CN114103925B - Eco充电模式 - Google Patents

Eco充电模式 Download PDF

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CN114103925B
CN114103925B CN202110895071.2A CN202110895071A CN114103925B CN 114103925 B CN114103925 B CN 114103925B CN 202110895071 A CN202110895071 A CN 202110895071A CN 114103925 B CN114103925 B CN 114103925B
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B·布拉辛斯基
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Abstract

本发明涉及一种用于优化插电式混合动力车辆在充电模式下的燃料消耗的方法和一种控制插电式混合动力车辆的动力传动系的装置。该动力传动系包括：至少一个内燃机、至少一个电机、至少一个动力电池、用于测量插电式混合动力车辆的行驶速度的装置、用于测量动力电池的荷电状态的装置、以及控制器。

Description

ECO充电模式
技术领域
本发明涉及用于优化在插电式混合动力车辆的充电模式下的燃料消耗的方法和装置。
背景技术
当今的插电式混合动力车辆(PHEV英文为plug-in hybrid electric vehicle)具有可由驾驶员选择的充电模式“Battery Charge(电池充电模式)”，其中在行驶时经由内燃机以最大充电速度为动力电池充电。因此，车辆驾驶员例如可以通过在充电模式后切换到电动驾驶模式来自己影响运行策略，以便将动力电池的电能用于电动驾驶。
通过将充电模式设计为最大充电速度，车辆的燃料消耗显著增加，这是因为到达动力电池的能量由附加的燃料产生。
例如如果电池在城市范围内以充电模式充电，然后在高速公路上将充电存储的能量用于纯电动驾驶，从环境保护的角度来看驾驶员的自由操作性可能导致PHEV驱动装置的不当使用。
例如由于阻止了启停功能，从而不会在红绿灯处停车时关闭内燃机，并且由于取消滑行再生(Schub-Rekuperation)而导致不能避免内燃机拖拽损耗(Verbrenner-Schleppverluste)，因此城市交通中的驱动效率明显降低。
当电池快充满时，尽管效率下降，动力电池的荷电水平(State of Charge-SoC)只增加很少，这是因为只能非常缓慢地为几乎充满的电池充电。
文献DE 10 2015 107 191 A1提出一种方法，其中当电动车辆的速度处于或低于阈值速度时，电动车辆以电动模式运行，而当电动车辆的速度超过阈值速度时，电动车辆以混合动力模式运行。阈值速度可由操作者设置。
文献CN 109910640A提出了一种方法，包括以下步骤：测量PHEV在电动行驶状态下的速度和PHEV的动力电池的SoC；根据速度值和SoC判断动力电池是否需要充电；当确定动力电池需要充电时，控制PHEV的动力设备为动力电池充电。该方法可以在车辆高速行驶时对动力电池进行充电，从而即使车辆处于低速过载状态下，也可以利用充电的动力电池实现车辆的电动行驶；并且燃料消耗降低。
从文献US5842534A已知一种用于根据行驶条件运行混合动力电动车辆中的电机和小型辅助单元、例如内燃机的方法。如此协调电机和辅助单元的运行，使得车辆在低于阈值速度的所有速度下——除了电池的荷电状态低于荷电阈值时——作为无排放车辆或电动汽车运行。此外，车辆在高于阈值速度的速度下以混合动力模式运行。电池在运行过程期间放电，除紧急情况外，不会由辅助单元充电。在这种情况下，电池只充电到可以提高小型辅助单元的功率的程度。
发明内容
在此背景下，本发明的目的是提供一种方法和一种装置，该方法和装置减少为动力电池充电所需的燃料消耗，并禁止驾驶员对充电模式的不当使用。
根据本发明，该目的通过具有权利要求1的特征的方法和具有权利要求7的特征的装置来实现。本发明的设计方案和改进由从属权利要求和说明书得出。
根据本发明，引入了不允许驾驶员进行对环境有害的使用的充电模式(“ECO(环保节能)充电模式”)。不是在任何情况下都能尽可能快地为动力电池充电，而是仅在城市外运行时才进行充电过程。在高速公路上纯电动行驶时，不再可能使用以充电模式充电的能量。在ECO充电模式下，可以在低负载下电动行驶，在惯性滑行下内燃机被脱开。
本发明涉及一种控制插电式混合动力车辆(PHEV)的动力传动系的方法，其中：a)当车辆驾驶员请求充电模式时，检查PHEV的当前速度是否大于预定的速度阈值，以及动力电池的当前荷电状态是否小于预定的荷电状态阈值；并且只有当这两个条件都满足时，才起动PHEV的内燃机，并且将动力电池充电到荷电状态阈值，然后保持动力电池的荷电状态；其中b)在高于速度阈值的行驶速度下当车辆驾驶员请求纯电动行驶模式时，检查动力电池的当前荷电状态是否大于预定荷电状态阈值；并且只有在大于荷电状态阈值的情况下，才会激活纯电动行驶模式。
本发明意义上的插电式混合动力车辆(PHEV)是一种具有至少一个电机(EM)和至少一个内燃机(VKM)的混合动力车辆，该混合动力车辆的蓄电池(HV电池、动力电池)既可以经由内燃机充电，也可以在电网上充电。
在该方法的一个实施方式中，速度阈值在50km/h到80km/h的范围内，例如从50km/h到70km/h，或从60km/h到65km/h。在一个特殊的实施方式中，速度阈值为60km/h。
在该方法的一个实施方式中，荷电状态阈值在动力电池的最大荷电容量的60％至90％的范围内，例如在70％至80％的范围内。在一个特殊的实施方式中，荷电状态阈值是动力电池最大荷电容量的75％。
在该方法的一个实施方式中，当插电式混合动力车辆的行驶速度低于预定速度阈值时结束充电过程。例如，当车辆再次进入排放敏感区域时就是这种情况。在一实施方式中，仅当插电式混合动力车辆的行驶速度长时间低于预定速度阈值时，例如超过1分钟或超过5分钟，才结束充电过程。这可以防止在急刹车时中止充电过程。
根据本发明的充电模式(ECO充电模式)并不是在动力电池被完全充满之前一直保持激活，而是在达到预定的荷电状态阈值(例如HV电池电量的75％)后仅仅保持该荷电状态。只在荷电状态——即外部充电后达到的荷电状态——高于预定荷电状态阈值(例如>75％)时，才能激活EV模式。
在现有技术的充电模式中，内燃机始终处于激活状态，并且即使在车辆静止时也进行充电，在滑行阶段切断推进(Schubabschaltung)。在根据本发明的充电模式中，仅在速度高于阈值的情况下在市外进行充电过程，并且在充电过程期间出现的制动能量被回收。
根据本发明的方法的优点还包括在排放敏感区域(城市)中产生的排放较少，这是因为只有在城市内无法达到的速度下才可能进行充电。例如，通过将EV模式的启动阈值提高到>75％的荷电状态，不再可能在纯电动地高速行驶来消耗充电过程中存储的能量。通过确保最佳的驱动效率和巧妙使用充电模式节省燃料。由于避免了非常高的荷电水平，延长了动力电池的使用寿命。本发明的其他优点和设计方案从说明书中得出。
本发明还涉及一种用于控制插电式混合动力车辆(PHEV)的动力传动系的装置。动力传动系包括至少一个内燃机(VKM)、至少一个电机(EM)、至少一个动力电池、用于测量PHEV行驶速度的装置、用于测量动力电池的荷电状态的装置、以及控制器。控制器被构造为，当车辆驾驶员请求充电模式时，检查PHEV的当前行驶速度是否大于预定的速度阈值，以及检查PHEV的动力电池的当前荷电状态是否低于预定荷电状态阈值；并且只有当两个条件都满足时，起动至少一个VKM，并且将至少一个EM切换到发电机模式运行，并给动力电池充电到荷电状态阈值，然后保持动力电池的荷电状态。控制器还被构造为，在高于速度阈值的行驶速度下当车辆驾驶员请求纯电动行驶模式时，检查动力电池的当前荷电状态是否大于预定的荷电状态阈值；并且只有在大于荷电状态阈值的情况下才能激活纯电动行驶模式。
在一个实施方式中，控制器被构造为，当PHEV的行驶速度低于预定速度阈值时结束充电过程。
应当理解，上述特征和下面将要解释的特征不仅可以以分别给出的组合使用，而且还可以以其他组合或单独地使用，而不偏离本发明的范围。

Claims (10)

1.一种控制插电式混合动力车辆的动力传动系的方法，其中，
a)当车辆驾驶员请求充电模式时，检查插电式混合动力车辆的当前速度是否大于预定的速度阈值，以及检查插电式混合动力车辆的动力电池的当前荷电状态是否小于预定的荷电状态阈值；只有当这两个条件都满足时，才起动插电式混合动力车辆的内燃机，将动力电池充电到荷电状态阈值，然后保持动力电池的荷电状态；其中
b)在高于速度阈值的行驶速度下当车辆驾驶员请求纯电动行驶模式时，检查动力电池的当前荷电状态是否大于所述预定的荷电状态阈值，并且只有在大于荷电状态阈值的情况下，才激活纯电动行驶模式。
2.根据权利要求1所述的方法，其特征在于，所述预定的速度阈值在50km/h至80km/h的范围内。
3.根据权利要求2所述的方法，其特征在于，所述预定的速度阈值为60km/h。
4.根据权利要求1至3中任一项所述的方法，其特征在于，所述预定的荷电状态阈值在所述动力电池的最大荷电容量的60％至90％的范围内。
5.根据权利要求4所述的方法，其特征在于，所述预定的荷电状态阈值是所述动力电池的最大荷电容量的75％。
6.根据前述权利要求中任一项所述的方法，其特征在于，当插电式混合动力车辆的行驶速度低于所述速度阈值时结束充电过程。
7.一种控制插电式混合动力车辆的动力传动系的装置，该动力传动系包括：至少一个内燃机、至少一个电机、至少一个动力电池、用于测量插电式混合动力车辆的行驶速度的装置、用于测量动力电池的荷电状态的装置、以及控制器，其特征在于，控制器被构造为：a)当车辆驾驶员请求充电模式时，检查插电式混合动力车辆的当前行驶速度是否大于预定的速度阈值，以及检查插电式混合动力车辆的动力电池的当前荷电状态是否小于预定的荷电状态阈值；并且只有当这两个条件都满足时，起动至少一个内燃机，将至少一个电机切换到发电机模式，并允许将动力电池充电到荷电状态阈值，然后保持动力电池的荷电状态；b)在高于所述速度阈值的行驶速度下当车辆驾驶员请求纯电动行驶模式时，检查动力电池的当前荷电状态是否大于所述预定的荷电状态阈值；并且只有在大于荷电状态阈值的情况下才激活纯电动行驶模式。
8.根据权利要求7所述的装置，其特征在于，所述预定的速度阈值在50km/h至80km/h的范围内。
9.根据权利要求7或8所述的装置，其特征在于，所述预定的荷电状态阈值在所述动力电池的最大荷电容量的60％至90％的范围内。
10.根据权利要求7至9中任一项所述的装置，其特征在于，控制器被构造为当插电式混合动力车辆的行驶速度低于速度阈值时结束充电过程。
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