CN101905695A - Hybrid vehicle energy management method - Google Patents
Hybrid vehicle energy management method Download PDFInfo
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- CN101905695A CN101905695A CN2010102478999A CN201010247899A CN101905695A CN 101905695 A CN101905695 A CN 101905695A CN 2010102478999 A CN2010102478999 A CN 2010102478999A CN 201010247899 A CN201010247899 A CN 201010247899A CN 101905695 A CN101905695 A CN 101905695A
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Abstract
The invention discloses a method for optimally managing the entire electric energy of a hybrid vehicle by an engine control unit (ECU), which aims to the characteristics of a super capacitor and a power battery serving as main energy storage apparatuses of the hybrid vehicle. Insulated gate bipolar transistors (IGBT) and diodes are adopted to connect the super capacitor and the power battery to a power bus respectively; and the on-off of the IGBT is controlled by the ECU, so that the super capacitor is mainly used for absorbing heavy transient current fed back by the brake of the vehicle. Therefore, the hybrid vehicle energy management method has the advantages of avoiding the heavy vehicle brake feedback current overcharging the power battery under the condition of reducing the accuracy of the super capacitor, prolonging the service life of the power battery and achieving the double effects of economical efficiency and energy saving.
Description
Technical field
The invention belongs to power flow management technical field between hybrid electric vehicle electric system drive motor, electric energy closed-center system and auxiliary power unit.
Background technology
Have the hybrid power of electric driver and the important development direction that pure electric vehicle is the Future New Energy Source automobile.The energy-conservation key issue of elec. vehicle is the energy distribution between optimum management electric driver, closed-center system and auxiliary power unit, and particularly the energy storage of variety classes closed-center system and release distributes rationally.The most frequently used closed-center system is power accumulator group and super capacitor in the elec. vehicle, and general electrokinetic cell is as main apparatus for storing electrical energy and super capacitor is used for the running conditions of vehicle that instantaneous large-currents such as vehicle start or braking energy recovery discharge and recharge.Existing way is with direct in parallel being overlapped on the vehicle power line of electrokinetic cell and super capacitor, such way has weakened super capacitor high current charge-discharge ability, and be to reach and the independent just necessary capacity that increases super capacitor of effect that uses super capacitor, this makes cost and volume all greatly increase.Once the someone adopted high-current relay that super capacitor and electrokinetic cell are snapped into respectively on the electric wireline, determined the use in the different vehicle operating mode of super capacitor and electrokinetic cell by control relay.But because car brakeing is that no early warning betides moment at random, relay causes relay contact to burn and super capacitor absorption energy shortage to the actual requirement of control response time out of reach far away of super capacitor, therefore can't promote the use of.
Summary of the invention
The present invention is directed to the existing as mentioned above characteristic that electricity drives main energy storage device super capacitor of motor vehicle driven by mixed power and power accumulator that has, design a kind of method that can be optimized management to the car load electric energy by vehicle control device, under the situation that reduces the super capacitor capacity, avoid excessive car brakeing feedback electric current that electrokinetic cell is overcharged, thereby prolong the service life of electrokinetic cell, reach economical and energy-conservation double effects.
As shown in drawings, the present invention and traditional system's connection mode difference are that super capacitor assembly (2) and electrokinetic cell assembly (3) are not to be directly connected to electrical bus (Power BUS), but are connected to electrical bus by insulated gate bipolar power tube IGBT and diode.Such design just the charging of super capacitor and electrokinetic cell is kept apart, is implemented control by distributing rationally of the energy to them by vehicle control device (5).Super capacitor has good instantaneous large-current charge-discharge characteristic, is mainly used in the energy when absorbing car brakeing; Power battery pack is mainly used in the electric energy that the storage propulsion source provides, as the main power source of vehicular drive motor (1) and the auxiliary power device of other vehicle.
The invention has the advantages that:, can fully absorb vehicle braking energy by the real-time control of vehicle control device to IGBT1 and IGBT2.Compare with the traditional scheme that super capacitor and electrokinetic cell are directly in parallel, absorb the capacity that same braking energy can reduce super capacitor greatly, but cost-cutting.Owing to adopted electronic switch, have the high-speed response characteristic simultaneously, overcome and adopted relay control linkage mode to respond not enough problem.For the special case of motor vehicle driven by mixed power, pure electric vehicle, because traditional super capacitor and the direct parallel way of electrokinetic cell can not effectively absorb braking energy in full initial state of charge, advantage of the present invention is more outstanding.
Description of drawings
Each device of motor vehicle driven by mixed power energy management system connects signal.
Among the figure: 1-vehicular drive motor, 2-super capacitor assembly, 3-electrokinetic cell assembly, 4-auxiliary generating plant, 5-vehicle control device ECU.
The specific embodiment
With motor vehicle driven by mixed power energy management system shown in the drawings enforcement of the present invention is described.
Super capacitor when vehicle is in static initial condition (2) and electrokinetic cell (3) are deposited electric weight and are in low state or zero state of charge, vehicle control device ECU this moment (5) starts auxiliary generating plant (4) to the electrical bus power supply, connects IGBT1 and IGBT2 simultaneously respectively to super capacitor and power battery charging.When the voltage on the super capacitor reached certain numerical value, 50% electrical bus nominal voltage for example, ECU cut off IGBT1 to be stopped to the super capacitor charging, reclaims vehicle braking energy to leave certain capacity.ECU control this moment auxiliary generating plant makes that voltage equals nominal voltage on the electrical bus, continues to power battery charging to full capacity.
When vehicle start travels, power to drive motor by electrical bus by auxiliary generating plant and electrokinetic cell.At this moment in two kinds of situation:
1, the electrokinetic cell electric weight is lower, and when charging power demand and drive motor institute palpus power sum are in auxiliary generating plant horsepower output high efficient area, ECU control this moment IGBT2 conducting is to power battery charging and drive motor, electric energy on the power bus is supplied with by auxiliary generating plant fully, controls IGBT1 simultaneously and makes super capacitor be in the medium state of charge of depositing.
2, the electrokinetic cell electric weight is higher, and when charging power demand and drive motor institute palpus power sum are in auxiliary generating plant horsepower output low efficiency district, this moment, auxiliary generating plant was out of service, drive motor institute energy requirement is provided by diode D2 by electrokinetic cell, and whether conducting is irrelevant with IGBT2.Because the voltage of super capacitor is lower, not conducting of diode D1, super capacitor is kept original electric weight.
As long as vehicle is in the motoring condition of non-braking, the electric energy on the electrical bus is just always by the alternately conversion of above-mentioned two kinds of situations.
During car brakeing, ECU interrupts the auxiliary generating plant power supply, and the controlling and driving motor is in power generation mode to the electrical bus feedback electric energy simultaneously.The storage of feedback electric energy is carried out according to the following steps:
Initial glancing impact feedback electric current is bigger, and ECU control this moment IGBT1 conducting absorbs electric energy by super capacitor.If braking continues to carry out, the voltage that also will continue to rise of the voltage on the super capacitor until being higher than electrokinetic cell, because not conducting of IGBT2, and the unidirectional action of diode D2, stop the feedback braking electric current to power battery charging.When braking is finished, after vehicle obtains assisted instruction, if the voltage on the super capacitor is higher than the voltage on the electrokinetic cell, drive motor is only powered by super capacitor, and IGBT2 is turn-offed by ECU and the unidirectional action of diode D2, super capacitor is to power battery charging, avoided electrokinetic cell to accept the loss that discharges and recharges that the super capacitor electric weight caused.After the voltage of super capacitor equals the voltage of electrokinetic cell, D1, D2 will be in conducting state, and to drive motor powered simultaneously by super capacitor and electrokinetic cell this moment.
After this, the voltage on the glancing impact super capacitor may all can exceed the voltage of electrokinetic cell again, and the super capacitor voltage increment partly is the braking energy of recovery.Gross energy W on the super capacitor is drawn by following formula:
C is the capacity of super capacitor in the formula, and U is the voltage on the super capacitor behind the feedback braking, U
0Be the voltage on the super capacitor before the feedback braking, Δ U is the voltage increment of super capacitor behind the feedback braking.
Therefore, the feedback braking energy is drawn by following formula:
As U during greater than cell pressure (this numerical value is by power electric system voltage and battery types decision), ECU control IGBT2 conducting braking energy is simultaneously to power battery charging.This moment, the feedback braking electric current was also reduced to lower, can the safety of battery not exerted an influence because the car speed reduction is more.
In sum, the present invention has realized utilizing super capacitor to realize the purpose that absorbs big stalling current and protect electrokinetic cell not overcharge and then prolong the electrokinetic cell life-span. Simultaneously, compare super capacitor and the direct parallel way of electrokinetic cell, can reduce the capacity of super capacitor, to reduce cost. As a special case of hybrid vehicle system, remove the auxiliary generating plant in the accompanying drawing, change by external stability power station charging, be exactly a pure electric vehicle system, it is identical in fact to grant said process.
Claims (3)
1. a hybrid vehicle energy management method is characterized in that super capacitor and electrokinetic cell are connected on the electrical bus by insulated gate bipolar power tube IGBT and diode respectively, the conducting of IGBT and close by vehicle control device ECU and control.
2. a kind of hybrid vehicle energy management method according to claim 1, it is characterized in that car brakeing by drive motor generating when the electrical bus feedback electric current, ECU control IGBT1 conducting is charged to super capacitor, absorb the instantaneous large-current of initial glancing impact, when voltage on the super capacitor during greater than electrokinetic cell voltage, ECU control IGBT2 turn-offs, and absorbs braking current by electrokinetic cell.
3. a kind of hybrid vehicle energy management method according to claim 1 is characterized in that:
A, when the voltage on the super capacitor during greater than electrokinetic cell voltage, diode D1 conducting, not conducting of D2 and IGBT2 turn-off, super capacitor is powered to drive motor separately;
B, when the voltage on the super capacitor equals electrokinetic cell voltage, the equal conducting of diode D1 and D2, super capacitor and electrokinetic cell are powered to drive motor jointly.
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| CN2010102478999A CN101905695A (en) | 2010-08-05 | 2010-08-05 | Hybrid vehicle energy management method |
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| CN2010102478999A CN101905695A (en) | 2010-08-05 | 2010-08-05 | Hybrid vehicle energy management method |
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Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102139695A (en) * | 2011-03-02 | 2011-08-03 | 天津市松正电动汽车技术股份有限公司 | Energy management system for electric automobile and management method therefor |
| CN102377228A (en) * | 2011-12-02 | 2012-03-14 | 苏州海格新能源汽车电控系统科技有限公司 | Management system circuit used for hybrid power of hybrid electric bus |
| CN102729831A (en) * | 2011-04-11 | 2012-10-17 | 罗伯特·博世有限公司 | Method and device used for energy management |
| CN103121411A (en) * | 2011-11-18 | 2013-05-29 | 通用汽车环球科技运作有限责任公司 | Power converter with diagnostic unit power supply output |
| CN103192724A (en) * | 2013-03-26 | 2013-07-10 | 郑州宇通客车股份有限公司 | Trolley bus power system and power-grid-connected operation method and power-grid-free operation method thereof |
| CN106982018A (en) * | 2017-05-18 | 2017-07-25 | 常熟理工学院 | A kind of asynchronous motor control used for electric vehicle and monitoring system and implementation |
| CN108859821A (en) * | 2018-06-19 | 2018-11-23 | 浙江吉利控股集团有限公司 | Energy regenerating packet, system and method |
| CN111806304A (en) * | 2020-06-23 | 2020-10-23 | 同济大学 | Vehicle fuel cell-lithium ion capacitor composite power system and control method |
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| JPH04271209A (en) * | 1991-02-25 | 1992-09-28 | Hino Motors Ltd | Power supply regulation circuit for vehicle |
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Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102139695A (en) * | 2011-03-02 | 2011-08-03 | 天津市松正电动汽车技术股份有限公司 | Energy management system for electric automobile and management method therefor |
| CN102729831A (en) * | 2011-04-11 | 2012-10-17 | 罗伯特·博世有限公司 | Method and device used for energy management |
| CN102729831B (en) * | 2011-04-11 | 2015-05-20 | 罗伯特·博世有限公司 | Method and device used for energy management |
| CN103121411A (en) * | 2011-11-18 | 2013-05-29 | 通用汽车环球科技运作有限责任公司 | Power converter with diagnostic unit power supply output |
| CN103121411B (en) * | 2011-11-18 | 2016-01-06 | 通用汽车环球科技运作有限责任公司 | There is the power inverter that the supply of diagnosis unit power exports |
| CN102377228A (en) * | 2011-12-02 | 2012-03-14 | 苏州海格新能源汽车电控系统科技有限公司 | Management system circuit used for hybrid power of hybrid electric bus |
| CN103192724A (en) * | 2013-03-26 | 2013-07-10 | 郑州宇通客车股份有限公司 | Trolley bus power system and power-grid-connected operation method and power-grid-free operation method thereof |
| CN106982018A (en) * | 2017-05-18 | 2017-07-25 | 常熟理工学院 | A kind of asynchronous motor control used for electric vehicle and monitoring system and implementation |
| CN108859821A (en) * | 2018-06-19 | 2018-11-23 | 浙江吉利控股集团有限公司 | Energy regenerating packet, system and method |
| CN111806304A (en) * | 2020-06-23 | 2020-10-23 | 同济大学 | Vehicle fuel cell-lithium ion capacitor composite power system and control method |
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Owner name: HENGCHI SCIENCE + TECHNOLOGY CO., LTD., ZHENJIANG Free format text: FORMER OWNER: ZHANG YUHUA Effective date: 20110921 |
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Effective date of registration: 20110921 Address after: 212009, No. 668, No. 12, No. 201, Zhenjiang hi tech park, Jiangsu, China Applicant after: Hengchi Science & Technology Co., Ltd., Zhenjiang Address before: 212009 12 studying abroad Pioneer Park, Zhenjiang 201, Jiangsu Applicant before: Zhang Yuhua |
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Application publication date: 20101208 |