CN116080450A - 电动化车辆挂车在单个车辆充电车位处充电 - Google Patents
电动化车辆挂车在单个车辆充电车位处充电 Download PDFInfo
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Abstract
一种驾驶员辅助***帮助驾驶员对由电动化乘用车辆拖挂着的挂车中的一个或多个安装在挂车上的电池进行充电。许多现有的用于电动车辆的充电设施具有充电车位,所述充电车位具有被配置为容纳单车辆的布局。具有能够容纳拖挂着电动化挂车的较大车辆的免下车或细长型充电车位的充电设施要少得多。当试图在用于单个车辆的充电车位中对安装在挂车上的电池进行充电时,可能需要在处于充电车位中时将挂车解挂(即,分离),使得乘用车辆不会阻塞充电站的过道。车辆中的传感器执行对所选充电车位的传感器扫描,并且在解挂之后,挂车使用独立的驱动***来利用根据传感器扫描所计算的驱动命令将自身停放在所选充电车位中。
Description
技术领域
本发明总体上涉及帮助驾驶员为电动化乘用车辆的一个或多个电池单元进行充电,所述乘用车辆拖挂着具有安装在挂车上的电池单元的挂车,更具体地,涉及将挂车引导到充电设施的充电车位中的停车位置,这需要将挂车与车辆解挂以便进行充电。
背景技术
电动化车辆上常规可用的电池容量水平导致在需要再充电之前提供足够长的行驶距离(即,行驶里程)方面的挑战。除了提供足够的行驶里程之外,还期望当电动车辆再充电时,达到期望的荷电状态所需的时间保持较短。
电动化车辆的改进使得它们能够用于许多类型的车辆使用应用中,诸如用于扩大载货容量或用于露营的拖挂挂车。此类挂车可以包括补充电池以供应电力以供挂车中的电气装置使用和/或作为拖挂车辆的补充电力。另外,挂车还可以被部署有提供次级电池以向电动化车辆供电从而导致在需要再充电之前延长行驶里程的唯一目的。
在拖挂具有也将被再充电的次级电池的挂车时进行再充电操作导致增加的考虑因素,诸如1)在充电站处需要适应组合的车辆和挂车的长度的布局,2)需要放置可以到达车辆和挂车的充电端口的充电器,3)可以提供满足驾驶员要求的充电速率的充电器的可用性,4)检查在能够适应车辆/挂车组合和充电目标的充电站处的再充电时间的可用性,以及5)一旦已经选择了充电站,就将车辆和挂车导航到对应的停车位中。一些车辆或挂车可以具有多于一个可用的充电端口,或者可以具有多种充电模式(例如,充电速率和/或将充电电流传递到另一个电池单元的能力,诸如从车辆传递到安装在挂车上的电池)。由于大量交互选项,驾驶员难以容易且方便地选择和实施最佳再充电任务。
随着越来越多的电动车辆投入商业和个人使用,支持电池充电的公共基础设施一直在增长。停车位(即,车位)的占地面积和布置在其旁边的充电器插座大多被配置用于单个的、乘客大小的车辆,以便与道路上最突出风格的电动车辆配合。具有单个汽车长度的垂直或成角度的停车车位可以具有放置在车位的与车位入口相反的一端附近的充电器插座。少量的公共可用充电设施可能包括较长的免下车车位,以便容纳卡车或商用车辆,但是这些车位对于拖挂着挂车的电动化车辆的驾驶员来说可能不太容易进入。因此,期望利用单独为乘用车辆设置的类型的充电设施来替代地对电动化挂车和/或电动化乘用车辆一起进行再充电。
发明内容
在本发明的一个方面,一种电动化车辆包括可再充电车载电池单元,所述可再充电车载电池单元存储有用于使所述车辆移动的牵引马达的电力。所述车辆具有挂车接口,所述挂车接口被配置为与挂车中的挂车控制器通信,所述挂车包括可再充电的安装在挂车上的电池单元和驱动控制***,所述驱动控制***用于在所选充电车位中停车期间独立地移动所述挂车以对所述安装在挂车上的电池进行充电。所述车辆具有至少一个传感器,所述至少一个传感器被配置成通过在接近所述所选充电车位时执行传感器扫描来表征所述所选充电车位。所述车辆具有车辆控制器,所述车辆控制器被配置为生成对所述所选充电车位的选择,并且响应于所述传感器扫描而生成所述充电车位的映射图。所述车辆控制器被配置为计算所述挂车从所述挂车自所述车辆解挂的预定位置到所述所选充电车位中的目标位置的驱动序列,并且将所述驱动序列传输到所述挂车控制器。
在本发明的另一个方面,提供了一种用于对由电动化乘用车辆拖挂着的挂车中的安装在挂车上的电池单元进行充电的方法。选择充电站处的充电车位,其中所选充电车位具有配置用于单个车辆的大小,并且具有布置在所述所选充电车位附近的相应充电器插座。所述乘用车辆定位于所述所选充电车位附近,使得所述乘用车辆的至少一个传感器处于用于远程感测所述所选充电车位的位置。在接近所述所选充电车位时利用所述至少一个传感器执行传感器扫描。响应于所述传感器扫描而生成所述充电车位的映射图。计算所述挂车从所述挂车自所述车辆解挂的映射预定位置到所述所选充电车位内的映射目标位置的驱动序列。通过挂车接口将所述驱动序列从所述乘用车辆传输到所述挂车中的挂车控制器。激活所述挂车中的驱动控制***,用于将所述挂车独立地移动到所述所选充电车位内的所述映射目标位置,以便对所述安装在挂车上的电池进行充电。
附图说明
图1是电动化车辆拖挂着具有安装在挂车上的电池单元的挂车的示意图。
图2是具有单个车辆充电车位的充电站的示例性布局的示意图。
图3是具有直通车道以适应较长车辆的充电站布局的俯视图。
图4是在具有单个车辆充电车位的充电站处的拖挂着挂车的电动化车辆的俯视图,其中所述车辆和挂车在不分离挂车的情况下进行充电。
图5是示出电动化挂车的示意图,所述电动化挂车包括车载传感器和能够使挂车短距离移动进入或离开停车位的独立驱动***。
图6是电动化车辆执行传感器扫描以表征充电车位的俯视图。
图7、图8和图9是俯视图,描绘了将挂车自动停放到所扫描的充电车位中的序列,其中图7示出了未挂接的挂车的起始位置以及针对挂车的所计算路径,图8示出了挂车执行所述路径,并且图9示出了电动化车辆移动到单独的充电车位,同时挂车在所选车位进行充电。
图10是示出了根据本发明的实施例的车辆和挂车的示意框图。
图11是示出了根据本发明的一种优选方法的流程图。
具体实施方式
图1示出了被配置为电动皮卡车的电动化车辆10(通常称为电池电动车辆或BEV)。车辆10具有车载可再充电电池单元11,所述车载可再充电电池单元存储用于牵引马达(未示出)推进车辆10的电力。牵引马达可以包括机械地联接到齿轮箱的电机,所述齿轮箱可以包括差速器。电机还可充当在减速期间回收通常将在摩擦制动***中作为热量损失的能量的发电机。
电池单元11可以由提供高压直流(DC)输出的多单元电池组成。接触器模块可以可选择地将电池单元11与高压总线(未示出)连接。电力电子模块(未示出)控制电机的操作并提供在电池单元11与电机之间双向传递能量的能力。电力电子模块可以将DC电压转换为三相AC电流以操作电机。在再生模式中,电力电子模块可将来自充当发电机的电机的三相AC电流转换为用于对电池单元11进行再充电的DC电压。
车辆10被配置为使用一个或多个充电端口12和13从外部电源对电池单元11进行再充电。外部电源可以包括私人或公共场所的电源插座。用于连接到车辆的充电端口的电动车辆供电装备(EVSE)可以包括充电站(即,具有各自设置有一个或多个充电器单元的停车位或空间的位置)处的充电器单元。服务于多个电动汽车和卡车的充电站可以连接到由电力公用事业公司提供的配电网络或电网,并且可以由电子控制***管理,从而使得用户能够保留时间段和充电器插座以供其使用,如专利申请公布US 2020/0148068A1和专利US11,001,161中所述,这两者以引用方式并入本文。图2示出了具有停车位21-23的充电站20,所述停车位各自具有相应的充电器单元24-26,所述充电器单元分别被布置成供停放在所述停车位中的电动车辆使用。
充电站的EVSE和控制***可以调节和管理电源与车辆10之间的能量传递。充电端口12和13可以是被配置为将电力从EVSE传递到车辆10的任何类型的端口。在一些实施例中,充电端口12和13可以电联接到车载电力转换模块,所述车载电力转换模块向电池单元11提供适当的电压和电流电平。EVSE连接器可具有与充电端口12或13的对应凹槽配合的插脚。替代地,被描述为电联接或连接的各种部件可以使用无线感应耦合来传递电力。在专利申请公布US2020/0369168A1中描述了使用EVSE对BEV电池充电,所述专利申请公布通过引用并入本文。
返回到图1,车辆10与包括相应电池单元15的挂车14挂接在一起。挂车14的使用可主要用于为车辆10承载附加电池容量的目的,在这种情况下,挂车挂接件16可提供机械连接和电气连接两者。除了额外的电池容量之外,挂车14可以另外提供补充货物空间。在有或没有向车辆10提供补充电池电力的情况下,挂车14可以被配置为使用挂车电池来为安装在挂车上的装置(例如,电器)供电的露营车或其他功能单元。为了对安装在挂车上的电池单元15进行充电,挂车充电端口17和18联接到电池单元15。
图3示出了充电站27的直通布局,所述充电站具有邻近多个直通车道部署的充电插座,如用于对应车道29的充电插座28。直通车道的可用性简化了对安装在挂车上的电池单元的充电,但是在需要时可能难以找到这种布置。相反,组合式电动车辆和挂车的驾驶员可能经常需要在具有单一车辆充电车位的更常见布局的充电站处停下来进行再充电。然而,为了使挂车在充电期间保持联接到乘用车辆,可能会阻挡多个充电车位和/或通向车位的过道。即使允许这样使用充电设施,预约对所需数量的相邻车位的访问的可用性也可能受到更多限制。因此,将期望在充电期间分离挂车。然而,许多驾驶员对将挂车倒入到车位中所需的操作感到不轻松。一些挂车配备有能够将挂车短距离移动以便停车的自包含驱动马达,有时还包括用于在移动时检测和避开障碍物的传感器。然而,此类传感器很少被使用。为了避免过高的成本,挂车传感器往往具有低分辨率。因此,需要大量的驾驶员/用户干预,并且全自动操作一直难以实现。
图5更详细地描绘了挂车14。挂车车身/底盘30支撑车轮31和32,这些车轮可以分别由电动马达33和34使用来自电池单元15的电力驱动。挂车控制器35经由通信信道36(有线或无线)与拖挂车辆中的控制器进行通信,以接收用于驱动马达33和34沿着期望路径推进挂车14的数据和命令。
挂车14具有联接/千斤顶***16,用于将挂车14挂接到拖挂车辆/从拖挂车辆解挂挂车。***16可以是全手动的,或者可以包括由致动器38控制用于自动地接合或脱离球头联接器的机器人臂37以及用于自动地伸出或缩回千斤顶轮的机动千斤顶单元40。控制器40连接到致动器38和单元40,用于与经由通信信道36从车辆控制器接收的驾驶员命令协作地协调挂接或解挂。
挂车14还可以包括用于监测周围环境和障碍物的多个传感器。例如,联接到挂车控制器35的传感器41、42和43可以包括雷达收发器单元、相机、激光雷达传感器、声学/传声器传感器和/或超声波单元。由传感器41-43提供的数据可以被传输到车辆控制器以帮助映射充电车位和/或可以由挂车控制器35用来防止在挂车14自主移动时与附近(例如,移动的)对象发生碰撞和/或用来监测联接/千斤顶***16的自动操作。
用于使用充电站或其他设施对安装在挂车上的电池单元进行充电的程序可以从识别或选择要由挂车使用的充电车位开始。例如,可以使用如专利申请公开US 2020/0148068A1和专利US 11,001,161中所描述的预约方案来远程选择充电车位。替代地,可以通过使用车辆中的用户界面手动输入选择来选择充电车位而无需预约。例如,驾驶员可以导航车辆以接近期望的充电车位,使得充电车位在来自车载相机的相机视图内变得可见。通过在触摸屏显示器上显示相机视图,驾驶员可以在与期望的充电车位相对应的点处轻击显示器。
一旦对特定充电车位的选择可用,就使用遥感来映射所选充电车位的绝对或相对位置。如图6所示,一排具有对应充电器插座(例如,充电器插座46-48)的充电车位45被布置为单车辆车位。已经选择了所选或目标车位50来对挂车14进行充电。使用一个或多个遥感单元,车辆10对所选车位50周围并包括所选车位的区域执行传感器扫描51,其中车辆10靠近车位50定位。取决于车载传感器的能力(以及可能地正在使用的任何安装在挂车上的传感器的能力),传感器扫描51可以从固定位置或在移动时进行。由传感器扫描51检测到的特征可以包括车位边界(例如,使用相机光学地检测到的地面上的涂漆线,或者通过雷达或超声波脉冲的反射检测到的路沿)、充电器单元的(例如,光学检测到的)放置和配置、停放在相邻车位中的车辆等。来自传感器扫描51的数据可以被编译为将车位的特征固定到车辆和/或挂车的位置的映射图。基于所述映射图,车辆控制器检查车位边界和充电器单元的位置以识别用于停放待充电的挂车的目标位置。
如图7所示,车辆10将挂车14拖曳到要用作进入所选充电车位50的入口的预定位置55。在预定位置55处,挂车14与车辆10分离(手动地或自动地)。车辆控制器所编译的映射图包括车位侧线52和53以及前边界(例如,路沿)54的表示。所述映射图还限定了位置55和当挂车14可以与充电器单元47钩联时挂车要穿越以将其从位置55移动到目标位置的驱动路径56。
车辆控制器所计算的驱动命令序列被传输到挂车控制器。图8示出了挂车14使用差速轮旋转而自行推进以执行沿着到所选车位50中的目标位置58的驱动路径56的曲线57。图9示出了挂车14倒回到所选车位50中并连接到充电器单元47,而未联接的车辆10单独地沿着路径60移动到另一个充电车位中。替代地,车辆10可以在挂车14充电时暂时驶离以便执行其他任务。
图10是框图,示出了车辆、挂车和远程预约***的一个实施例。车辆10具有控制器70(例如,电子模块),所述控制器具有可编程微处理器和程序存储器,所述程序存储器用于存储软件程序以执行本文所述的程序。控制器70可以使用无线收发器71与车外资源进行通信。收发器71可以使用蜂窝数据通信或其他无线数据协议来与包含服务器或其他部件的云网络72进行通信,以创建预约服务。车辆10具有人机界面(HMI)73,用于在选择充电车位并将挂车停放在所选车位中的过程中的各个步骤期间与驾驶员交互。HMI 73可以包括触摸屏显示器。HMI可以另外或替代地包括安装在挂车14上的触摸屏或其他控制元件和/或智能电话或其他移动计算装置。除了访问预约服务72和/或手动识别充电车位之外,触摸屏显示器还可以用于向驾驶员提供与挂接或解挂挂车14期间所需的任何手动步骤有关的消息。车辆10中的传感器74可以包括雷达收发器、光学或红外相机、激光雷达、声学/传声器传感器和/或超声波传感器。
车辆10具有连接到车辆控制器70的接口75,所述接口向挂车14中的连接到挂车控制器80的接口81提供通信信道82。信道82可以是根据诸如WiFi或超宽带(UWB)等已知标准的无线链路。除了通信信道82之外,车辆10和挂车14还通过硬件连接83机械地和/或电气地连接。
挂车14包括联接到挂车14的相对侧上的车轮的马达84和85。使用由控制器80通过信道82从车辆10接收的驱动序列中的命令独立地控制马达84和85,以便使挂车14沿着期望路径转向。致动器86(例如,用于操纵挂接机构的机器人臂和用于降低/升高千斤顶轮的伺服机构)可以与挂车挂接机构和千斤顶轮单元相关联地提供,以用于具有挂车14的自动挂接/解挂的实施例。
图11提供了本发明的方法的一个实施例的流程图。在步骤90中,选择充电车位以用于对挂车进行充电。所述选择可以包括登记对所选车位的预约,或者可以包括由车辆的驾驶员对充电车位的手动选择。在步骤91中,车辆在拖挂着挂车时定位于(即,到达)所选充电车位。车辆/挂车组合可以在所选充电车位附近停止,或者可以在其在步骤92中执行传感器扫描时驶过(即,绕过)所选车位以创建限定所选车位的映射图。基于所编译的映射图,车辆然后前进到并停在预定(映射)位置处,在所述位置处,挂车在所选充电车位的入口处登记(即,与所选车位对准,使得挂车上的自包含驾驶***能够轻松地导航到目标位置)。
在步骤93中,所述车辆中的控制器计算将由所述挂车使用以停放在所述目标位置处的驱动序列。所述驱动序列可以包括:1)对机器人臂和/或千斤顶轮伺服机构的用于自动地与车辆分离的命令;以及2)指定将挂车移动到目标位置的挂车车轮的旋转的停车命令。在步骤94中,将所述驱动序列传输到所述挂车控制器。在步骤95中,将所述挂车与所述车辆脱钩。替代地,如果通信信道是无线的,则可以在步骤94中传输所述驱动序列之前将所述挂车分离。
在步骤96中,所述挂车自动驶入所述所选车位并在得到所述目标位置时停止。然后可以将挂车挂接到对应的充电器单元并开始充电。
在充电之后,所述挂车从所述充电器单元脱钩。为了重新联接到车辆,可以反向执行最初用于将挂车停放在目标位置处的驱动序列,以便将挂车移回到其与车辆解挂的同一位置。然后,可以将车辆倒退回到挂车处,并且可以将这两者重新挂接(手动地或使用对机器人臂和/或千斤顶轮伺服机构的适当命令自动地)。
在本发明的一个方面,所述挂车包括与用于将所述挂车联接到所述乘用车辆的挂接件相关联的机器人臂,并且其中所述驱动序列包括对所述机器人臂的用于将所述挂车从所述车辆上解挂的命令。
在本发明的一个方面,所述驱动序列包括停车命令,所述停车命令指定将所述挂车移动到所述目标位置的所述挂车的车轮的旋转。
在本发明的一个方面,所述驱动序列还包括将所述挂车移回所述预定位置的反向命令。
在本发明的一个方面,所述至少一个传感器包括雷达单元、相机、激光雷达传感器、声学传感器和超声波距离传感器中的至少一者。
在本发明的一个方面,所述挂车接口包括无线通信信道。
Claims (15)
1.一种电动化车辆,其包括:
可再充电车载电池单元,所述可再充电车载电池单元存储有用于使所述车辆移动的牵引马达的电力;
挂车接口,所述挂车接口被配置为与挂车中的挂车控制器通信,所述挂车包括可再充电的安装在挂车上的电池单元和驱动控制***,所述驱动控制***用于在所选充电车位中停车期间独立地移动所述挂车以对所述安装在挂车上的电池进行充电;
至少一个传感器,所述至少一个传感器被配置成通过在接近所述所选充电车位时执行传感器扫描来表征所述所选充电车位;以及
车辆控制器,所述车辆控制器被配置为:
生成对所述所选充电车位的选择;
响应于所述传感器扫描而生成所述充电车位的映射图;
计算所述挂车从所述挂车自所述车辆解挂的预定位置到所述所选充电车位中的目标位置的驱动序列;以及
将所述驱动序列传输到所述挂车控制器。
2.如权利要求1所述的电动化车辆,其中所述车辆控制器通过使用远程预约服务登记对所述所选充电车位的预约来生成所述选择。
3.如权利要求1所述的电动化车辆,其还包括:
人机界面(HMI),所述人机界面被配置为从所述车辆的乘员处接收识别所述选择的输入。
4.如权利要求1所述的电动化车辆,其中所述映射图是相对于与所述传感器扫描期间所述车辆的地理位置相对应的参考位置生成的,并且其中所述映射图定义了在所述所选充电车位的入口处的所述预定位置。
5.如权利要求1所述的电动化车辆,其中所述映射图定义了所述所选充电车位的车位边界和相应充电器单元的位置,并且其中所述车辆控制器还被配置为响应于所述相应充电器单元的所述位置以及所述车位边界来识别所述目标位置。
6.如权利要求1所述的电动化车辆,其中所述挂车包括与用于将所述挂车联接到所述车辆的挂接件相关联的机器人臂,并且其中所述驱动序列包括对所述机器人臂的用于将所述挂车从所述车辆上解挂的命令。
7.如权利要求1所述的电动化车辆,其中所述驱动序列包括停车命令,所述停车命令指定将所述挂车移动到所述目标位置的所述挂车的车轮的旋转。
8.如权利要求7所述的电动化车辆,其中所述驱动序列还包括将所述挂车移回所述预定位置的反向命令。
9.如权利要求1所述的电动化车辆,其中所述至少一个传感器包括雷达单元、相机、激光雷达传感器、声学传感器和超声波距离传感器中的至少一者。
10.如权利要求1所述的电动化车辆,其中所述挂车接口包括无线通信信道。
11.一种对由电动化乘用车辆拖挂着的挂车中的安装在挂车上的电池单元进行充电的方法,所述方法包括以下步骤:
选择充电站处的充电车位,其中所选充电车位具有配置用于单个车辆的大小,并且具有布置在所述所选充电车位附近的相应充电器插座;
将所述乘用车辆定位于所述所选充电车位附近,使得所述乘用车辆的至少一个传感器处于用于远程感测所述所选充电车位的位置;
在接近所述所选充电车位时利用所述至少一个传感器执行传感器扫描;
响应于所述传感器扫描而生成所述充电车位的映射图;
计算所述挂车从所述挂车自所述车辆解挂的映射预定位置到所述所选充电车位内的映射目标位置的驱动序列;
通过挂车接口将所述驱动序列从所述乘用车辆传输到所述挂车中的挂车控制器;以及
激活所述挂车中的驱动控制***,用于将所述挂车独立地移动到所述所选充电车位内的所述映射目标位置,以便对所述安装在挂车上的电池进行充电。
12.如权利要求11所述的方法,其中所述选择充电车位的步骤包括使用远程预约服务登记对所述所选充电车位的预约。
13.如权利要求11所述的方法,其中所述选择充电车位的步骤包括使用人机界面(HMI)从所述车辆的乘员处接收输入,以便识别所述选择。
14.如权利要求11所述的方法,其中所述映射图是相对于与所述传感器扫描期间所述车辆的地理位置相对应的参考位置生成的,并且其中所述映射图定义了在所述所选充电车位的入口处的所述预定位置。
15.如权利要求11所述的方法,其中所述映射图定义了所述所选充电车位的车位边界和相应充电器单元的位置,并且其中所述计算所述驱动序列的步骤包括响应于所述相应充电器单元的所述位置以及所述车位边界来识别所述目标位置。
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