CN101098030A - 优化电动/混合动力车辆电网充电的系统和方法 - Google Patents

优化电动/混合动力车辆电网充电的系统和方法 Download PDF

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CN101098030A
CN101098030A CNA2007101273256A CN200710127325A CN101098030A CN 101098030 A CN101098030 A CN 101098030A CN A2007101273256 A CNA2007101273256 A CN A2007101273256A CN 200710127325 A CN200710127325 A CN 200710127325A CN 101098030 A CN101098030 A CN 101098030A
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B·K·普赖尔
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    • B60L53/60—Monitoring or controlling charging stations
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L2250/00—Driver interactions
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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Abstract

本发明涉及一种车辆充电系统，该车辆充电系统可以应用在车辆上，该车辆配置成从外部电源充电。所述车辆充电系统包括电组组件和与所述电池组件连接的计时器。所述计时器配置来在一预定充电初始时间将外部电源与电池组件连接从而开始对电池组件充电。

Description

优化电动/混合动力车辆电网充电的系统和方法
技术领域
[0001]本发明总的来说涉及电动/混合车辆，更具体的说，涉及优化电动/混合车辆充电时间的方法和装置。
背景技术
[0002]在电池驱动的电动车辆(BEV)中，电机/发电机通过一群电池提供能量，这些电池配置成可从外部电源(例如，国家电网)再充电的电池组或电池组件。电池驱动电动车的电机/发电机与传统车辆上使用的内燃机相比存在一定的优点。例如，电动机获得相当高的转换效率且能够在没有车辆运动的情况下产生扭矩，这样就可以消除对变速箱和变矩器的需要。另外，电动机能够通过再生制动获得动能。此外，电动机显著地减少了操作期间的排放。尽管电动机有许多优点，但是，电动车辆还没有被广泛地采用，主要是因为相关成本和性能(例如行驶里程)的限制。
[0003]混合动力车辆，例如电池驱动的电动车辆，使用电池供电的电动机；然而混合动力车辆还与高效率的热发动机，例如传统的内燃机协同作用。通过选择性地利用电动机(例如，当从停止开始时)，混合动力车辆对内燃机的依赖得以最小化，这样就节省了石油燃料，最小化了排放，且减少了经营成本。最近，带插头的混合电动车辆(PHEVs)已经得到发展，这种车辆使用可再充电的，大容量的电池组件从而允许电动机长时间的工作，这样就减少了对内燃机的依赖。对于短途旅行，PHEV可以单独地依靠电动机，借此完全避免利用内燃机。
[0004]电池驱动的电动车辆和带插头的混合电动车辆通常具有一电缆接头，该电缆接头能与电池组件电连接，并且可以人工地连接到一外部电源(例如所述电力网)从而允许电池组件再充电。例如，所述电缆接头可以包括一尖头的端部，该端部可以插入家庭电源出口。充电时间依靠电池组件的耗尽程度和电源出口的电压/频率从几分钟到几个小时不等。在所述BEV/PHEV充电期间的时刻(TOD)是重要的，其两个主要原因是：(1)总的来说，充电时刻影响电网的电压水平，(2)充电时刻经常确定了用于给付电费的每千瓦时的成本。
[0005]应当理解，提供一车辆充电系统是合适的，该车辆充电系统能够(1)确定电动/混合车辆的电池组件应当充电的最佳时间段且(2)在所述确定的时间段内进行充电。本发明其他合适的特征和特性从结合附图和上述技术领域以及背景技术的详细说明和附加的权利要求中将变得更加明显。
发明内容
[0006]提供一车辆充电系统，该车辆充电系统可以应用在车辆上，该车辆配置成从外部电源充电。所述车辆充电系统包括电池组组件和与所述电池组件连接的计时器。所述计时器配置来在一预定充电初始时间将外部电源与电池组件连接从而开始对电池组件充电。
[0007]提供一种用于选择车辆电池组件从外部电源充电时间的方法。  所述电池组件配置在包括处理器和存储器的车辆上。所述方法包括在所述存储器中存储一预先确定的充电初始时间，用处理器监测当时的时间，从存储器再调用所述预先确定的充电初始时间，当现在的时间达到所述预先确定的充电初始时间时开始给电池组件充电。
附图说明
[0008]以下将结合下列附图对本发明进行说明，其中相同的数字表示相同的元件，以及：
[0009]图1是一混合动力车辆的轴测图，该混合动力车辆包括一插入一外部出口的电缆接头；
[0010]图2是根据本发明一示例性实施例，应用到图1所示车辆上的车辆充电系统的功能方框图；
[0011]图3是一流程图，该流程图说明了由图2中车辆充电系统所执行的示例性充电初始准备过程；
[0012]图4是一流程图，该流程图说明了由图2中车辆充电系统所执行的示例性充电终止过程；以及
[0013]图5是一车队充电管理系统的功能图，该管理系统配置来协调多个配置了车辆充电系统的车辆的充电。
具体实施方式
[0014]下面的详细说明实际上只是示意性的，不是对本发明及或应用和运用的限制。进一步说，也不局限于先前的技术领域，背景技术，发明内容或后面的详细说明中存在的任何明示或默示。
[0015]图1是一车辆100，例如电池驱动电动车辆或带插头的混合电动车辆的轴测图。车辆100至少部分的由车载电池组件提供动力，所述电池组件可以通过电缆接头102连接至外部电源再充电。例如，电缆接头102可以包括一突出端，该突出端可以插入一公共的电源104，电源104与国家电网(例如，连接至三个主电源中的一个，三个主电源互连延伸越过48个邻近的州)连接在一起。根据本发明，车辆100具有车辆充电系统，该车辆充电系统可以确定最佳的充电初始时间(CIT)并根据所述确定的最佳充电初始时间开始对车辆100充电。
[0016]图2是应用到车辆100上的示例性车辆充电系统106的功能图。车辆充电系统106包括一混合电池组件108，电池组件108包括多个电池，其中至少一个电池具有可再充电的化学物资(例如，镍金属氢化物，锂离子，等)。一功率电子单元110，其包括一计时器112(例如，一处理器)，连接在电池组件108和电缆接头102之间。功率电子单元110还可以包括电压检测器113，电压检测器113用于确定何时电缆接头102与外部电源，例如电源104连接。如下所述，功率电子单元110可以通过选择性地使用电缆接头102将外部电源104与电池组件108连接控制电池组件108的充电。能量储存控制模块(ESCM)114也与电池组件108和功率电子单元110连接。ESCM114监测电池组件108的各种工作参数(例如，电压，电流，温度，和/或充电水平)。
[0017]车辆充电系统106还可以包括附加的元件，例如发动机控制模块/变速器控制模块(ECM/TCM)116，传统的12伏电池118，用户界面120，和各种通常配置在车辆上的其他车辆系统122(例如，ABS，HVAC(供热，通风和空调系统)，等等)。在某些实施例中，车辆充电系统106可以配有收发机以便能通过通信网(例如，移动式电话网络，卫星网络，等等)进行无线通信。例如，车辆充电系统106可以包括具有天线126的电信息业务模块124(例如，onstar)。电信息业务模块124能够同时通过全球定位系统技术跟踪车辆100的位置。多个连线128(例如，串行数据总线)将车辆充电系统106的部件电连接。总起来说，连线128可以包括一利用标准通信协议(例如，J1850类型协议)的控制器区域网。
[0018]用户界面120可以包括一用户输入(例如，与驱动器信息中心相关的控制，声频系统，车辆的旅行输入按钮或杆等等)，用户界面120配置来接收用户选择的数据从而允许充电过程的定制。例如，用户界面120可以允许用户选择不同的充电模式；例如，标准充电模式，其中充电开始不考虑当时的时间，和经济充电模式，其中充电开始在预定的充电开始时间(CIT)内开始。界面120还可以包括一反馈发生器(例如，一声源或指示器，例如一平视显示器或一中心堆指示器)，反馈发生器配置来表示用户的选择(例如，所述选择模式)。
[0019]图3是一流程图，该流程图说明了车辆充电系统106所执行的示例性充电开始过程。开始时，功率电子单元110确定电缆接头102是否已经连接到外部电源104，这通过例如，与电缆102连在一起的探测器(例如，电压检测器113)指示(步骤130)。如果确定电缆接头102与电源104连接在一起，功率电子单元110询问ESCM 114从而确定是否电池组件108是充足电的(步骤132)。如果电池组件108不是充足电的，功率电子单元110然后确定是否用户已经选择如上所述的经济充电模式(步骤134)。如果经济充电模式没有被选择，功率电子单元110开始对电池组件108充电(步骤136)，充电延续到电缆接头102断开连接(步骤130)或电池组件108已经被充足电(步骤132)。
[0020]如果单元110不是确定所述经济充电模式已经被选择(步骤134)，功率电子单元110利用许多方法中的任何一个建立合适的充电开始时间(步骤138)。例如，功率电子单元110可以简单地从车载存储器再调用所述充电开始时间。在这种情况下，所述充电开始时间可能是保存在车载存储器内的既定程序的定时，该存储器通常指定在电网不紧张的时期开始充电(例如，晚上10:00)。可选择地，所述充电开始时间也可以是用户(例如，驾驶者)利用用户界面120预先选择的。在建立所述充电开始时间后，功率电子单元110将所述充电开始时间与当时的时间相比较。如果现在时间比所述充电时间早，功率电子单元110回到步骤130。然而，如果当时已经达到充电开始时间，功率电子单元110开始对电池组件108充电(步骤136)。电池组件108的充电一直延续到102断开(步骤130)或电池组件108已经是充足电的(步骤132)。
[0021]与从车载存储器再调用既定程序的或用户选择的充电开始时间相比，功率电子单元110可以代替配置成参考通过电信息通信模块124与单元110交流的外部电源数据来建立充电开始时间。所述外部电源数据可以表现为车辆100的各种参数和/或局部电网的压力水平。例如，外部电源数据可以表现为车辆100当前位置的信息。功率电子单元110可以利用车辆100的当前位置来确定一相应的充电开始时间，通过例如，查阅将多个特殊充电的场所与多个地理位置相关的二维对照表。可选择的，功率电子单元110可以利用车辆100的当前位置来识别车辆当前所属的时区。在识别所述正确的时区后，功率电子单元110可以简单地如(图3)步骤138和步骤140中所述在一预定或用户选定的时间启动充电。如此，车辆充电系统106可以配置成自动补偿由穿过多个时区和/或日光回收引起的时间的变化。
[0022]车辆充电系统100也可以配置成根据用户的爱好终止充电。图4是一流程图，该流程图说明了车辆充电系统100所进行的示例性充电终止过程。如果需要，图4中所述的充电中止过程可以与类似图3中所述的充电开始过程一起执行。功率电子单元110首先确定是否电池组件108是充足电的，通过，例如，以前述的方式询问ESCM 114(步骤142)。如果电池组件108是充足电的，充电停止(步骤144)。如果，相反，电池组件108不是充足电的，功率电子单元110确定一优选的充电终止时间或PCTT(步骤146)。类似于所述充电初始时间，所述PCTT可能是既定程序的，先前通过用户利用用户界面120选择的，或相对于外接电源数据确定的。在建立所述充电中止时间后，功率电子单元110将所述充电中止时间与当时的时间相比较。如果功率电子单元110确定当时的时间比所述PCTT早(步骤148)，充电继续(步骤150)。如果确定当时的时间已经达到所述充电中止时间(步骤148)，功率电子单元110确定一最小的充电阈值(步骤152)；例如，和充电中止时间确定的方式相同(例如，通过用户界面120的用户选择过程)。如果电池组件108的充电水平小于或等于所述最低充电阈值(步骤154)，充电继续(步骤150)。相反，如果确定电池组件108的充电水平大于所述最低充电阈值(步骤154)，功率电子单元110终止充电过程(步骤144)。
[0023]与上述从车载存储器中再调用存储的充电开始时间或从外接电源数据建立充电开始时间相比，功率电子单元110可以配置成从中央控制器接收一分配的充电开始时间，该中央控制器，可能是，例如，应用到车队充电管理系统的中央控制器。图5是一示例性车队充电管理系统的功能图，该管理系统配置来协调多个配置了车辆充电系统(例如，图2中的系统106)的车辆(例如，车辆158，160，和162)的充电。车队充电管理系统156包括与电网监测器168(例如，区域操作者，电力网变电站，全球定位通讯卫星，等等)连在一起的中央控制器164，电网监测器配置来监测关键电网交界处的电压和电流。控制器164还与无线的收发机166连接在一起，收发机可以包括，例如，一卫星反射器。卫星反射器166与卫星170协作从而完成控制器164和车辆158，160，以及162之间的双向通讯。
[0024]车队充电管理系统156可以协调车辆158，160，和162的充电从而帮助避开电网压力水平的峰值。特别地，控制器164可以以下面的方式给每个车辆分配一最佳的充电初始时间(CIT)。开始时，控制器164可以通过，例如查询每个车辆的车辆充电系统来确定一等候再充电车辆的数目清单。可选择地，每一车辆充电系统可以配置成在充电过程之前的某个点传递一表明即将充电的信号。参见图2和3，这可以通过使功率电子单元110通过电信息通信模块124在确定已经选择经济模式后(步骤134)发出一信号来完成。在列出等候再充电车辆的清单后，控制器164随后建立一时间，该时间内所述区域的电网经历相对小的压力。控制器164随后确定和分配车辆-具体的充电时间进而均匀地分配这一时期的车辆的充电。例如，如果确定在下午10:00至上午4:00的时间段内电网承受相对小的压力，控制器164可以把10:00的初始充电时间分配给车辆158，把12:00的初始充电时间分配给车辆160，把2:00的初始充电时间分配给车辆162。
[0025]配置在车辆158，160，162上的车辆充电系统可以配置成传递表示估计充电时间的辅助数据。例如，车辆充电系统可以向控制器164传递电池组件当时的充电水平和/或以往充电的持续时间。本领域技术人员应当理解，控制器164可以利用这样的信息从而更精确地确定最佳的充电时间分配。
[0026]应当理解，提供一车辆充电系统是合适的，该车辆充电系统能够(1)确定电动/混合车辆的电池组件应当充电的最佳时间段且(2)在所述确定的时间段内进行充电。虽然上面结合带插头的电动混合动力车辆进行了描述，应当理解，本发明的车辆充电系统可以配置到电池驱动的电动车辆或任何其他的包括至少一个可从外部电源再充电的车载电池的车辆上。
[0027]尽管前面已经说明了至少一个示例性实施例，但应当认识到还存在许多的变化。还应当理解所述示例性实施例或多个示例性实施例只是范例，决不是以任何方式对本发明的范围，应用，或结构进行限制。  相反地，前述详细说明给本领域技术人员提供了实施所述示例性实施例或多个示例性实施例所需的便利的方法。应当理解，在不脱离由附加的权利要求及权利要求法定的等同物确定的本发明的范围的情况下，可以在元件的作用和布置方面进行各种变化。

Claims (20)

1.一种车辆充电系统，该车辆充电系统可以应用在车辆上，该车辆配置成从外部电源充电，所述车辆充电系统包括：
电池组件；和
与所述电池组件相连的计时器，该计时器配置成在一预定充电初始时间将所述外部电源电连接至所述电池组件从而开始对所述电池组件充电。
2.如权利要求1所述的车辆充电系统其中所述计时器包括一处理器。
3.如权利要求2所述的车辆充电系统，  进一步包括与所述处理器相连的存储器，所述存储器配置来存储所述充电初始时间。
4.如权利要求3所述的车辆充电系统，进一步包括与所述处理器相连的用户界面，所述用户界面配置来允许对所述充电初始时间的调整。
5.如权利要求2所述的车辆充电系统，进一步地包括与所述处理器相连的收发机，所述处理器配置成基于由所述收发机接收到的来自外部电源的数据建立所述充电初始时间。
6.如权利要求2所述的车辆充电系统，进一步地包括：
与所述外部电源连接的电缆；和
将所述电缆连接至所述处理器的探测器，该探测器监测何时所述电缆与所述外部电源连接，所述处理器配置成当达到所述预定充电初始时间且所述探测器表明所述电缆与外部电源连接时开始对电池组件充电。
7.如权利要求2所述的车辆充电系统，进一步包括与电池组件连接的传感器，该传感器用于确定电池组件的充电水平，其所述处理器配置成当达到所述预定初始时间且所述传感器表明所述电池组件的充电水平低于一预定阈值时开始对电池组件充电。
8.一种车辆充电系统，该车辆充电系统可以应用在车辆上，该车辆配置成从外部电源充电，所述车辆充电系统包括：
电池组件；
与电池组件连接的控制模块，该控制模块监测电池组件的充电水平；和
与电池组件和控制模块连接的处理器，所述处理器配置成当电池组件的充电水平至少部分地耗尽且达到预定充电初始时间时开始对电池组件充电。
9.如权利要求8所述的车辆充电系统进一步地包括与处理器连接的电信息通信模块，所述处理器配置成从电信息通信模块接收表示车辆位置的数据。
10.如权利要求8所述的车辆充电系统进一步地包括：
与所述外部电源连接的电缆；和
将所述电缆连接至所述处理器的探测器，该探测器监测何时所述电缆与所述外部电源连接，其中所述处理器配置成当(1)电池组件的充电水平至少部分地耗尽，(2)一达到预定充电初始时间，并且(3)所述探测器表明外部电源与所述电缆连接时开始对电池组件充电。
11.如权利要求8所述的车辆充电系统进一步地包括与处理器相连的用户界面，所述用户界面配置来允许用户选择充电模式。
12.如权利要求8所述的车辆充电系统，其中所述控制模块包括与电池组件连接的能量储存控制模块，该能量储存控制模块配置来监测电池组件的工作参数。
13.一种用于选择电池组件从外部电源的充电时间的方法，所述电池组件应用在车辆上，所述车辆包括处理器和存储器，所述方法包括：
在存储器中存储一预定充电初始时间；
用处理器监测现在的时间；
从存储器中调用所述预定充电初始时间；和
当现在时间达到所述预定充电初始时间时，开始对电池组件充电。
14.如权利要求13所述的方法，其中所述车辆包括与处理器和电池组件相连的传感器，该传感器用于指示何时电池组件与外部电源连接，所述方法进一步地包括当现在的时间达到所述预定充电初始时间且所述传感器表明电池组件与外部电源连接时开始对电池组充电。
15.如权利要求13所述的方法，其中所述车辆包括与处理器和电池组件相连的传感器，该传感器用于确定电池组件的充电水平，所述方法进一步包括当达到所述预定初始时间且所述传感器表明所述电池组件的充电水平被耗至低于一预定阈值时开始对电池组件充电。
16.如权利要求13所述的方法，其中所述车辆包括与处理器连接的用户界面，所述方法进一步包括从用户界面接收用户表示期望充电初始时间的输入。
17.如权利要求3所述的方法，其中所述车辆包括与处理器连接的用户界面，该用户界面配置来允许选择标准充电模式，所述方法进一步包括当所述标准充电模式被选择时开始对电池组件充电。
18.如权利要求13所述的方法，其中所述车辆进一步包括与处理器连接的收发机，所述方法进一步包括从通过所述收发机接收到的外部电源数据确定所述充电开始时间。
19.如权利要求13所述的方法，其中所述外部电源数据包括一分配的充电初始时间。
20.如权利要求13所述的方法，进一步包括在所述存储器中存储一预定充电终止时间。
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