CN101257218B - 一种用于电力车辆的电池交互式充电的系统和方法 - Google Patents

一种用于电力车辆的电池交互式充电的系统和方法 Download PDF

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CN101257218B
CN101257218B CN2008100816300A CN200810081630A CN101257218B CN 101257218 B CN101257218 B CN 101257218B CN 2008100816300 A CN2008100816300 A CN 2008100816300A CN 200810081630 A CN200810081630 A CN 200810081630A CN 101257218 B CN101257218 B CN 101257218B
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CN101257218A (zh
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艾伦·R·吉姆
迈克尔·W·德格尼尔
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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Abstract

本发明公开一种从发电站电网为车辆的电池充电的方法，所述车辆以电能为动力或至少部分电能为动力，该方法包括如下步骤：(a)测定为电池充电所需的时间长度；(b)测定电池结束充电的预定时间；(c)将从步骤(a)和步骤(b)得来的信息传输给发电站；(d)当预定的负载低于峰值负载时，开始从发电站电网为电池充电，并在预定的时间结束充电。本发明的好处是能够降低用户和发电站的电力成本以及可以更好地运作发电站。

Description

一种用于电力车辆的电池交互式充电的系统和方法
技术领域
本发明涉及一种用于至少以部分电能为动力车辆的电池充电的系统和方法。
背景技术
混合动力车辆以两种不同的动力驱动，例如以可充电电池系统与燃油动力共同驱动车辆。Hybrid vehicle一词通常指混合动力车辆(hybrid-electric vehicle，HEV)，即用内燃机与电池驱动发动机。通常，当车辆制动时产生的动能可以转化为电能并存储在电池中。
插电式混合电力车辆具有一个额外的电池，可以从发电站的电网供应的供电口处充电。在短途时，车辆可以以适当的速度行驶而不用内燃机(internal combustion engine，ICE)，从而节省了汽油。在长途行使时，内燃机就作为额外的动力，因此，PHEVs又叫联(电)网混合动力车。
随着插电式混合电力车及其他插电式车的发展，发电站供应的电能需求将非常大，并且会导致电力负载与瞬变量达到峰值。为了应对这些情况，这些电站必须保持运转以能够快速响应瞬变峰值。然而，快速响应电站通常相对于慢速响应电站效率低下。在闲余时间，例如晚上，为了节省运转费用，快速响应电站将被闲置。自大型的、慢速响应电站发出的低成本、高质量的电力在闲余时常常未被充分利用。如果一天中的负载峰值能够减小到合理的平衡状态，电力的成本将会随之减小，因此电力设施及终端用户的利润率亦可得到改善。
因此，需要一种能够监测电能大小的充电系统以便更充分地充电以及在充电时计算出电网上的负载与持续时间。用户可以将电池充电结束时间的信息提供给充电系统。另外，该充电系统也可获悉司机的充电习惯并在各种充电情况下做出更好的判断。
发明内容
本发明的目的在于提供一种用于至少以部分电能为动力车辆的电池充电的系统和方法。
为实现上述目的，本发明提供一种从发电站电网为车辆的电池充电的方法，包括如下步骤：
(a)测定为电池充电所需的时间长度；
(b)测定电池结束充电的预定时间；
(c)将从步骤(a)和步骤(b)得来的信息传输给发电站；及
(d)当预定的负载低于峰值负载时，开始从发电站电网为电池充电，并在预定的时间结束充电。
本发明还提供一种用于车辆电池的充电系统，所述车辆至少以部分电能为动力，该系统包括：控制电能供给的发电站、传输电能的电网、电性连接电网与电池的充电器及电性连接充电器与电池并与发电站进行通讯的控制器，其中该控制器测定电池充电所需的时间、完成充电的预定时间并将电池充电所需的时间及预定时间传输给发电站。
充满电池所述的电能、充电时电站电网上的负载与持续时间、用户想要完成充电的时间等到信息被传输至发电站或者用户电力控制中心。在知道未来电网负载的情况下，发电站利用这些信息去优化发电站的使用，或者指示车辆循环充电时间去优化发电站和电网的使用。因此，这样对用户和发电站的好处是能够降低电力成本以及可以更好地运作发电站。如果这些信息用在用户家庭电力控制中心，根据发电站的负载去充电将是降低电力成本的常用方法。
因此，本发明具有如下有益效果：本发明的充电系统能够在一整天里都能更好地优化发电站的负载而不仅仅只是在发电站负载高峰时刻。
附图说明
图1是在发电站与插电式车辆用户之间双向通讯的电网和系统的示意图。
图2是电池充电系统示意图。
图3是发电站在平时一天的负载状态曲线图。
图4说明发电站电网每度电力成本随一天中不同时间而变化。
图5是本发明第一实施例，其显示在晚上六点开始充电时的充电器的激活时间及成本变化的曲线图。
图6是本发明第一实施例，其显示在一天中最低成本时充电器运作时充电器的激活时间及成本变化的曲线图。
图7是本发明第一实施例，其显示从开始时间充电10小时的成本变化的曲线图。
图8是本发明第二实施例，其显示PHEV的电池充电12小时的充电器激活时间及成本变化的曲线图。
图9是本发明第二实施例，其显示在一天中最低成本时充电器运作时充电器的激活时间及成本变化的曲线图。
图10是本发明第二实施例，其显示从开始时间充电12小时的成本变化的曲线图。
图11是为PHEV电池充电时，第二实施例相对于第一实施例成本减小的曲线图。
图12是平衡电网需求的方法流程图。
具体实施方式
请参阅图1，发电站10将电力通过电网12传输到位于工厂14、企业及家庭16的终端用户，从而可以为包括PHEVs 18在内的电力车辆的电池充电。通讯系统20将客户与发电站10联系起来通过安装在PHEV 18上的电池充电系统22以实现二者间双向传输。
请参阅图2，PHEV电池充电系统22包括装备有插头可插入至传统的电插槽26内以连接至电网12的插入式充电器24、电池28及电性连接充电器24与电池28且在充电器24与发电站10之间双向传输的控制器30。控制器30持续地监测电池28的实时充电状态读取电子内存中的电池28可通过充电器24以最大时间比率充电的数据，并且计算出对电池28以最大限度或以一定比率充电所需的时间。控制器30将通信从充电器24传输至发电站10并接收从发电站10传回的通信。通信可经由电网传输或以其他合适的方式，例如通过无线通讯系统。
在对电池28充电时，应要求用户将信息输入到控制器30内，例如充电结束的预定时间。根据从发电站10传回的信息及从用户传回的指令，控制器30控制充电器24对电池28进行充电。
发电站10的电能在每天中的不同时间而不同。图3揭示了2006年10月5号凌晨3点加州电网最低电能负载40。为了优化发电站10的运作从发电站10监测预测电能线42与当前实际负载线44并参照最大生产能力46及净输入电能48。如果电网的负载是理想的水准，则在2200hrs与0600hrs之间则代表一个理想的时间为PHEV 18的电池充电，在2006年10月5日的0800hrs与2100hrs之间则是最不理想的充电时间。
宽的波动常发生在局部地区，例如居民区的晚上电力消耗较高，而商业消耗则较低。这些波动叠加起来则形成如图3所示的图形。
电网上的负载水准对发电站、消费者及环境都有利。最有效率、最低成本的每千瓦时通常是小时负载变化较慢的，而最没有效率、成本最高的每千瓦时通常是每小时负载变化较快的。这种情况就必须要求发电站能够在如图3所示的用电高峰时刻去维护并控制快速响应电站。
在晚上，当负载低于慢速响应电站电能输出时，在快速响应电站闲置时的发电站制造的多余的电能可以以一个较大的折扣卖给其他电站。当电能消耗较大时，这些电站就满足不了需求，因此必须为这些额外的电能支付额外的费用。例如，如果晚上7点时的峰值负载为30000兆瓦时，成本为100％。而在早上3点时的峰值为21000兆瓦时，每千瓦的成本可能就为峰值时的70％，比率为1.43∶1。但峰值时的成本与最小成本的实际成本比率可能达到10∶1。
这种插电式混合电力车可以从家里的电源插口充电。由于受到电源插口和熔丝的限制，连接电网与车辆充电系统的充电器以1千瓦的比率进等充电。
插电式混合电力车18的充电系统22包括容量在10千瓦/小时的电池28，该电池需要10小时能够充满电。当电池28仅仅部分放电时，插电式混合电力车18的充电系统22则少于10小时就能冲满电池28。
如果电网10与充电器24分享重要的信息，则供给充电系统22的电能则被控制以优化电网使用。在充电时，电网10涉及电力成本的信息则可以用来降低用户的充电成本。例如，当插电式混合电力车18的充电系统22电性连接至电网10时，充电系统22需要传达为电池充电所需要的千瓦小时数及完成充电所需要的时间。充电完成时间可以由用户输入或者根据历史驾驶信息的自适应计算作出最佳的判断。然后分享的信息将用于决定充电时间、充电周期、电能使用比率及充电所需的成本。
尽管发电站10的电能的成本会根据许多原因而不同，这里仍然将电能的成本假设与电网峰值成反比。图4显示了电网上每单位电在不同时间变化。例如，1单位电在图3所示的30000兆瓦点时的成本。图4说明了电站的每单位电的成本在一天中不同时间变化。
图5至图7说明了为PHEV以1千瓦/时的比率冲10小时而冲满10千瓦时的电能的第一实施例。图5揭示电池在晚上6点开始充电并在早上4点结束充电的充电激活时间50与成本51。图6揭示电池在低成本时充电的充电激活时间52与成本53。图7揭示在一天中随着充电开始时间的不同而变化的每单位电能的成本。根据开始充电时间，为电池充10小时的成本范围在79％~100％。根据最佳开始充电时间，信息从电网10传输至充电器24及充电器24的控制器30可将成本控制在峰值成本的79％。
图8至图10为本发明第二实施例，其中PHEV的电池28以可变的比率持续地充电12小时，并且最大的充电比率(1千瓦/时)是与电能成本成反比。图8与图5稍微不同的是在晚上8点(20.00hrs)以后开始充电。图9中的开始充电时间与充电比率与图6有很大不同。图10显示了第二实施例中的每单位电能的成本与第一例中的相似，但是在一天中的早些时候有一些轻微的相位偏移。尽管图7与图10看起来相似，图11显示相对于第一实施例，第二实施例中的随着开始充电时间的不同而导致的成本变化。第二实施例为PHEV电池28充电可以相对于第一实施例进一步减少近6％。
虽然结果会随着以固定比率或以变化的比率而改变，两个实施例中分享信息的充电器28与控制器30已展示出使电能平滑的良好潜力并能为发电站和用户节省成本。在第一及第二实施例中电能的成本被简单地假定为与电网12上的电能成反比。虽然成本过于简单化，但是结论依然提供了一个方向性价值。此外，如果发电站提供的信息包括如图3所示的整个地区的电能流和局部地区的电能流，则对局部地区有额外的好处。
请参阅图12，充电系统控制器30协调电池28的充电方法，控制器30也可以电池28内建在一起。在步骤60处开始，控制器30在步骤62处探测充电器24是否电性连接至电网12。如果步骤62判断为非，控制返回步骤60；如果步骤62判断为是，控制进行到步骤64处，则控制器30使用电池28目前的充电状态去测定充满电池28所需要的电能。
在步骤66处，控制器30根据充电器24能够提供的能力(通常在1.0~1.2千瓦/时)来确定充电比率。在步骤68处，控制器30使用从步骤64与66处得到的信息来测定以目前的充电状态充满电池所需要的时间。
在步骤70处，当需要完成充电时，控制器30根据从用户输入或从充电的历史记录得到的信息来测定所需要的时间。在步骤72处，从步骤68和70得到的信息被传输到发电站或电力控制中心。在步骤74处，测定想要开始充电的时间、根据发电站计划所确定的电池充电时间段及充电的成本。在步骤76处，发电站10通知充电系统控制器30充电开始时间、充电的时间段(例如每小时从电网得到的电能)及电池充电成本信息。在步骤78处，控制器30对步骤76做出反应以保证在充电器24与电池28之间的电性连接是建立在开始充电时与充电的时间段内。较佳状态是在预测负载小于峰值时从电网12处为电池28充电，并且不迟于预定充电结束时间结束。充电不必要为连续的，也可以是周期性中断的。
在步骤80处，判断充电计划是否有更新。如果步骤80判断为是时则控制返回步骤76处，如果步骤80判断为非是则在步骤82处判断电池充电是否完成。如果步骤82判断为非时则控制返回步骤78处继续充电。但是如果步骤82处判断为是时则在步骤84处结束充电。
理想状态是当非高峰时，总电能需求相对低(低于高峰期需求)，电网上的充电负载会处在一个更平稳的水平。此时用户的充电成本相对于充电时的电网负载高时的成本减少。
根据专利法的规定，本发明的实施例已公开。但是，本发明的范围并不以上述实施方式为限，在不脱离本发明的精神和范围内，本发明可以以不同于以上详细解释和说明的方式实现。

Claims (18)

1.一种从发电站电网为车辆的电池充电的方法，所述车辆以电能为动力或至少部分电能为动力，该方法包括如下步骤：
(a)测定将电池充至预定的状态所需要的电能；
(b)测定电池可以最大的充电时间比率；
(c)使用从步骤(a)与步骤(b)得到的信息计算出为电池充电所需要的时间；
(d)测定电池结束充电的预定时间；
(e)将从步骤(c)和步骤(d)得来的信息传输给发电站；及
(f)当预定的负载低于峰值负载时，开始从发电站电网为电池充电，并在预定的时间结束充电。
2.如权利要求1所述的电池充电方法，进一步包括：
测定将电池充电至预定的状态所需要的电能；
测定电池充电时能够达到的最大的时间比率；
计算电池充电所需要的时间；
测定在预定时间结束充电时的电站电网上的预测负载；及
测定从预测负载处充电的开始时间、充电所需要的电能、充电所需的时间以及预定的时间。
3.如权利要求1所述的电池充电方法，进一步包括：
测定将电池充电至预定的状态所需要的电能；
测定电池充电时能够达到的最大的时间比率；
计算电池充电所需要的时间；
测定在预定时间结束充电时的电网上的预测负载；及
测定从预测负载处充电时从电站电网处的时间比率、充电所需要的电 能、充电所需的时间以及预定的时间。
4.如权利要求1所述的电池充电方法，进一步包括：
测定用户的预计充电成本；及
将充电成本从发电站传输车辆充电系统。
5.如权利要求1所述的电池充电方法，进一步包括：
测定充电开始时间；及
将充电开始时间从发电站传输至车辆充电系统。
6.如权利要求1所述的电池充电方法，进一步包括：
测定从电站电网得到的时间比率；及
将充电比率的计划从发电站传输至车辆充电系统。
7.一种用于车辆电池的充电系统，所述车辆至少以部分电能为动力，该系统包括：控制电能供给的发电站、传输电能的电网、电性连接电网与电池的充电器及电性连接充电器与电池并与发电站进行通讯的控制器，其中该控制器测定电池充电所需的时间、完成充电的预定时间并将电池充电所需的时间及预定时间传输给发电站，其特征在于：控制器进一步
测定将电池充电至预定的状态所需要的电能；
测定电池充电时能够达到的最大的时间比率；
使用充电所需要的电能与充电时达到的最大时间比率计算出电池充电所需要的时间；及
将充电所需要的时间传输至发电站。
8.如权利要求7所述电池的充电系统，其特征在于：通讯在发电站与控制器间进行传输。
9.如权利要求7所述电池的充电系统，其特征在于：发电站进一步将充电的开始时间传输至控制器。
10.一种用于车辆电池的充电系统，所述车辆至少以部分电能为动力，该系统包括：控制电能供给的发电站、传输电能的电网、电性连接电网与 电池的充电器及插电式混合动力车辆，所述混合动力车辆包括电性连接充电器与电池并与发电站进行通讯的控制器，其中该控制器测定电池充电所需的时间、完成充电的预定时间并将电池充电所需的时间及预定时间传输给发电站，其特征在于：控制器进一步
测定将电池充电至预定的状态所需要的电能；
测定电池充电时能够达到的最大的时间比率；
使用充电所需要的电能与充电时达到的最大时间比率计算出电池充电所需要的时间；及
将充电所需要的时间传输至发电站。
11.如权利要求10所述电池的充电系统，其特征在于：通讯在发电站与控制器间进行传输。
12.如权利要求10所述电池的充电系统，其特征在于：发电站进一步将充电的开始时间传输至控制器。
13.一种从发电站电网为插电式混合动力车辆的电池充电的方法，所述车辆至少以部分电能为动力，所述电能来自于发电站电网，该方法包括如下步骤：
(a)测定将电池充至预定的状态所需要的电能；
(b)测定电池可以最大的充电时间比率；
(c)使用从步骤(a)与步骤(b)得到的信息计算出为电池充电所需要的时间
(d)测定电池结束充电的预定时间；
(e)将从步骤(c)和步骤(d)得来的信息传输给发电站；及
(f)当预定的负载低于峰值负载时，开始从发电站电网为电池充电，并在预定的时间结束充电。
14.如权利要求13所述的电池充电方法，进一步包括：
测定将电池充电至预定的状态所需要的电能； 
测定电池充电时能够达到的最大的时间比率；
计算电池充电所需要的时间；
测定在预定时间结束充电时的电站电网上的预测负载；及
测定从预测负载处充电的开始时间、充电所需要的电能、充电所需的时间以及预定的时间。
15.如权利要求13所述的电池充电方法，进一步包括：
测定将电池充电至预定的状态所需要的电能；
测定电池充电时能够达到的最大的时间比率；
计算电池充电所需要的时间；
测定在预定时间结束充电时的电网上的预测负载；及
测定从预测负载处充电时从电站电网处的时间比率、充电所需要的电能、充电所需的时间以及预定的时间。
16.如权利要求13所述的电池充电方法，进一步包括：
测定用户的预计充电成本；及
将充电成本从发电站传输车辆充电系统。
17.如权利要求13所述的电池充电方法，进一步包括：
测定充电开始时间；及
将充电开始时间从发电站传输至车辆充电系统。
18.如权利要求13所述的电池充电方法，进一步包括：
测定从电站电网得到的时间比率；及
将充电比率的计划从发电站传输至车辆充电系统。 
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