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CN101447592A - 对动力系充电的方法 - Google Patents

对动力系充电的方法 Download PDF

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Publication number
CN101447592A
CN101447592A CNA2008101887248A CN200810188724A CN101447592A CN 101447592 A CN101447592 A CN 101447592A CN A2008101887248 A CNA2008101887248 A CN A2008101887248A CN 200810188724 A CN200810188724 A CN 200810188724A CN 101447592 A CN101447592 A CN 101447592A
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CN
China
Prior art keywords
battery
dynamical system
control module
power source
external power
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Granted
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CNA2008101887248A
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English (en)
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CN101447592B (zh
Inventor
N·科科托维奇
A·科萨里
M·博尔顿
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Abstract

本发明涉及一种对动力系充电的方法，该方法包括检测与动力系电连通的外部功率源，在充电控制模块之间建立虚拟网络，以及将电荷从外部功率源传递给动力系。

Description

对动力系充电的方法
相关申请的交叉参考
本申请要求2007年11月4日申请的，美国临时申请60/985,270的权益，该申请在这里作为参考被引入。
技术领域
本发明涉及用于混合动力系中的电池充电。
背景技术
这部分的描述仅仅提供了与本发明相关的背景技术，可能并不能构成现有技术。
公知的动力系结构包括包括内燃机和电机在内的转矩产生装置，它们通过变速箱装置将转矩传递给输出元件。一个示例性动力系包括双模式、复合分流、电动机械变速箱和输出元件，该变速箱利用输入元件接收来自于优选为内燃机的原动机功率源的驱动转矩。输出元件可运转地连接到机动车辆的传动系，以将牵引转矩传递给传动系。作为电动机或者发电机运转的电机，能够不依赖来自内燃机的转矩输入而产生传给变速箱的转矩输入。电机可将通过车辆传动系传递的车辆动能转变成电能而存储处于电能存储装置。控制系统监控来自于车辆和驾驶员的各种输入，并且提供对动力系的可操作控制，这些控制包括控制变速箱的运行状态和齿轮换档，控制转矩产生装置，以及管理电能存储装置和电机之间的电能交换，从而来管理包括转矩和转速在内的变速箱输出。
发明内容
一种对动力系充电的方法，包括检测与动力系电连通的外部功率源，在充电控制模块之间建立虚拟网络，以及将电荷从外部功率源传递给动力系。
附图说明
现在将参考附图，通过举例的方式来描述一个或多个实施例，其中：
图1是根据本发明的示例性动力系的示意图；
图2是根据本发明的分布式控制模块系统和动力系的示例性结构的示意图；
图3是根据本发明的一示例性总体控制结构的示意图；以及
图4是根据本发明的对一混合电动车辆外充电的方法的流程图。
具体实施方式
现在参看附图，其中绘图只是为了阐述某些示例性实施例，而并不是为了限制实施例，图1和2描述了示例性电动机械混合动力系。图1描述了根据本发明的示例性电动机械混合动力系，其包括双模式、复合分流、电动机械混合变速箱10，该变速箱可运转地连接到发动机14及第一和第二电机(‘MG-A’)56和(‘MG-B’)72上。发动机14及第一和第二电机56和72都能产生传递给变速箱10的功率。由发动机14及第一和第二电机56和72产生的且传递给变速箱10的功率用输入转矩和速度来表示，这里输入转矩分别用TI、TA和TB来表示，速度分别用NI、NA和NB来表示。
该示例性发动机14包括可在多个工况下选择性运转以通过输入轴12将转矩传递给变速箱10的多缸内燃机，并且也可以是点燃式或者压燃式发动机。发动机14包括可运转地连接到变速箱10的输入轴12上的曲轴(未示出)。转速传感器11监控输入轴12的转速。由于在发动机14和传动箱10之间的输入轴12上设置有转矩消耗部件，例如，液压泵(未示出)和/或一转矩管理装置(未示出)，因此，来自于发动机14的功率输出，包括转速和输出转矩，可以与传递给变速箱10的输入速度NI和输入转矩TI不同。
示例性变速箱10包括三组行星齿轮组24、26和28，以及四个选择性接合的转矩传递装置，即离合器C1 70、C2 62、C3 73和C4 75。如这里所使用的，离合器指的是任意类型的摩擦转矩传递装置，例如包括如单盘或多盘离合器或组件、带式离合器及制动器。一优选由一变速箱控制模块(后面用‘TCM’表示)17控制的液压控制回路42能够可操作地控制离合器状态。离合器C2 62和C4 75优选包括液压致动旋转摩擦离合器。离合器C1 70和C3 73优选包括可选择性连接到一变速箱壳体68上的液压控制固定装置。每个离合器C1 70、C2 62、C3 73和C4 75都优选由液压致动，通过液压控制回路42选择性地接收加压液压流体。
第一和第二电机56和72优选包括三相交流电机和相应的旋转变压器80和82，每个三相交流电机都包括一定子(未示出)和一转子(未示出)。每个电机的电机定子都连接到变速箱壳体68的外部上，并且还包括一外面包绕有电绕组的定子铁心。第一电机56的转子支撑在毂衬齿轮上，该齿轮由第二行星齿轮组26可运转地连接到轴60上。第二电机72的转子固定连接到一空心轴套66上。
每个旋转变压器80、82优选包括可变磁阻装置，该装置包括旋转变压器定子(未示出)和旋转变压器转子(未示出)。旋转变压器80和82被适当地定位且安装在各自对应的第一和第二电机56和72上。旋转变压器80和82各自的定子可运转地连接到第一和第二电机56和72的定子之一上。旋转变压器的转子运转地连接到对应的第一和第二电机56和72的转子上。旋转变压器80和82都信号且可运转地连接到一变速箱功率变换器控制模块(接下来用‘TPIM’表示)19上，且都感应并监控旋转变压器转子相对于旋转变压器定子的旋转位置，从而监控第一和第二电机56和72的各自的旋转位置。此外，翻译来自于旋转变压器80和82的信号输出，以分别提供第一和第二电机56和72的转速，即NA和NB。
变速箱10包括输出元件64来提供输出功率，该输出元件例如可以是轴，其可操作地连接到车辆(未示出)的传动系90，从而向例如车轮93输出功率，图1中示出了其中一个车轮。输出功率用一输出转速NO和一输出转矩TO来表示。一变速箱输出速度传感器84监控输出元件64的转速和旋转方向。优选每个车轮93都配有一传感器94，该传感器用于监控车轮速度VSS-WHL，其输出由图2所示的一分布式控制模块系统中的一控制模块来监控，从而确定出车辆速度以及绝对和相对车轮速度以用于制动控制、牵引控制和车辆加速管理。
来自发动机14以及第一和第二电机56和72的输入转矩(分别为TI、TA和TB)是由燃料燃烧或存储于电能存储装置(接下来用‘ESD’来表示)74中的电能转化而产生。ESD 74是由直流电传输导线27高压直流电连接到TPIM 19上。传输导线27包括接触器开关38。在正常工况下，接触器开关38被关闭时，电流能够在ESD 74和TPIM 19之间传输。当接触器开关38被打开时，ESD 74和TPIM 19之间的电流传输被中断。，TPIM19为实现第一和第二电机56和72获得输入转矩TA和TB的转矩命令而作出响应，通过传输导线29，将电能传递给第一电机56，及传递来自于第一电机56的电能，并且类似地，通过传输导线31，将电能传递给第二电机72，及传递来自于第二电机72的电能。根据ESD 74是否在充电或者放电，将电流传递到ESD 74或从ESD 74传出电流。
TPIM 19包括一对功率变换器(未示出)和各自的电机控制模块(未示出)，该模块配置成接收转矩命令并基于此控制变换器状态，从而提供电机驱动或者再生功能以实现输入转矩TA和TB。功率变换器包括公知的互补型三相电力电子装置，且每个都包括多个绝缘栅双极晶体管(未示出)，该晶体管通过高频率地开关将来自ESD 74的直流电转变为交流电，从而为各自对应的第一和第二电机56和72提供功率。绝缘栅双极晶体管形成一配置成接收控制命令的开关模式功率供给。典型地，每个三相电机的每相都配有一对绝缘栅双极晶体管。通过控制绝缘栅双极晶体管的状态，来提供电机驱动产生机械能的功能或者电能再生的功能。三相变换器通过直流电传输导线27接收或者提供直流电，并且把直流电转化为三相交流电或者由三相交流电转化为直流电，该交流电分别通过传输导线29和31传递到作为电动机运转的第一和第二电机56和72上，或者由作为发电机运转的第一和第二电机56和72传来。
图2是分布式控制模块系统的示意性结构图。分布式控制模块系统综合相关的信息和输入，并且执行算法来控制各种执行器以实现包括与燃油经济性、排放、性能、驱动性能有关的目标在内的控制目标，以及对包括ESD 74的电池及第一和第二电机56和72在内的硬件保护。分布式控制模块系统包括发动机控制模块(接下来用‘ECM’来表示)23、TCM 17、电池组控制模块(接下来用‘BPCM’来表示)21以及TPIM 19。一混合控制模块(接下来用‘HCP’来表示)5提供对ECM 23，TCM 17，BPCM 21和TPIM 19的管理控制和协调。一用户接口(‘UI’)13可运转地连接到多个装置，通过这些装置，车辆驾驶员就能控制或者指挥电动机械混合动力系运行。这些装置包括一通过其可以确定驾驶员转矩请求的加速踏板113(‘AP’)、一驾驶员制动踏板112(‘BP’)、一变速箱档位选择器114(‘PRNDL’)和一车辆速度巡航控制器(未示出)。变速箱档位选择器114可以具有包括输出元件64的旋转方向在内的多个离散的驾驶员可选位置，，以实现前进和倒退方向之一。
前面提到的控制模块通过一局域网(接下来用‘LAN’来表示)总线6与其它控制模块、传感器和执行器通信。LAN总线包括一车辆LAN总线162和一混合LAN总线163。
混合LAN总线163和车辆LAN总线162允许在各控制模块之间进行运行参数状态和执行器命令信号的结构通信。所采用的特定通信协议是面向应用的。混合LAN总线163和车辆LAN总线162以及适当的协议给在前面提到的控制模块和其他控制模块提供了强大的通信和多控制模块接口，其他控制模块可具有如防抱死制动、牵引控制和车辆稳定性的功能。除了LAN总线163和162外，还可以采用其他通信总线来提高通信速度以及提供一定级数的信号冗余性和完整性。在单个控制模块之间的通信还可以用一直链来实现，例如一串行外围接口(‘SPI’)总线(未示出)。
HCP 5能提供对ECM 23，TCM 17，BPCM 21和TPIM 19的管理控制和协调。基于来自用户接口13和包括ESD 74在内的动力系的各种输入信号，HCP 5能产生各种命令，包括：驾驶员转矩请求(‘TO_REQ’)、传递到传动系90的命令输出转矩(‘TCMD’)、发动机输入转矩命令、变速箱10中转矩传递离合器C1 70、C2 62、C3 73、C4 75的离合器转矩，以及第一和第二电机56和72的转矩命令。TCM 17可运转地连接到液压控制回路42，并且提供具有监控各种压力传感装置(未示出)及产生并向各种电磁阀(未示出)传输控制信号的功能，从而来控制液压控制回路42中包括的压力继电器和控制阀。
ECM 23可运转地连接到发动机14上，并从传感器中获取数据，通过多条直链控制发动机14的执行器，为了简便起见，多条直链用一总的双向接口电线35来表示。ECM 23接收来自于HCP 5的发动机输入转矩命令。ECM 23在该点上根据监控到的发动机速度和负载，及时地确定出提供给变速箱10的实际发动机输入转矩TI，将其传输给HCP 5。ECM 23监控来自转速传感器11的输入，以确定传递给输入轴12的发动机输入速度，该速度转化为变速箱的输入速度NI。ECM 23监控来自传感器(未示出)的输入，以确定包括如一进气管压力、发动机冷却液温度、环境空气温度以及环境压力在内的其他发动机运行参数的状态。例如，从进气管压力，或者可替换地通过监控作用到加速踏板113上的驾驶员输入可以确定发动机负载。ECM 23产生命令信号，并传输这些命令信号来控制发动机执行器，这些执行器包括例如喷油器，点火模块和节气门控制模块，这些都没有示出。
TCM 17可运转地连接到变速箱10上，并且监控来自传感器(未示出)的输入，以确定变速箱运行参数的状态。TCM 17产生命令信号，并且传输这些信号来控制变速箱10，包括控制液压控制回路42。由TCM 17输入给HCP 5的输入包括：各离合器的估计离合器转矩，即C1 70、C2 62、C3 73和C4 75的估计离合器转矩，以及输出元件64的旋转输出速度NO。出于控制目的，可采用其他执行器和传感器来由TCM 17向HCP 5提供附加信息。TCM 17监控来自于压力继电器(未示出)的输入，并且选择性地激励液压控制回路42中的压力控制电磁阀(未示出)和换档电磁阀(未示出)，从而来选择性地致动各种离合器C1 70、C2 62、C3 73和C4 75，以实现如下面所描述的各种变速箱运行档位状态。
电压转换控制模块(接下来用‘VCCM’来表示)22电连接到ESD 74的一高压电池102以及低压电池106上。VCCM 22监控高压电池102和低压总线32的电压等级，并且通过提供电压转换来控制高压电池102和低压总线32的电压等级，即在高压电池102和低压总线32之间的进行功率变换。此外，VCCM 22监控并且向一中间电压总线(未示出)提供来自于高压电池102的电压转换。
每个控制模块ECM 23，TCM 17，TPIM 19，BPCM 21和VCCM 22都优选通用数字计算机，该数字计算机包括一微处理器或中央处理单元，存储介质以及适当的信号调节和缓冲电路，其中该存储介质包括只读存储器(‘ROM’)，随机存储器(‘RAM’)，可编程只读存储器(‘EPROM’)，高速计时器，模数(‘A/D’)和数模(‘D/A’)电路，以及输入/输出电路和装置(‘I/O’)。每个控制模块都有一组控制算法。该算法包括内在程序指令和校准，它们储存于存储介质之一，执行该算法来提供各计算机相应的功能。在控制模块之间的信息传递优选由混合LAN总线163和车辆LAN总线162及SPI总线(未示出)来完成。在预置循环中执行控制算法，使得每个算法在每个循环中至少被执行一次。由中央处理单元之一采用预置校准来执行存储于非易失性存储器装置中的算法，以监控来自于传感装置的输入及执行控制和诊断程序，从而来控制执行器的运行。定期执行循环，例如在动力系运行期间每3.125，6.25，12.5，25和100毫秒执行一次。或者，对事件的发生做出响应而执行算法。
分布式控制模块系统的充电子系统包括ESD 74(包括高压电池102)、BPCM21、ECDM 23、HCP 5、VCCM 22、低压总线32，一低压电池106、车辆LAN 162和混合LAN 163。
高压电池102具有300V范围内的电压，且高压电池102包括多个独立的电池模块(未示出)。在一个实施例中，每个电池模块包括多个独立的电池单元(未示出)。高压电池102通过TPIM 19的变换器传递能量给电机56和72，或接收来自电机56和72的能量。
BPCM 21信号连接到传感器上以监控高压电池102，包括监控电流或电压参数的状态，从而向HCP 5提供表示电池参数状态的信息。电池的参数状态优选包括电池充电状态、电池电压、电池温度及用范围PBAT_MIN到PBAT_MAX来表示的可用电量。
低压总线32提供能量给车辆的低压部件，这些车辆的低压部件包括车辆附件(例如，在电动车窗和门锁中使用的电子执行器、一气候控制系统以及一音频系统)。此外，低压总线32电连接到每个控制模块，即HCP 5、ECM 23、TCM17、TPIM 19和BPCM 21及其他控制模块，从而为控制模块及其他车辆和动力系装置的运行提供低压功率。在一个实施例中，低压总线32被保持在12V到14V之间的额定电压上。低压电池106和VCCM 22保持穿过低压总线32的电压。
外部低压功率源(接下来用‘ELV’来表示)108提供功率，该功率通过低压电池106传递且被用来对高压电池102充电。在一个实施例中，ELV 108包括连接电线110，其被配置成能分开地将ELV 108电连接到低压电池106的正极和负极。
在一个实施例中，ELV 108是便携式电池充电器。在可替代的实施例中，ELV 108是电池或者发电机。在一个实施例中，ELV 108由另一辆车提供。在其他可替代的实施例中，ELV 108可以被连接到与低压电池106电连通的车辆其他位置或者动力系的其他位置。
参看图3，示出了车辆的总控制结构300的示意图。总控制结构300包括通过车辆LAN162、混合LAN 163以及车辆LAN 162和混合LAN 163之间进行通信的控制模块。当车辆运行在主动模式下时，主控制器150提供对控制模块的协调和控制。
在外部充电过程中，辅助控制模块(AUX A 151、AUX B 152、AUX C 153、AUX D 154、AUX E 155、AUX F 156、AUX G 157、AUX H 158、AUX I 159及AUX J 160)不被HCP 5使用。辅助控制模块可包括在车辆推进过程中使用的控制模块以及用来向车辆使用者提供方便特性或者使用者娱乐项目的控制模块。在一个实施例中，辅助控制模块包括TCM 17。除辅助控制模块以外，其他车辆部件在充电过程中也不起作用，这里称其他车辆部件为辅助车辆部件。辅助车辆部件包括，例如，音频系统、气候控制系统(即，空气调节和加热系统)、执行器(例如，电动车窗执行器或者电动门锁执行器)或者电阻加热系统(例如，座椅加热系统或者防冻器)。
为了在外部充电模式下节约能源及使充电率最大化，辅助控制模块进入一低功率模式，在该模式下控制模块比主动模式下使用较低的功率，例如，车辆推进过程中所使用的运行模式。
在外部充电过程中当HCP 5开始启动能量节约模式时，HCP 5有效地建立了虚拟LAN 161(virtual LAN)。当HCP 5建立了能量节约模式，提供给辅助车辆部件和辅助控制模块的能量供给就减少了。此外，在混合电动车的充电控制模块之间建立了虚拟LAN 161，从而来提供充电控制系统。充电控制模块包括在充电过程中起作用的控制模块。在一个实施例中，充电控制模块包括VCCM22、BPCM 21、HCP 5以及ECM 23。HCP 5提供对VCCM 22、ECM 23和BPCM21的控制的管理命令。当车辆处于能量节约模式时，虚拟局域网(LAN)161允许在充电控制模块之间进行运行参数状态和命令信号的结构化通信。
参看图4，用于对动力系进行外部充电的方法200。当车辆处于能量节约模式时，该方法200对动力系的高压电池102进行充电。
HCP 5通过检查充电变量的状况来确定是否识别出充电事件。(202)通过监控高压电池102的电压等级和功率等级，以及确定电压等级和功率等级是否足够起动发动机14或者一失败发动机起动是否归因于高压电池102的不足的电压等级或功率等级，HCP 5就可以建立充电变量的状况。
HCP 5确定ELV 108是否被电连接到低压电池106上(204)。特别是，HCP5监控低压电池106的电压及检测指示一外部功率源的低压电池的电压增长。在一个实施例中，HCP 5通过检测低压电池106的电压等级是否高于13伏，来检测是否存在一外部功率源。
当HCP 5检测出存在ELV 108时，HCP 5就确定ELV 108已经被电连接到低压电池106上，就进行步骤206。
车辆使用者命令动力系关闭(206)。在一个实施例中，车辆使用者响应于一指示低电量的信号而命令动力系关闭。指示低电量的信号由HCP 5发送到一可视显示器(未示出)。在一个实施例中，车辆使用者将钥匙转到关的位置来命令动力系关闭。在一个实施例中，转矩使用者压下按钮以命令动力系关闭。当命令动力系关闭时，车辆开始减少传递到车辆部件和同样处于关状态的或者需要减少功率的控制模块上的功率。然而，当车辆进入关闭模式后，在选定时间段内，各种车辆部件仍接收功率且保持运行。例如，当车辆进入关闭模式时，HCP 5确定在开始一关闭操作之前是否还需要额外的操作。如果不需要额外的操作，那么HCP 5就在发出动力系关闭命令之后15秒内开始关闭操作。
HCP 5建立虚拟LAN 161(208)。特别是，HCP 5利用车辆LAN 162和混合LAN 163的通信结构，通过虚拟LAN 161来建立与BPCM 21、VCCM 22和ECM 23的通信。此外，HCP 5还命令这些处理器中断关闭操作且仍保持起作用。例如，HCP 5命令BPCM 21继续控制和监控高压电池102，以及中断车辆处于关闭模式下执行的放电过程。
HCP 5命令VCCM 22开始从低压总线32传递电流到高压电池102(210)。最初，VCCM 22输出具有大约0.5安培电流的能量给高压电池。随后在步骤212和214中控制电流。
HCP 5监控低压电池106的电压、高压电池102的每个电池模块的电压以及高压电池102的每个电池模块的温度(212)。
HCP 5控制由VCCM 22传递到高压电池102的充电电流(214)。在一个实施例中，在监控低压总线22的电压等级的同时，HCP 5命令VCCM 22增加由VCCM 22传递给高压电池102的电流等级。增加在ELV 108和低压电池106之间传递的电流等级，直到达到一极限电流等级或者直到低压总线的电压等级降低到低于电压极限。在一个实施例中，HCP 5将低压总线32的电压等级保持在电压范围内，以提供足够的功率等级来运行在执行充电功能中所使用的车辆部件(例如，充电控制模块)。在一个实施例中，HCP 5将低压总线32的电压等级保持在12.1伏到16.5伏的范围之内。从VCCM 22到高压电池的一输出电流等级，被控制在一选择范围内的最大电流值上，该选择范围是当保持低压总线32的电压处于选择范围内时所选择的范围。在一个实施例中，输出电流等级被控制在0.5安培到3.0安培的范围之内。
此外，如果任何一个电池模块的测量温度等级高于极限温度，那么中断充电。在一个实施例中，电池模块的极限温度是60摄氏度。
当选定量的功率从低压电池106中传出时，且当高压电池102的总电压等级高于一极限时，HCP 5中断充电，并且发出输出信号(216)。
本发明描述了某些优选实施例及其变型。在阅读和理解了本说明书后，其他人可以得到更多的变型和改变。因此，本发明并不是要限制为所公开的作为执行本发明的最佳方式的特定实施例，而是本发明包括落在所附权利要求范围内的所有实施例。

Claims (20)

1.一种对动力系充电的方法，包括：
检测与动力系电连通的外部功率源；
在充电控制模块之间建立虚拟网络；以及
将电荷从外部功率源传递给动力系。
2.如权利要求1所述的方法，其特征在于，还包括：
监控与动力系电连通的外部功率源；以及
当检测到外部功率源时，在充电控制模块之间建立虚拟网络。
3.如权利要求1所述的方法，其特征在于，还包括：
减少提供给辅助控制模块的功率等级。
4.如权利要求1所述的方法，其特征在于，还包括：
将电荷从外部功率源传递给动力系的低压电池；以及
将电荷从低压电池传递给动力系的高压电池。
5.如权利要求1所述的方法，其特征在于，还包括命令动力系关闭，其中在命令动力系关闭后，建立虚拟网络。
6.如权利要求1所述的方法，其特征在于，还包括监控动力系的电池的温度等级，以及当监控到的温度等级高于极限温度时，中断从外部功率源到动力系的电荷传递。
7.如权利要求1所述的方法，其特征在于，还包括监控动力系的电池的电池模块的电池模块电压等级，并且根据电池模块电压等级来控制提供给电池的电流等级。
8.如权利要求1所述的方法，其特征在于，还包括减少给辅助车辆部件的功率等级。
9.如权利要求8所述的方法，其特征在于，辅助车辆部件包括从由气候控制系统、执行器、音频系统和电阻加热系统组成的组中挑选出来的至少一种车辆部件。
10.如权利要求1所述的方法，其特征在于，虚拟网络包括多个局域网。
11.一种对动力系充电的方法，包括：
检测与动力系的第一电池电连通的外部功率源；
在充电控制模块之间建立虚拟网络；
将电荷从外部功率源传递给第一电压电池；以及
将电荷从第一电池传递给第二电池。
12.如权利要求11所述的方法，其特征在于，第一电池具有比第二电池高的电压。
13.如权利要求11所述的方法，其特征在于，还包括在第一电池和第二电池之间转变电压。
14.如权利要求11所述的方法，其特征在于，还包括减少提供给辅助控制模块的功率等级。
15.如权利要求14所述的方法，其特征在于，辅助控制模块包括转矩控制模块。
16.如权利要求11所述的方法，其特征在于，还包括中断提供给辅助车辆部件的功率。
17.如权利要求16所述的方法，其特征在于，辅助车辆部件包括从由气候控制系统、音频系统、执行器和电阻加热系统组成的组中挑选出来的至少一种车辆部件。
18.如权利要求12所述的方法，其特征在于，还包括识别充电事件。
19.如权利要求12所述的方法，其特征在于，在命令动力系关闭后，建立虚拟网络。
20.一种对动力系充电的方法，包括：
检测与动力系电连通的外部功率源；
命令动力系关闭；
在命令动力系关闭后，在充电控制模块之间建立虚拟网络；以及
将电荷从外部功率源传递到动力系。
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