坡度θi的路段,发动机的预测负荷百分比为N′i，计算得到功率预测需求P′v＝N′iWmax。
优选的，因坡度引起的牵引力变化为：Fs＝mgsin(θi-θ0)≈mg(θi-θ0)；
功率变化：P＝mgV(θi-θ0)；
发动机的预测负荷百分比为：N′i＝N+mgV(θi-θ0)/Wmax；
其中，m为整车质量，g为重力加速度。
优选的，若前方地形或道路环境中具有限速变化，从电子地平线获取前方j点的限速信息变为Vj，则车速替换为Vj，则对应的，预测负荷百分比N'j为：N'j＝N+mgVj(θi-θ0)/Wmax，功率预测需求P′v＝N'jWmax。
优选的，若前方地形或道路环境中具有弯道信息，从电子地平线获取前方k点的转弯半径为Rk和转弯角度为ak，则
理想状态下的转弯阻力系数fr为：fr＝(V2/Rg)a
因弯道增加的功率为：
Figure BDA0002598551750000021
总增加的功率为：
Figure BDA0002598551750000022
Figure BDA0002598551750000031
功率预测需求为P′v＝N′kWmax；
其中R为转弯半径，a为转弯角度。
一种增程式电动车的充电控制***，包括发动机、发电机、电机、电池和控制器；该发电机与电机、电池和发动机相连，该控制器与发动机和发电机相连；其特征在于：控制器还与电子地平线***连接以获取车辆前方地形或道路环境，并采用上述的一种增程式电动车的充电控制方法，控制发动机带动发电机对电池充电。
一种增程式电动车，包括车辆本体，其特征在于：还包括上述的一种增程式电动车的充电控制***。
由上述对本发明的描述可知，与现有技术相比，本发明具有如下有益效果：
1、本发明的方法、***和电动车，能够结合电子地平线信息，为增程式电动车(REEV)预测最佳充电时机，确保发动机在对电池充电时，运行在高效能功率区间，有更好的经济性。
2、本发明的方法、***和电动车，可通过当前车辆驱动功率需求、电池最低充电功率需求和发动机的高效能运行区间的最大功率值直接判断最佳充电时机，或者再结合前方地形或道路环境中车辆驱动的功率预测需求预测最佳充电时机，实现最佳能量管理。
3、本发明的方法、***和电动车，其功率预测需求的计算可根据获取到的前方地形或道路环境中的变化信息进行计算，包括有坡度、限速变化和弯道变化等，实现不同路况的最佳充电时机预测。
4、本发明的方法、***和电动车，还可以根据实际情况进行扩展，即若电子地平线可提供的前方道路信息中有涉及其它改变车辆功率需求的因素，通过该因素对功率的影响来计算对应的功率预测需求。
附图说明
图1为本发明增程式电动车结构框图；
图2为本发明中来自电子地平线***的限速Vj与坡度θi关系图；
图3为本发明中来自电子地平线***的限速Vj、坡度θi、转弯半径和折弯角度关系图。
以下结合附图和具体实施例对本发明作进一步详述。
具体实施方式
以下通过具体实施方式对本发明作进一步的描述。
参见图1，一种增程式电动车的充电控制***，设置有控制器、发动机、发电机、电机和电池等，该发电机与电机和电池相连，该电机用于驱动减速器或差速器工作。该控制器即APU与发动机和发电机相连，通过控制发动机带动发电机生成的功率直接驱动电机，或者控制发动机带动发电机对电池充电。该控制器还与电子地平线***相连，用于获取电子地平线***的车辆前方地形或道路环境等。控制器根据前方地形的预测性况，采用本发明的一种增程式电动车的充电控制方法，对电池的剩余电量SOC充电进行预测性控制，能够更大程度上的保证即使在对电池充电时，发动机也运行在高效能功率区间。
本发明中的电子地平线包括地图数据、GPS/北斗定位和前向搜索引擎等，其特点是根据GPS/北斗卫星定位***解析出车辆的定位经纬度位置，及车辆的前进方向信息，在电子地平线地图上进行车辆前方地理信息的搜索，将前方地理信息通过CAN总线或以太网总线传递给控制器。本***需要用到的信息包括有坡度信息、弯道信息、限速信息等与车辆功率需求变化紧密相关的地形或道路环境等信息。
本发明的一种增程式电动车的充电控制方法，预设第一阈值和第二阈值，该第一阈值为可选充电阈值，该第二阈值为强制充电阈值，且第一阈值大于第二阈值，第一阈值和第二阈值的选取可根据需要设定，不做限定。
控制方法步骤如下：
1)当控制器检测到电池的电量低于第一阈值且高于第二阈值时，控制器不立即增大发动机功率对电池充电控制器，而是进入步骤2)；当电池的电量低于第二阈值时，控制器控制对电池进行强制充电。
2)判断是否满足Pv+Pb1＞Pu，Pv、Pb1和Pu分别为当前车辆驱动功率需求、电池最低充电功率需求和发动机的高效能运行区间的最大功率值，若否，则为最佳充电时机，控制发动机提高功率至Pu，对电池以功率Pu-Pv进行充电；若是，则不进行充电，进入步骤3)。
3)根据前方地形情或道路环境预测最佳的充电时机，并在该最佳的充电时机进行充电。
4)回到步骤1)。
其中，在步骤3)中，预测最佳的充电时机，具体包括：预测在前方地形或道路环境中车辆驱动的功率预测需求P′v，判断是否满足P′v+Pb1＞Pu，若否，则车辆到达前方道路后满足P′v+Pb1＜Pu时，即为最佳充电时机，开始充电；否则不进行充电；
在步骤3)预测最佳的充电时机过程中，若前方地形或道路环境中始终未出现最佳充电时机，且电池的电量低于第二阈值时，控制对电池进行强制充电，直至电池SOC到达第一阈值。
本发明的预测功率的计算，来源于汽车功率平稳公式。若前方地形或道路环境具有坡度变化，功率预测需求P′v估算方法如下：
1)读取当前发动机负荷百分比值N，N为当前功率占发动机最大功率Wmax的百分比，从电子地平线获取当前坡度值θ0和前方坡度值θi；
2)假设车辆保持相近状态行驶，即车速基本稳定为V，则在前方坡度θi的路段，发动机的预测负荷百分比为N′i，计算得到功率预测需求P′v＝N′iWmax。
因坡度引起的牵引力变化为：Fs＝mgsin(θi-θ0)≈mg(θi-θ0)；
功率变化：P＝mgV(θi-θ0)；
发动机的预测负荷百分比为：N′i＝N+mgV(θi-θ0)/Wmax；
其中m为整车质量，g为重力加速度。
进一步的，参见图2，若前方地形或道路环境中除了坡度变化，还具有限速变化，从电子地平线获取前方j点的限速信息变为Vj，则到达j点时，将车速为Vj，则对应的，预测负荷百分比N'j为：N'j＝N+mgVj(θi-θ0)/Wmax，功率预测需求P′v＝N'jWmax。
进一步的，参见图3，若前方地形或道路环境中还具有弯道信息，即从电子地平线获取前方k点的转弯半径为Rk和转弯角度为ak，则
理想状态下的转弯阻力系数fr为：fr＝(V2/Rg)a
因弯道增加的功率为：
Figure BDA0002598551750000051
总增加的功率为：
Figure BDA0002598551750000052
Figure BDA0002598551750000053
功率预测需求为P′v＝N′kWmax；
其中R为转弯半径，a为转弯角度。
本发明在实际应用中，还可以根据实际情况进行扩展，即若电子地平线可提供的前方道路信息中有涉及其它改变车辆功率需求的因素，通过该因素对功率的影响的公开、公知、公理性公式来计算对应的功率预测需求。
参见图1，本发明还提出一种增程式电动车，包括车辆本体和上述的一种增程式电动车的充电控制***，该增程式电动车的充电控制***采用本发明一种增程式电动车的充电控制方法，控制发电机带动发电机对电池充电，确保发动机在对电池充电时，运行在高效能功率区间，有更好的经济性。
本发明的方法和装置，能够根据电子地平线信息，为增程式电动车(REEV)预测合理的充电时机，减少发动机为了给电池充电而运行在非高能效区间的时间占比，有更好的经济性。
上述仅为本发明的具体实施方式，但本发明的设计构思并不局限于此，凡利用此构思对本发明进行非实质性的改动，均应属于侵犯本发明保护范围的行为。

Claims (9)

1.一种增程式电动车的充电控制方法，其特征在于：预设第一阈值和第二阈值，且第一阈值大于第二阈值；控制方法步骤如下：
1)当电池的电量低于第一阈值且高于第二阈值时，进入步骤2)；当电池的电量低于第二阈值时，控制器控制对电池进行强制充电；
2)控制器判断是否满足Pv+Pb1＞Pu，Pv、Pb1和Pu分别为当前车辆驱动功率需求、电池最低充电功率需求和发动机的高效能运行区间的最大功率值，若否，则为最佳充电时机，控制发动机提高功率至Pu，对电池以功率Pu-Pv进行充电；若是，则不进行充电，进入步骤3)；
3)根据前方地形情或道路环境预测最佳的充电时机，并在该最佳的充电时机进行充电；
4)回到步骤1)。
2.如权利要求1所述的一种增程式电动车的充电控制方法，其特征在于：在步骤3)中，预测在前方地形或道路环境中车辆驱动的功率预测需求P′v，判断是否满足P′v+Pb1＞Pu，若否，则车辆到达前方道路后满足P′v+Pb1＜Pu时，即为最佳充电时机，开始充电；否则不进行充电。
3.如权利要求1所述的一种增程式电动车的充电控制方法，其特征在于：在步骤3)中，若前方地形或道路环境中始终未出现最佳充电时机，且电池的电量低于第二阈值时，控制对电池进行强制充电至第一阈值。
4.如权利要求2所述的一种增程式电动车的充电控制方法，其特征在于：若前方地形或道路环境具有坡度变化，所述功率预测需求P′v估算方法如下：
1)读取当前发动机负荷百分比值N，N为当前功率占发动机最大功率Wmax的百分比，从电子地平线获取当前坡度值θ0和前方坡度值θi；
2)假设车辆保持相近状态行驶，即车速为V，则在前方坡度θi的路段,发动机的预测负荷百分比为N′i，计算得到功率预测需求P′v＝N′iWmax。
5.如权利要求4所述的一种增程式电动车的充电控制方法，其特征在于：因坡度引起的牵引力变化为：Fs＝mgsin(θi-θ0)≈mg(θi-θ0)；
功率变化：P＝mgV(θi-θ0)；
发动机的预测负荷百分比为：N′i＝N+mgV(θi-θ0)/Wmax；
其中，m为整车质量，g为重力加速度。
6.如权利要求2所述的一种增程式电动车的充电控制方法，其特征在于：若前方地形或道路环境中具有限速变化，从电子地平线获取前方j点的限速信息变为Vj，则车速替换为Vj，则对应的，预测负荷百分比N′j为：N′j＝N+mgVj(θi-θ0)/Wmax，功率预测需求P′v＝N′jWmax。
7.如权利要求2所述的一种增程式电动车的充电控制方法，其特征在于：若前方地形或道路环境中具有弯道信息，从电子地平线获取前方k点的转弯半径为Rk和转弯角度为ak，则
理想状态下的转弯阻力系数fr为：fr＝(V2/Rg)a
因弯道增加的功率为：
Figure FDA0002598551740000021
总增加的功率为：
Figure FDA0002598551740000022
Figure FDA0002598551740000023
功率预测需求为P′v＝N′kWmax；
其中，R为转弯半径，a为转弯角度。
8.一种增程式电动车的充电控制***，包括发动机、发电机、电机、电池和控制器；该发电机与电机、电池和发动机相连，该控制器与发动机和发电机相连；其特征在于：控制器还与电子地平线***连接以获取车辆前方地形或道路环境，并采用权利要求1至7中任一项所述的一种增程式电动车的充电控制方法，控制发动机带动发电机对电池充电。
9.一种增程式电动车，包括车辆本体，其特征在于：还包括权利要求8的一种增程式电动车的充电控制***。
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