CN101436689A - 用于插入式车辆的电网负载管理 - Google Patents

用于插入式车辆的电网负载管理 Download PDF

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Publication number
CN101436689A
CN101436689A CNA2008101756843A CN200810175684A CN101436689A CN 101436689 A CN101436689 A CN 101436689A CN A2008101756843 A CNA2008101756843 A CN A2008101756843A CN 200810175684 A CN200810175684 A CN 200810175684A CN 101436689 A CN101436689 A CN 101436689A
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charging
vehicle
plug
vehicles
energy storage
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CN101436689B (zh
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G·R·伍迪
B·A·维尔奇科
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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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
    • 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
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/68—Off-site monitoring or control, e.g. remote control
    • 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
    • B60K6/42—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 characterised by the architecture of the hybrid electric vehicle
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Abstract

本发明涉及用于插入式车辆的电网负载管理。提供利用远程命令中心对插入式车辆的车载能量存储系统的充电进行控制的方法和系统，所述远程命令中心例如车辆远程信息处理装置。这种方法的实施例包括：将车载能量存储系统的充电请求传输至与插入式车辆相关联的远程命令中心。响应于充电请求接收来自远程命令中心的充电命令。根据接收到的充电命令调节车载能量存储系统的充电，其中充电命令可以是充电使能命令或者充电禁止命令。

Description

用于插入式车辆的电网负载管理
技术领域
这里描述的主题通常涉及用于插入式(plug-in)电动车辆和混合动力电动车辆(hybrid electric vehicle)的充电系统和方法。更特别地，这里所述的主题涉及用于插入式车辆的车载能量存储系统的充电的集中管理和控制的系统和相关方法。
背景技术
混合动力电动车辆和其它节省燃料的车辆正变得越来越流行。插入式混合动力电动车辆和插入式全电动车辆代表了对基于石油的燃料依赖更少的另一类车辆。这些车辆被称为插入式混合动力车辆，因为它们的车载能量存储系统(例如电池组)通过将车辆连接(插入)到输出口(outlet)、充电器或其它电压源以及从再生捕获(regenerative capture)实现再充电。与目前市场上的传统混合动力电动车辆相比，插入式混合动力车辆可以在增加的行程内(在某些情形下高达50英里)使用其车载能量存储系统作为主推进系统。在车载能量存储系统的可用能量耗尽之后，插入式混合动力车辆中的内燃机(ICE)和/或燃料电池被用作主推进系统。另一类型的插入式混合动力车辆(即，增程型电动车辆)使用电力作为其唯一的推进系统—在运行过程中ICE或燃料电池被用于按照需要对车载能量存储系统进行再充电。虽然再生制动可用于对这些插入式混合动力车辆中的车载能量存储系统进行部分再充电，但是再充电通常是由连接到本地电网体系架构的充电器完成的。
目前投入运转的插入式车辆的数量相当少。但是，有理由预测道路上插入式车辆的数量将随着时间的推移稳步提高。毫无疑问，在将来可能出现大量插入式车辆需要同时进行再充电或是在同样的延长的时间段内(例如，整夜或在工作时间内)进行再充电的情况。这对在城市之间、县之间、州之间以及国家之间传输电力的电网体系架构提出了高要求。例如当大量插入式车辆为了再充电而同时插入时，可能出现电网体系架构的超载。在实践中，不能期望电网体系架构可以在任何给定时间处理所有电力输出口处的全功率需求。因此，当对插入式车辆进行充电时，不能假设来自相应电力体系架构的功率始终是可用的(因为在一天的某些时间内的高功率需求，对于诸如风能和太阳能之类的可变功率源的依赖性，以及其它实际因素)。
发明内容
提供一种对插入式车辆的车载能量存储系统的充电进行控制的方法。该方法包括：将车载能量存储系统的充电请求传输至与插入式车辆相关联的远程命令中心；响应于充电请求接收来自远程命令中心的充电命令；以及根据该充电命令调节车载能量存储系统的充电。
提供另一种对插入式车辆的车载能量存储系统的充电进行控制的方法。该方法包括：从插入式车辆接收车载能量存储系统的充电请求；获取指示插入式车辆位置的车辆位置数据；根据充电请求和车辆位置数据确定是否对车载能量存储系统进行充电；以及响应于该确定步骤，将充电命令传输给插入式车辆，该充电命令包括对车载能量存储系统的充电进行调节的数据。
还提供一种对插入式车辆的车载能量存储系统的充电进行控制的系统，其中每个插入式车辆包括用于其车载能量存储系统的充电控制模块。该系统的实施例包括：配置为支持与插入式车辆的数据通信的远程命令中心；用于传输电能的电网体系架构；以及耦合到该电网体系架构的充电器，该充电器被配置为从电网体系架构向插入式车辆的车载能量存储系统提供充电能量。在该实施例中，远程命令中心被配置为利用从远程命令中心传输给插入式车辆的充电命令，远程调节插入式车辆的车载能量存储系统的充电。
提供发明内容以简化形式介绍一些精选的概念，这些概念将在具体实施方式中进一步地进行说明。发明内容部分并不打算识别要求专利保护的主题的关键特征或必要特征，也不打算用于帮助确定要求专利保护的主题的保护范围。
附图说明
下面将结合附图对本发明的至少一个实施例进行描述，在附图中相同的附图标记代表相同的元件，且：
图1是用于控制插入式车辆的车载能量存储系统的充电的系统的实施例的简化示意图；
图2是适于在图1所示系统中使用的插入式车辆的实施例的简化示意图；
图3是描述插入式车辆充电过程的实施例的流程图；和
图4是描述插入式车辆充电控制过程的实施例的流程图。
具体实施方式
下文的详细描述本质上仅仅是示例性的，并不打算对本发明或本发明的应用和用途进行限制。此外，不打算受在前面的技术领域、背景技术、发明内容或下面的具体实施方式中给出的明示或暗示的理论的限制。
这里将根据功能和/或逻辑块组件和各种处理步骤来描述方法和技术。需要理解的是这样的块组件可通过配置为实施指定功能的任意数量的硬件、软件和/或固件组件来实现。例如，系统或组件的实施例可使用各种集成电路组件，例如存储元件、数字信号处理元件、逻辑元件、查找表等元件，其可在一个或多个微处理器或其它控制装置的控制下执行多种功能。此外，本领域技术人员应理解的是实施例可以结合任何数量的数据传输协议来实施，并且这里所描述的系统仅是一个适合的例子。
为了简要起见，与信号处理、数据传输、电力系统、电网管理和控制、车辆远程信息处理系统和服务以及系统的其它功能方面(和系统的各个操作组件)相关的常规技术在这里不作详细描述。此外，在这里所包含的各个附图中显示的连接线意在表示各种元件之间的示例性功能关系和/或物理耦合。需要注意的是许多可选或附加的功能关系或物理连接可以存在于本主题的实施例中。
下文的描述可能涉及“连接”或“耦合”在一起的元件或节点或特征。如这里所用的，除非另有明确说明，“连接”表示一个元件/节点/特征直接接合到另一个元件/节点/特征(或直接与其通信)，并且不一定是通过机械方式。同样地，除非另有明确说明，“耦合”表示一个元件/节点/特征直接或间接地接合到另一个元件/节点/特征(或直接或间接地与其通信)，并且不一定是通过机械方式。
下文将参照插入式混合动力电动车辆的实际布置对系统和方法的实施例进行描述。应该理解的是在全电动车辆的情况下该系统和方法的实施例可以等效实施，并且这里描述的技术和方法的范围和应用并不限于任何特定的车辆类型或配置。
插入式混合动力车辆使用充电器对其车载能量存储系统(例如电池组)进行再充电。在实际中，充电器是提供千瓦范围内的功率的相对高功率单元。例如，插入式混合动力车辆可以使用相对低功率的车载充电器(1.5千瓦)或相对高功率的车载或外部充电器(6.6千瓦)。外部充电器可被用作插入到标准AC输出口(例如，110V电压输出口或220V电压输出口)的独立组件。这里所描述的方法和技术与使用车载和/或外部充电器的插入式车辆兼容使用。
这里描述的系统利用诸如
Figure A200810175684D0008145618QIETU
通信系统的车辆远程信息处理系统(telematics system)。如这里所使用的，车辆远程信息处理系统是将信息学(信息学是信息系统的科学、实践和工程学)和远程通信结合的系统。在实际中，车辆远程信息处理系统可使用蜂窝系统。类似地，现代蜂窝电话使用蜂窝服务获取GPS和其它信息。该GPS特征允许公用事业公司定位车辆实际在什么位置对车辆充电并获取电馈网(utility grid)的负载均衡所需的充电命令信息。相反地，蜂窝GPS特征可帮助用户找到为车辆充电的地点。
Figure A200810175684D0008145641QIETU
通信系统和蜂窝电话或基于蜂窝的技术两者可用于配置这里描述的实施例。
远程信息处理系统支持一或多个车载车辆系统和远程命令中心、实体、网络或计算体系架构之间的数据通信(通常是无线的)。远程信息处理系统通常支持双向数据传输以使得远程命令中心可以为车辆用户提供服务、更新基于软件的车辆组件、接收诊断车辆数据用于存储和/或处理、接收来自车辆用户的紧急呼叫等等。远程信息处理系统能够利用基于卫星的全球定位系统(GPS)技术来追踪兼容车辆的当前位置。对于熟悉汽车工业的人员而言，远程信息处理系统是公知的，因此不在这里详细描述。
这里所描述的系统将远程信息处理系统链接到插入式车辆的车载电能存储系统。更具体地，该系统允许远程信息处理系统与车载充电控制模块和处理逻辑进行通信，其中处理逻辑对车辆的车载能量存储系统的充电进行调节。来自充电控制模块的信息，例如电池组电池或电池组的荷电状态(SOC)和/或健康状态(SOH)可使用车载数据通信总线或体系架构发送给车载远程信息处理系统模块。车载远程信息处理系统模块然后可以发送SOC/SOH数据、基于GPS的车辆定位数据以及其它数据到远程命令中心(远程命令中心可由远程信息处理系统提供商和/或诸如公用事业公司的另一个实体进行维护)。
在远程命令中心与远程信息处理系统提供商相关联的实施例中，远程命令中心可将SOC/SOH数据和车辆定位数据中继(relay)给一或多个电力公司，这些公司随后利用该信息来控制、管理和调节车辆的充电，并且如果需要的话，确定如何根据当前的功率消耗需求最佳地在一个或多个电网体系架构之间分配功率。特别地，这种电网负载平衡可从插入式车辆到公用事业公司无线地实施。车辆与其主远程信息处理系统之间以及该远程信息处理系统与公用事业公司之间的数据通信可根据一或多个无线数据通信协议来实施，这些协议例如但不限于：蜂窝式；卫星式；
Figure A200810175684D0009145550QIETU
蓝牙)无线数据通信；或IEEE802.11(任意可用的变体)。
在插入式车辆与公用事业公司之间(经由远程信息处理系统)使用数据通信链路使得公用事业公司能够远程调节和控制充电周期的持续时间、充电发生时间和/或充电功率等级。此外，这里所述的系统允许公用事业公司更好地实施负载均衡和功率分配，当依赖于天气的功率源(太阳能或风能)被用于电网时这是重要的。该系统还使得公用事业公司能够在需要时基于插入式车辆的充电需求、地理位置、时间和其它可能因素来实施负载平衡和功率分配。一个重要的益处涉及在峰值使用时间期间的电网稳定性。该系统允许公用事业公司在需要时非常迅速地在线加载(bring load on-line)或甩负载。该能力是允许更高百分比的可再生功率源(例如，风能或太阳能)的使能者(enabler)，而可再生功率源具有可在几分钟内改变的功率产生特性。
图1是用于控制插入式车辆102的车载能量存储系统的充电的系统100的实施例的简化示意图。图1代表由电网体系架构104支持的地理区域，该电网体系架构104配置和设计为输送电能，其中该地理区域可以是任何实际尺寸。对于该例子，示出的地理区域包括多个城市106(为方便起见标记为城市A，城市B和城市C)。
电网体系架构104代表用于为城市106提供电力的系统、基础设施、输电线、变压器、功率分配设备、控制系统和其它组件。在这方面，电网体系架构104从一个或多个功率源108获取能量。功率源108可包括任意数量的不同的能量产生源，包括但不限于：核能源；化石燃料源；风力发电机；水力发电；或太阳能发电机。使用公知的方法和技术，电网体系架构104按照需要在所有城市106中处理和分配来自功率源108的功率。在实际中，电网体系架构104可包括许多分布式的功率源108，其可在城市106内当地部署。在实际中，电网体系架构104可由一个或多个电力公司管理。为简化起见，该例子假设电网体系架构104由一个公用事业公司支持并管理，该公司维护用于电网体系架构104的至少一个电力控制中心(power utilities control center)110。在实际中，电力控制中心110可被包括在电网体系架构104本身之中。
电力控制中心110被适合地配置为管理、调节以及以其他方式控制电网体系架构104的运行。例如，电力控制中心110可以控制整个电网体系架构104之中的功率分配，在整个电网体系架构104中实施功率负载平衡，在电网体系架构104内执行轮流灯火管制(rolling controlled blackout)，以及支持任意数量的已知和传统功率管理和控制操作。此外，电力控制中心110可以管理功率到不同地理位置中的其它电网体系架构的输入或输出。如下文更加详细描述的，电力控制中心110的该实施例耦合到远程命令中心112，以促进支持插入式车辆充电技术的数据通信。远程命令中心112通常代表与支持与包括插入式车辆102在内的车辆之间的数据通信的远程信息处理系统相关联的系统、基础设施、处理能力和体系架构。在图1中，链路114代表在远程命令中心112与电力控制中心110之间的一个或多个无线和/或有线数据通信链路。链路114按照任意数量的已知有线和/或无线数据通信协议促进数据通信。在图1中，链路116代表在远程命令中心112与至少一个数据通信网络118之间的一个或多个无线和/或有线数据通信链路。链路116按照任意数量的已知有线和/或无线数据通信协议促进数据通信。
在图1中，一个(或多个)数据通信网络118通常代表支持远程命令中心112与插入式车辆102之间的数据的处理、路由、传送和/或传输的系统、基础设施、处理能力、数据传输线路、无线数据通信通道以及体系架构。一个(或多个)数据通信网络118可以与任意数量的已知网络类型、方法、技术和协议(有线或无线)兼容。一个(或多个)数据通信网络118支持的无线数据通信协议、技术或方法包括但不限于：RF；IrDA(红外)；
Figure A200810175684D0010135630QIETU
；ZigBee(以及IEEE802.15协议的其它变体)；IEEE802.11(任何变体)；IEEE802.16(WiMAX或任何其它变体)；直接序列展频；跳频展频；蜂窝/无线/无绳电信协议；无线家庭网络通信协议；寻呼网络协议；磁感应；卫星数据通信协议；无线医院或健康设施网络协议例如在WMTS频带运行的那些协议；GPRS；和专用无线数据通信协议(例如无线USB的变体)。一个(或多个)数据通信网络118支持的有线数据通信协议、技术或方法包括但不限于：以太网；家庭网络通信协议；USB；IEEE1394(火线)；医院网络通信协议；和专用数据通信协议。
一个(或多个)数据通信网络118与插入式车辆102通过相应的数据通信链路120通信。尽管显示为无线链路，数据通信链路120并不需要是无线的。插入式车辆102的某些实施例可适合地配置成支持与一个(或多个)数据通信网络118的有线数据传输(例如利用连接到计算机的USB电缆)。对于该实施例，数据通信链路120表示蜂窝网络链路—远程信息处理系统的当前实施方式使用现有的蜂窝网络服务。
系统100还与提供原始位置数据给位于插入式车辆102中的车载GPS系统的GPS卫星(未示出)合作。车载GPS系统可处理原始位置数据以供车载导航系统使用。此外，车载GPS系统通过一个(或多个)数据通信网络118向远程命令中心112提供原始位置数据(和/或由原始位置数据得出的处理后的车辆位置数据)。远程命令中心112利用车辆位置数据来支持插入式车辆充电技术，这一技术将在下文中详述。
系统100可包括任意数量的充电器122，充电器122耦合到电网体系架构104。尽管被描绘成独立的部件，但是充电器122相反可以集成到插入式车辆102中，或集成到例如建筑物或是车辆充电站的另一种结构中。充电器122适合地配置为把来自电网体系架构104的充电能量提供给插入式车辆102的车载能量存储系统。特别地，远程命令中心112被配置成远程调节由充电器122对插入式车辆102的车载存储系统的充电。
如下文所详述的，远程命令中心112(通过一个(或多个)数据通信网络118)将充电命令传输给插入式车辆102，其中充电命令控制插入式车辆102是否能够利用电网体系架构104提供的功率。例如，远程命令中心112可以传输充电使能(enable)命令以供插入式车辆102的充电控制模块处理，其中充电使能命令激活车载能量存储系统的充电状态。另一方面，远程命令中心112可以传输充电禁止(disable)命令以供插入式车辆102的充电控制模块处理，其中充电禁止命令激活车载能量存储系统的非充电状态。因此，假设插入式车辆102被设置成仅响应于接收到的充电使能命令而进行充电，远程命令中心112可以远程控制何时对任何给定的插入式车辆102充电。通过这种方式，远程命令中心112可以为耦合至电网体系架构104的插入式车辆102产生充电时间表(schedule)，其中充电时间表受电网体系架构104的当前和/或预测的功率负载状况影响。
图2是适于在系统100中使用的插入式车辆200的实施例的简化示意图。实际上，每个插入式车辆102可包括图2中所示的组件。插入式车辆200是混合动力电动车辆；但是，这里所述的充电技术和概念也适用于纯电动插入式车辆或增程型电动车辆。所示出的插入式车辆200的实施例包括但不限于：车载能量存储系统202；耦合至车载能量存储系统202的充电控制模块204；推进系统206；车轮208；用于推进系统206的燃料供给210；耦合至车载能量存储系统202的电推进系统212；耦合至充电控制模块204的车载远程信息处理系统214；耦合至车载远程信息处理系统214的车载GPS系统216。插入式车辆200的电子设备、电子控制模块和处理组件可以利用数据通信总线、传导元件和/或任何适当配置的互连体系构架耦合在一起。图2是为了描述的需要以非常简化的方式描绘各种电气和机械连接及耦合的示意图。插入式车辆102的实施例当然也利用了在汽车工业中公知的附加物理组件和设备。
车载能量存储系统202可被实现为具有单一电池模块或多个单独电池模块的可再充电电池组。在这方面，车载能量存储系统202可利用锂离子电池、镍氢电池(NiMH)、铅酸电池或锂聚合体电池，这些电池连接以产生所需的操作电压。插入式车辆200可包括能量管理控制器(未示出)，其获取、得到、监控和/或处理与车载能量存储系统202相关联的一组参数。这些参数可包括但不限于：电流；电压；SOC；SOH；电池内阻；电池内电抗；和功率输出。在某些实施例中，能量管理控制器可并入到充电控制模块204中。能量管理控制器获得的参数可被充电系统使用，以确定车载能量存储系统202是否需要被充电和，如果需要充电将充电到什么程度。
车载能量存储系统202提供电能，该电能使得电推进系统212能够向车轮208提供牵引功率。插入式车辆200的某些实施例使用电动发电机(MoGen)，其动态地耦合到推进系统206(例如内燃机(ICE)或燃料电池(FC)推进系统)。该MoGen基于插入式车辆200的运行状况(即制动、加速或在高速公路上以恒定速度运行)或者作为电动机来推进插入式车辆200，或者作为发电机来为车载能量存储系统202充电。该MoGen优选是AC感应式电机，但它可包括任意已知的电动/发电机技术，包括但不限于：直流电机、同步电机、以及开关磁阻电机。在实际中，插入式车辆200可具有两台MoGen：一台用于驱动后轮；另一台用于驱动前轮。
MoGen可被适当配置的电控系统、DC-DC转换器以及功率逆变器模块(PIM)等控制。插入式车辆200中的包括充电控制模块204的控制模块可包括本领域中已知的任意类型的处理元件或车辆控制器，并且其可装备有非易失性存储器、随机存取存储器(RAM)、离散和模拟输入/输出(I/O)、中央处理器和/或用于在汽车通信网络中连网的通信接口。在这方面，充电控制模块204(以及结合此处公开的实施例所描述的其他可能的说明性方框、模块、处理逻辑和电路)可用设计为执行这里所述功能的通用处理器、内容可寻址存储器、数字信号处理器、专用集成电路、现场可编程门阵列、任意适合的可编程逻辑器件、分立门(discrete gate)或晶体管逻辑、分立硬件组件或其组合来实施或执行。处理器可以被实现为微处理器、控制器、微控制器或状态机。处理器也可以被实施为计算设备的组合，例如数字信号处理器与微处理器的组合，多个微处理器，与数字信号处理器核联合使用的一个或多个微处理器或任意其它这样的配置。
此外，结合此处公开的实施例描述的方法或算法的步骤可直接体现在硬件、固件、由处理器执行的软件模块或它们的任意实际组合中。软件模块可驻留于RAM存储器、闪存、ROM存储器、EPROM存储器、EEPROM存储器、寄存器、硬盘、可移动硬盘、CD-ROM或是本领域中已知的任意其它形式的存储介质。在这方面，示范性的存储介质可以耦合至处理器以使得该处理器可以从该存储介质上读取信息或是向该存储介质写入信息。在可选方案中，存储介质可与处理器一体形成。举例来说，处理器和存储介质可驻留于ASIC中。
本主题和其实施例的某些方面可在由一个或多个计算模块、控制器或其它装置执行的计算机可执行指令(例如程序模块)的一般背景下描述。一般而言，程序模块包括执行特定任务或实现特定抽象数据类型的例程、程序、对象、组件、数据结构和/或其它元素。典型地，程序模块的功能性可根据需要在各个实施例中组合或分配。实施计算机可执行指令的计算设备一般包括至少某些形式的计算机可读介质。计算机可读介质可以是任何可用的介质，其可被计算设备和/或由计算设备执行的应用访问。
再次参考附图2，在发电机模式下，MoGen产生电能，该电能通过PIM传输到车载能量存储系统202和DC-DC转换器。MoGen的电流方向是根据插入式车辆200的特定运行状态确定的。DC-DC转换器提供并调节DC总线，该DC总线由PIM进行脉宽调制以供应时变电流给MoGen。在再生状态下(例如在制动期间)或是充电状态下，电流将从MoGen流出，通过PIM对车载能量存储系统202充电并为DC-DC转换器提供电流。在需要MoGen提供推进的状态下，电流将从车载能量存储系统202通过DC-DC转换器和PIM流到MoGen，以为MoGen供电。
对于这里所描述的实施例，车载能量存储系统202的SOC和/或SOH被动态追踪以确定何时对车载能量存储系统202充电。在某些实施例中，SOC被控制在20％到80％的范围内使得可以在再生制动期间实现充电接受能力和充电效率。但是，将车载能量存储系统202控制到任何的SOC百分比都属于这里描述的实施例的范围。插入式车辆200可以使用任意适合的技术来获得车载能量存储系统202的SOC和/或SOH。例如，这样的技术在美国专利号为6639385和美国专利申请公开号2004/0162683A1中公开—这些专利文件的相关内容在此引入以供参考。
对于推进系统206是ICE的实施例而言，燃料供给210可以是汽油、酒精、乙醇、柴油燃料等的供给。对于推进系统206是燃料电池的实施例而言，燃料供给210可以是氢、酒精、碳氢化合物等的供给。燃料供给210中燃料的具体类型和推进系统206的特定配置和操作对于这里描述的充电系统和方法来说不重要，因此不再详述。
车载远程信息处理系统214被适当地配置成促进与主远程命令中心(例如图1中所示的远程命令中心112)的数据通信。车载远程信息处理系统214可利用所示的无线数据通信链路218和/或有线链路与远程命令中心通信。车载GPS系统216被适当地配置成从GPS卫星系统获取GPS数据。对于本实施例，车载GPS系统216按照需要处理接收到的GPS数据，并为车载远程信息处理系统214提供车辆位置数据。反过来，车载远程信息处理系统214可将车辆位置数据发送给远程命令中心。
插入式车辆200的组件协作以支持这里所述的充电技术和方法。在这方面，图3是描述插入式车辆充电过程300的实施例的流程图，其可通过插入式车辆102/200实施，图4是描述插入式车辆充电控制过程400的实施例的流程图，其可通过远程命令中心112和/或电力控制中心110实施。结合这些过程而实施的各种任务可通过软件、硬件、固件或它们的组合实现。为了说明性的目的，这些过程的下列描述可能涉及附图1和附图2中所提及的元件。在实际中，这些过程的多个部分可由所描述系统的不同元件来实施。应该理解的是给定过程可包括任意数量的附加或可选任务，附图1和附图2中所示的任务不需要按照所示的顺序实施，并且给定过程可并入到具有在这里没有详细描述的附加功能的更全面的程序或过程中。
如上所述，插入式车辆的车载远程信息处理系统将接收或产生指示插入式车辆位置的车辆位置数据。在优选实施例中，车辆位置数据代表如从GPS数据中得出的插入式车辆的当前位置。过程300向远程命令中心提供车辆位置数据(任务302)，或者以其他方式使得远程命令中心可以访问车辆位置数据。从远程命令中心的角度看，过程400从插入式车辆获取或接收车辆位置数据(任务402)。特别地，这种交换可以在任何时间发生，并且其不需要由用户触发或是由请求充电的插入式车辆触发。
过程300和过程400的下列描述假设插入式车辆已被连接到兼容的充电器上(即，插入)并且用户要求对插入式车辆的车载能量存储系统充电。对于该实施例，过程300通过传输车载能量存储系统的充电请求(任务304)启动充电程序。该充电请求被传输到与插入式车辆相关联的合适的远程命令中心(例如，插入式车辆已经预订的远程命令中心)。从远程命令中心的角度看，过程400接收和处理该充电请求(任务404)。该充电请求可在蜂窝网络呼叫期间传递，其中蜂窝网络呼叫是在车载远程信息处理系统和远程命令中心之间建立的。该充电请求可传递指示各种信息的数据。例如，充电请求可传递以下条目的任意一个，但不局限于此：插入式车辆的标识符；驾驶员或所有者的名字；车辆位置数据；指示车载能量存储系统的SOC的SOC数据；指示车载能量存储系统的SOH的SOH数据；时间；插入式车辆保持插入的预期时间窗；指示插入式车辆的相对充电优先级的优先级数据(例如，“立即充电”，或是“在未来的60分钟内充电”，或是“在任意可能的时候充电”)；或者指示系统可接受的能量的量和/或可以充电的速率的充电能力。
远程命令中心可以处理接收到的充电请求以及与其关联的任意相关数据，以确定是否对插入式车辆的车载能量存储系统进行充电。在实际中，这一确定受到许多因素和考虑的影响，并且远程命令中心可以利用适合的软件应用，所述软件应用可以分析和处理可用数据以作出决定。一个重要的影响要素涉及插入式车辆所连接的电网体系架构的当前功率负载状况。在这方面，远程命令中心可以识别与车辆位置数据相对应的特定电网体系架构(任务406)，并分析所识别的电网体系架构的功率负载状况(任务408)。在实际中，车辆位置数据应该足够准确以使得远程命令中心和/或相应的电力控制中心能够明确地确定哪个电网体系架构(或子电网)给服务于插入式车辆的充电器提供功率。负载平衡分析可以根据需要考虑所识别的电网体系架构和/或其它电网体系架构上的当前负载，使得进行管理的电力公司可以在其管区内以有效且明智的方式调节、转移和分配功率。例如，如果插入式车辆所连接到的电网体系架构(或子电网)超载或正接近超载状况时，那么远程命令中心可以确定该插入式车辆不应该被立即充电。另一方面，如果插入式车辆所连接到的电网体系架构(或子电网)负载轻，那么远程命令中心可以确定该插入式车辆可在任意时间充电，并且可充电相对较长的时间段。
另一影响因素是从插入式车辆接收到的优先级数据。优先级数据可由车载子系统自动产生或是由插入式车辆的操作者利用适合的用户界面输入/选择。过程400的所示实施例将充电优先级数据作为影响确定是否对插入式车辆充电的附加数据点进行分析(任务410)。因此，远程命令中心可以被配置成相比没有发送任何优先级数据的插入式车辆以及发送指示不太紧急充电需要的优先级数据的插入式车辆，偏袒(favor)发送指示紧急充电需要的优先级数据的插入式车辆。
SOC或SOH也可以影响使能充电或禁止充电的决定。例如，远程命令中心可被配置成偏袒发送指示车载能量存储系统的相对低充电状况的SOC/SOH数据的插入式车辆，而不偏袒(disfavor)发送指示车载能量存储系统的相对高充电状况的SOC/SOH数据的插入式车辆。
电网状态、电网的负载情况和/或电网体系架构的其它特性可能影响车辆充电。例如，在功率短缺或是可用功率发生突然改变的情况下，远程命令中心可以禁止充电，从而甩掉(shed)功率系统体系架构上的负载。
远程命令中心可以依据系统部署确定是否对车载能量存储系统进行充电：(1)独立地(即，基于从车辆获得的数据和从电力控制中心获得的数据)；(2)如电力控制中心所指示的(即，远程命令中心可与电力控制中心通信并用作车辆的媒介)；或(3)基于电力控制中心提供的建议。该确定将影响传输至插入式车辆的充电命令的类型，其中充电命令包括调节车辆的车载能量存储系统的充电的数据、指令或控制参数。在这方面，如果过程400确定对插入式车辆充电(查询任务412)，则远程命令中心将产生充电使能命令并将其传输至插入式车辆的远程信息处理系统(任务414)。另一方面，如果过程400确定不对插入式车辆进行充电，则远程命令中心将产生充电禁止命令并将其传输至插入式车辆的远程信息处理系统(任务424)。
从插入式车辆的角度看，过程300从远程命令中心接收充电命令(任务306)，其中该充电命令是响应于任务304期间传输的充电请求而接收的。其后，过程300根据接收到的充电命令(其可以是充电使能命令或是充电禁止命令)调节车载能量存储系统的充电。如果过程300接收到充电使能命令(查询任务308)，则过程300将激活插入式车辆的充电状态并且开始对车载能量存储子系统充电(任务310)。如果不是，则接收到的充电命令是充电禁止命令，并且过程300转到任务318。该技术允许远程命令中心远程控制插入式车辆是否可以由其所连接到的充电器充电。对于该实施例，插入式车辆继续充电直到它接收到随后的充电禁止命令；它变成完全充电；或者从充电器断开。
如果插入式车辆在接收到初始的充电使能命令(查询任务312)后接收到充电禁止命令，则过程300转到任务318。如果不是，则过程300转到查询任务314。如果查询任务314确定车载能量存储系统已经被完全充电或如果插入式车辆已经从其充电功率源断开，则过程300向远程命令中心传输适当格式化的充电终止通知(任务316)。如果不是，则过程300可重新进入查询任务312，以重复由查询任务312和查询任务314所代表的处理循环。充电终止通知将插入式车辆的完全充电状态或断开状态通知给远程命令中心。该充电终止通知可被远程命令中心用作更新插入式车辆的记录、启动最终充电禁止命令的产生和传输等的提示。在某些实施例中，结合该充电终止通知的传输，插入式车辆自动产生内部充电禁止命令或以其他方式将车载能量存储系统从充电器转换断开(switchout)以防止过度充电。这一功能性可以由车载充电控制器实现，该控制器适当地设计成通过监控电池电压和温度来防止电池的过度充电。
如上所简要描述的，当初始充电命令是充电使能命令(查询任务308)或者当接收到随后的充电禁止命令(查询任务312)时执行任务318。与任务318相关，过程300将激活插入式车辆的非充电状态，并防止或停止车载能量存储子系统的充电。当处于非充电状态时，即使插入式车辆仍然耦合到电网体系架构，插入式车辆消耗来自充电器的很少能量或不消耗能量。对于该实施例，插入式车辆保持在其非充电状态，除非它接收到随后的充电使能命令，变成完全充电，或是从充电器断开。
如果插入式车辆在接收到初始的充电禁止命令(查询任务320)后接收到充电使能命令，则过程300转到任务310，这激活插入式车辆的充电状态。如果未接收到随后的充电使能命令，则过程300转到查询任务322。如果查询任务322确定车载能量存储系统完全充电或如果插入式车辆已经从其充电功率源断开，则过程300转到任务316，以如前所述那样传输充电终止通知。如果不是，则过程300将重新进入查询任务320，以重复由查询任务320和查询任务322代表的处理循环。总之，过程300提供插入式车辆充电的远程管理和调节。
再次参考图4，远程命令中心在任务414期间产生充电使能命令并将其传输至插入式车辆，如果过程400从插入式车辆接收到充电终止通知(查询任务416)，则过程400结束。在实际中，远程命令中心可响应于充电终止通知更新它的对于插入式车辆的记录。如果没有接收到充电终止通知，则过程400可继续分析电网体系架构的功率负载状况(任务418)和原始接收到的或更新后的充电优先级数据(任务420)。对当前功率负载状况的这种持续监控是希望的，以使得充电系统能够实时(或基本实时)地对变化的状况作出反应。如果当前状况指示可以继续充电，则过程400可以重新进入查询任务416以重复任务416、418、420和422代表的循环。如果当前状况指示不能再继续充电，则过程400转至任务424。
如上所述，当查询任务412确定不应启动充电或者当查询任务422确定不能继续充电时执行任务424。对于任务424，远程命令中心产生充电禁止命令并将其传输至插入式车辆。如果过程400随后接收到来自插入式车辆的充电终止通知(查询任务426)，则过程400结束。如果没有接收到充电终止通知，则过程400可以继续分析电网体系架构的功率负载状况(任务428)和原始接收到的或更新后的充电优先级数据(任务430)。又一次地，对当前功率负载状况的这种持续监控是希望的，使得远程命令中心能够响应于变化的功率负载状况而远程使能/禁止插入式车辆的充电。如果当前状况指示现在可以继续充电，则过程400可以重新进入任务414以产生充电使能命令并将其传输至插入式车辆。但是，如果当前状况指示不能继续充电，则过程400重新进入查询任务426以重复任务426、428、430和432代表的循环。总体来说，过程400使得远程命令中心能够按照需要使能、禁止和重新使能(re-enable)插入式车辆的充电。
在替代实施例中，插入式车辆不需要等待初始的充电使能命令来开始地它的车载能量存储系统进行充电。相反，插入式车辆可以在与相兼容的充电器连接后以及将它的充电请求消息发送到远程命令中心之后立即开始充电。在该实施例中，充电将继续直到插入式车辆接收到来自远程命令中心的充电禁止命令。当然，当车载能量存储系统完全充电或者如果插入式车辆从电网体系架构断开，充电将被终止。
上面结合过程300和过程400描述的实施例考虑了充电状态和非充电状态。充电控制系统的替代实施例可被配置成也支持一个或多个部分的或降低的功率充电状况，其中以相对于正常充电状态降低的速率对车载能量存储系统进行充电。当电力公司想在提供一些充电的同时管理插入式车辆的能量消耗时可以激活这样的中间充电状态。
上述的远程充电控制系统和方法也可被修改以给予电力公司对充电周期的更直接的控制。在这种修改的实施例中，插入式车辆充电器处于车辆外部，并且给予电力公司(直接或通过远程命令中心)控制在充电器处的功率是否可用的能力。换句话说，决定和切换智能(switching intelligence)是在充电器上实施，而不是在前文所述的插入式车辆中实施。为了支持这一替代的系统实施例，每一兼容的充电器都被适当地配置有适当的硬件、软件和/或固件，所属硬件、软件和/或固件使得充电器能够与远程命令中心和/或电力控制中心通信。兼容的充电器也被配置成以上文在车载车辆处理的情况下描述的方式对接收到的充电使能命令或接收到的充电禁止命令作出响应。换句话说，这些充电命令激活由充电器自身维持的充电和非充电状态。当然，实际的实施例可以适当配置成支持除了上文更为详细描述的充电方法之外的这种修改的充电方法。例如，该附加特征可能用处于6.6kW和更高的范围内的非车载(外部)充电器实现。相反，车载110伏(1.5kW)的插入式充电器代表车辆的完全独立的充电系统。
这里所描述的方法和技术使得电力公司能够监控、调节和管理插入式车辆的充电，使得可以适当的方式安排多个插入式车辆的充电时间，例如，以适合电网的功率负载平衡需要。远程充电控制系统将帮助公用事业公司最好地使用电网基础设施并在需要的时候保证功率在整个电网上可用。
尽管在前面的详细描述中给出了至少一个示范性实施例，应理解存在大量的变型。还应理解一个或多个示范性实施例仅是示例，并不打算以任何方式限制本发明的范围、适用性或配置。相反，前面的具体描述将给本领域技术人员提供实施该一个或多个示范性实施例的便利方针。应该理解的是在不脱离本发明的范围的前提下可以对元件的功能和布置作出各种改变，其中本发明的范围由随附的权利要求书及其法律等同物限定。

Claims (20)

1、一种对插入式车辆的车载能量存储系统的充电进行控制的方法，该方法包括：
将车载能量存储系统的充电请求传输至与插入式车辆相关联的远程命令中心；
响应于该充电请求接收来自远程命令中心的充电命令；和
根据该充电命令调节车载能量存储系统的充电。
2、根据权利要求1所述的方法，该充电命令包括用于车载能量存储系统的充电使能命令。
3、根据权利要求2所述的方法，进一步包括：
在接收到充电命令之后接收来自远程命令中心的第二充电命令，该第二充电命令包括用于车载能量存储系统的充电禁止命令；和
根据充电禁止命令禁止车载能量存储系统的充电。
4、根据权利要求3所述的方法，进一步包括：
在接收到第二充电命令之后接收来自远程命令中心的第三充电命令，该第三充电命令包括用于车载能量存储系统的充电重新使能命令；和
根据充电重新使能命令，重新使能车载能量存储系统的充电。
5、根据权利要求1所述的方法，所述充电命令包括用于车载能量存储系统的充电禁止命令。
6、根据权利要求5所述的方法，进一步包括：
在接收到充电命令之后接收来自远程命令中心的第二充电命令，该第二充电命令包括用于车载能量存储系统的充电使能命令；和
根据充电使能命令，使能车载能量存储系统的充电。
7、根据权利要求1所述的方法，其中充电请求包括指示车载能量存储系统的荷电状态(SOC)的SOC数据，并且其中充电命令受SOC数据影响。
8、根据权利要求1所述的方法，其中充电请求包括指示车载能量存储系统的健康状态(SOH)的SOH数据，并且其中充电命令受SOH数据影响。
9、根据权利要求1所述的方法，所述充电请求包括指示插入式车辆的相对充电优先级的优先级数据。
10、根据权利要求1所述的方法，进一步包括在对车载能量存储系统的充电进行调节之后，将充电终止通知传输给远程命令中心，该充电终止通知指示车载能量存储系统已完全充电。
11、根据权利要求1所述的方法，进一步包括在对车载能量存储系统的充电进行调节之后，将充电终止通知传输给远程命令中心，该充电终止通知指示插入式车辆已从它的充电功率源断开。
12、一种对插入式车辆的车载能量存储系统的充电进行控制的方法，该方法包括：
从插入式车辆接收车载能量存储系统的充电请求；
获取指示插入式车辆位置的车辆位置数据；
根据充电请求和车辆位置数据确定是否对车载能量存储系统进行充电；和
响应于确定步骤，将充电命令传输给插入式车辆，所述充电命令包括对车载能量存储系统的充电进行调节的数据。
13、根据权利要求12所述的方法，进一步包括：
识别对应于车辆位置数据的电网体系架构；和
分析电网体系架构的功率负载状况，该功率负载状况影响确定步骤。
14、根据权利要求12所述的方法，所述充电命令包括用于车载能量存储系统的充电使能命令。
15、根据权利要求12所述的方法，所述充电命令包括用于车载能量存储系统的充电禁止命令。
16、根据权利要求12所述的方法，所述充电请求包括指示插入式车辆的相对充电优先级的优先级数据，其中该优先级数据影响确定是否对车载能量存储系统进行充电的步骤。
17、一种对插入式车辆的车载能量存储系统的充电进行控制的系统，所述插入式车辆的每一个都包括用于它的车载能量存储系统的充电控制模块，该系统包括：
远程命令中心，配置成支持与所述插入式车辆的数据通信；
电网体系架构，用于传输电能；以及
耦合到电网体系架构的充电器，所述充电器被配置成从所述电网体系架构向插入式车辆的车载能量存储系统提供充电能量；其中
远程命令中心被配置成利用从远程命令中心传输至插入式车辆的充电命令，远程调节插入式车辆的车载能量存储系统的充电。
18、根据权利要求17所述的系统，所述远程命令中心被配置成传输充电使能命令以供插入式车辆的充电控制模块处理，其中该充电使能命令激活车载能量存储系统的充电状态。
19、根据权利要求17所述的系统，所述远程命令中心被配置成传输充电禁止命令以供插入式车辆的充电控制模块处理，该充电禁止命令激活车载能量存储系统的非充电状态。
20、根据权利要求17所述的系统，所述远程命令中心被配置成为耦合到电网体系架构的插入式车辆产生充电时间表，所述充电时间表受电网体系架构的功率负载状况影响。
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