TWI542493B - Power management system of range extended electric vehicle and method of power control thereof - Google Patents

Description

Energy management system for extended-range electric vehicle and energy control method thereof

The present invention relates to the technical field of electric vehicles, and more particularly to an energy management system and an energy control method for an extended-range electric vehicle equipped with an engine generator module as a range extender.

It is known that an electric vehicle substantially includes various forms of power vehicles that are supplied by a mixture of fuel and electric energy; in general, a series, parallel, and series-parallel type of power vehicles can be classified according to the power system architecture of the vehicle. Among them: the engine power of the Series Hybrid Electric Vehicle (SHEV) does not directly drive the vehicle forward, and the speed does not directly affect the engine speed, so the engine can operate in the optimal efficiency zone, the principle It is driven by the engine to generate electric energy, and is used together with the battery to supply power to the motor of the electric vehicle to drive the vehicle forward and charge the battery if necessary. In the meantime, it is called a series-type hybrid electric vehicle because it converts energy through mechanical energy and electrical energy twice.

The Parallel Hybrid Electric Vehicle (PHEV) engine and motor can simultaneously drive power to drive the vehicle in parallel. This architecture has a smaller engine and motor, and the overall efficiency is higher, but the structure and control More complicated.

The Series-Parallel Hybrid Electric Vehicle (SPHEV) can have the advantages of the above SHEV and PHEV, but the structure and control are the most complicated.

Due to the low pollution and zero fuel consumption of electric vehicles equipped with the above-mentioned hybrid power supply, in recent years, it has been one of the key projects developed by the car manufacturers. However, due to the problem of battery life, the driving distance of vehicles is often limited, even if energy The doubled density can extend the distance traveled by the vehicle, but it is vulnerable to wind resistance in terms of high-speed endurance, and is still insufficient to meet the daily mileage.

The Range Extended Electric Vehicle (REEV) can be regarded as one of the above-mentioned series-type hybrid electric vehicles (SHEV), which is mainly driven by an electric motor; and is driven by a gasoline or diesel engine. The generator charges the battery or is co-powered with the battery to drive the vehicle forward. In addition, the extended-range power carrier can charge the battery using the home power network in addition to the engine generator module (Genset). In addition, since the extended-range power carrier is equipped with the range extender of the engine generator module, it can increase the driving force. In recent years, many car manufacturers have actively invested in related research and development and regarded it as a short-term replacement for the problem of the endurance of electric vehicles. Program.

It is also known that the traditional power following control strategy uses the Charge-sustaining (CS) mode to set the upper and lower limits of the battery residual power threshold to a fixed value, and according to the driver's power demand and battery. The operating conditions of the residual power determine the optimal power distribution ratio between the engine generator module and the battery and the power drive command of the engine generator module. The traditional equivalent fuel consumption minimum strategy is also to use the charge maintenance mode, first define the instantaneous cost function to calculate all fuel consumption, which includes the actual fuel consumption of the engine and the fuel consumption equivalent to the energy, and then use the search method to find out The instantaneous minimum cost is to obtain the optimal power distribution ratio between the engine generator module and the battery and the power drive command of the engine generator module. However, for the rechargeable extended-range power carrier, the charge-maintaining mode is less than ideal for reducing the fuel consumption under the same cruising range of the vehicle, and there is still room for improvement.

In view of the problems described in the prior art, the present invention aims to provide an energy management system for an extended-range electric vehicle equipped with an engine generator module as a range extender, which is planned according to the relationship between the available residual capacity of the battery and the estimated travel distance. The battery residual power reference command instantly calculates the power distribution ratio of the battery and the engine generator module in the vehicle by using the control strategy, obtains the power drive command of the power drive unit, drives the engine generator module to generate electric power, and performs battery residual Closed loop follow-up control of power to achieve the goal of extending the cruising range of the vehicle and reducing fuel consumption.

Based on the above, the energy management system of the present invention is equipped with an engine generator module as a range extender, and is further disposed in a vehicle having a plurality of wheels, a battery, a motor and an accelerator pedal, the engine generator module An engine and a generator, the generator is electrically connected to the battery, and the energy management system further includes: a power detecting unit having a throttle signal sensor disposed on the accelerator pedal and a device disposed in the wheel a vehicle speed signal sensor, the throttle signal sensor detects an accelerator pedal position signal, the vehicle speed signal sensor detects a vehicle speed signal; and a battery management control unit has a battery sensor disposed on the battery, and monitors the The voltage and current of the battery are calculated to generate a residual battery signal; an electronic control unit is electrically connected to the power detecting unit and the battery management control unit to receive the accelerator pedal position signal, the vehicle speed signal and the battery residual capacity a signal, and an operation generates a power drive command; and a power drive unit electrically connected to the electronic control unit Receiving the power drive command to drive the engine generator module generates electric power.

In one implementation, the electronic control unit includes an energy management control module having a built-in battery residual power reference command; the battery residual power reference command is a function of dividing the battery available residual power by the estimated travel distance and multiplying the actual travel distance. The residual power of the battery is defined as the initial value of the residual battery power minus the lower limit value of the battery residual power. The estimated driving distance is the starting point of the driving distance. The distance of the end point can be set by a driver or preset by a navigation device; the actual driving distance is the driving distance from the starting point of the driving route to the current position. In a further implementation, the energy management control module obtains a residual battery power according to the residual battery power signal, and compares the residual power of the battery with the battery residual power reference command to further obtain a residual power error value for calculating The power distribution ratio of the battery in the vehicle and the engine generator module is used as the power drive command of the power drive unit, and the closed circuit follow-up control of the battery residual power is performed to achieve the battery residual capacity at the end of the vehicle mode state. To the purpose of the lower threshold value of the predetermined threshold.

In addition, the present invention may further provide the following two control strategies according to the configuration embodiment provided by the foregoing energy management system to determine the power distribution between the battery and the engine generator module in the carrier: An energy control method for an extended-range electric vehicle includes: providing an energy management system using a power follow-up control strategy, calculating one battery and one engine in the vehicle according to one of the driver's driving power demand and a battery residual power signal The power distribution ratio of the motor module obtains a power driving command of the power driving unit, and the driving engine generator module generates power; wherein the battery residual power signal provides a battery residual power of the energy management system, and the energy management system uses an engine generator As the main power source, the module plans a fixed residual power threshold lower limit and a floating residual power threshold upper limit, and the residual power threshold is followed by a battery residual power reference command. Adjustment.

The second is to provide an energy control method for the extended-range electric vehicle, comprising: providing an energy management system using a minimum fuel consumption strategy, and calculating an instantaneous cost function according to one of the driver's driving power demand and a battery residual power signal. The instantaneous cost function includes an engine fuel consumption amount and an equivalent fuel consumption factor calculated by using an equivalent fuel consumption factor; wherein the power equivalent factor adjustment strategy adjusts the energy equivalent factor according to the battery residual power error, when When the battery residual capacity is lower than the battery residual capacity reference command, The electric energy equivalent fuel consumption factor becomes larger. When the residual electric quantity of the battery is higher than the reference command of the residual electric quantity of the battery, the equivalent fuel consumption factor of the electric energy becomes smaller; the energy management system uses the search method to find the instantaneous minimum cost and obtains the vehicle. The power distribution ratio of one of the batteries and one of the engine generator modules is obtained by the power drive command of the power drive unit, and the engine generator module is driven to generate electric power.

However, in order to be able to clearly and fully disclose the present invention, the detailed description of the embodiments of the present invention will be described in detail.

1‧‧‧ Vehicles

11‧‧‧ Wheels

12‧‧‧Battery

13‧‧‧Motor

14‧‧‧Engine Generator Module

141‧‧‧ engine

142‧‧‧Generator

15‧‧‧Gas pedal

2‧‧‧Power detection unit

21‧‧‧ throttle signal sensor

22‧‧‧Car speed signal sensor

3‧‧‧Battery Management Control Unit

31‧‧‧Battery Sensor

4‧‧‧Electronic Control Unit

41‧‧‧ Computing Module

42‧‧‧Energy Management Control Module

5‧‧‧Power Drive Unit

6‧‧‧Navigation device

D1‧‧‧Gas pedal position signal

D2‧‧‧speed signal

D3‧‧‧ battery residual signal

D4‧‧‧Power Drive Command

SOC ‧‧‧ battery residual capacity

SOC _r ‧‧‧ battery residual capacity reference command

e ‧‧‧ residual power error value

S ‧‧‧Electrical Equivalent Fuel Consumption Factor

S1 to S3‧‧‧ Description of the steps of the flow chart of the present invention

1 is a schematic view of an energy-supplied vehicle of the present invention; FIG. 2 is a schematic diagram of an energy management system of the present invention; FIG. 3 is a flow chart of the energy control method of the present invention; It is a control block diagram of the minimum fuel consumption strategy of the present invention; Fig. 6a to Fig. 6c are waveform comparison diagrams of the three types of vehicle models of the present invention, respectively.

Please refer to FIG. 1 and FIG. 2 together. FIG. 1 is a schematic diagram showing the configuration of an extended-range electric vehicle (REEV) provided by the present invention. FIG. 2 discloses an energy management configuration in the vehicle shown in FIG. BRIEF DESCRIPTION OF THE DRAWINGS As shown, one embodiment of the present invention is directed to an energy management system for an extended-range electric vehicle.

It is understood from FIG. 1 that the extended-range electric vehicle (hereinafter referred to as the carrier) 1 is equipped with an engine generator module 14 as a range extender, and the vehicle 1 can be various types of power vehicles with a mixed supply of fuel and electric energy. In essence, the carrier 1 is provided with a plurality of wheels 11 , at least a single battery 12 , a motor 13 , and an accelerator pedal 15 , and the engine generator module 14 mounted on the carrier 1 includes an engine 141 and a generator 142 . Where the engine generator module 14 is permeable The generator 142 is electrically connected to the battery 12, and when the engine 141 is started, the generator 142 can be synchronously activated to generate electricity as a source of power for the supply vehicle 1; in addition, the engine generator module 14 can also charge the battery 12. Further, the motor 13 and the engine 141 are for providing power for the vehicle, and the battery 12 is used for power storage, and the accelerator pedal 15 is provided for the driver to step on to control the power output of the vehicle 1. In other words, by detecting the accelerator pedal 15, the power demand when the driver manipulates the vehicle 1 can be known.

The energy management system as seen in FIG. 2 is disposed in the vehicle 1 shown in FIG. 1. Further, the energy management system includes a power detecting unit 2, a battery management control unit 3, and an electronic control. Unit 4 and a power drive unit 5. Wherein, as shown in FIG. 1 and FIG. 2, the power detecting unit 2 has a throttle signal sensor 21 disposed on the accelerator pedal 15 and a vehicle speed signal sensor 22 disposed in the wheel 11; when the driver steps on When the accelerator pedal 15 is operated to move the carrier 1 , the throttle signal sensor 21 can detect an accelerator pedal position signal D1 through the accelerator pedal 15 and simultaneously pass the rotation of the wheel 11 to be detected by the vehicle speed signal sensor 22 . A vehicle speed signal D2.

Since the power demand for the vehicle 1 to travel is determined by the driver stepping on the accelerator pedal 15; however, in reality, the driver's torque demand is an exponential function of the accelerator pedal opening degree, and the accelerator pedal 15 can be lowered by the exponential function. The sensitivity of the torque demand. It can be expressed as equation (1) below:

Among them, T _req is the driver's demand torque, T _max is the maximum torque that the extended electric vehicle can provide, AP _% is the accelerator pedal opening, and T _exp is the exponential factor, so that the sensitivity of the accelerator pedal 15 changes with the opening degree. Larger, but the sensitivity decreases as the opening becomes smaller.

Since the driving power of the vehicle 1 is the product of the running torque T _req and the vehicle speed equivalent wheel speed ω _v , the current vehicle speed is divided by the wheel radius to obtain the required vehicle speed equivalent wheel speed, and finally the driver needs the driving power demand P _r may be expressed as the following equation _{(2): P r = T} req (ω v + △ ω v) equation (2)

Where Δ ω _v is a small positive value.

The battery management control unit 3 has a battery sensor 31 disposed on the battery 12; the battery management control unit 3 can monitor the voltage (V) and current (A) of the battery 12 through the battery sensor 31, and calculate and generate A battery residual signal D3.

The power detecting unit 2 and the battery management control unit 3 are electrically connected to the electronic control unit 4 by using the electronic wires, respectively, so as to receive the above-mentioned accelerator pedal position signal D1, the vehicle speed signal D2 and the battery residual signal by the electronic control unit 4. D3, in order to operate to generate a power drive command D4. Further, the power drive command may determine an optimum power distribution ratio between the battery 12 and the engine generator module 14 that instantaneously provides the motor 13 to drive the carrier 1. The electronic control unit 4 further includes various parameters on the receiving vehicle 1, such as engine horsepower, engine torque, motor torque, and the like, for more accurate calculation to generate the power drive command D4.

The power drive unit 5 is also electrically connected to the electronic control unit 4 by means of an electronic wire to receive the power drive command D4. The engine generator module 14 generates electric power according to the power drive command D4.

Furthermore, the electronic control unit 4 can be composed of a plurality of computing modules 41 and at least one energy management control module 42 and can be built into the energy management control module 42 by a battery residual power reference command ( SOC _r ). Inside. The battery residual power reference command is a function of the battery residual power divided by the estimated driving distance and multiplied by the actual driving distance; wherein, the battery residual power is defined as the initial value of the battery residual power minus the battery residual power using the lower limit value. The estimated driving distance is the distance from the start point to the end point of the driving route, and can be preset for a driver or planned by a conventional navigation device 6; the actual driving distance is the driving distance from the starting point of the driving distance to the current position. The energy management control module 42 can acquire a remaining battery charge (SOC) of the battery residual capacity in accordance with the signal D3, and through the operation module 41 to be more than the battery residual capacity (SOC) of the battery residual capacity commands (SOC _r) The operation and calculation further obtains a residual power error value e , so that the energy management control module 42 can calculate the power distribution ratio between the engine generator module 14 and the battery 12 through the operation module 41, and obtain the power of the power driving unit. Drive command D4 to drive the engine generator module to generate electricity.

Next, referring to FIG. 3, a flow chart of steps of an energy control method according to the present invention is disclosed. Another embodiment of the present invention is to provide an energy control method for an extended-range electric vehicle, which can pass through the energy management system. The implementation configuration is specifically implemented, including detecting the accelerator pedal position signal D1, the vehicle speed signal D2, and the battery residual power signal D3 in the vehicle 1 , thereby calculating the battery 12 and the engine generator module 14 in the carrier 1 . The power distribution ratio between the power drive unit is driven by the power drive command D4, which drives the engine generator module to generate power. In more detail, the above energy control method of the present invention includes the following steps S1 to S3: Step S1: detecting the driver's power demand. The electronic control unit 4 detects the accelerator pedal position signal D1 disposed in the periphery of the engine 14 in the vehicle 1 through the accelerator pedal sensor 21 to grasp the steering behavior of the driver pedaling the accelerator pedal 15; the electronic control unit 4 senses through the vehicle speed signal The vehicle 22 detects the vehicle speed signal D2 of the wheel 11 on the vehicle 1 to grasp the driving dynamics of the vehicle 1; the electronic control unit 4 simultaneously detects the battery residual energy signal D3 of the battery 12 through the battery management control unit 3 to grasp the battery 12 The amount of existing electric power; thus, the electronic control unit 4 is prompted to know the power demand when the driver manipulates the vehicle 1.

Step S2: Calculate the power distribution ratio. Let the electronic control unit 4 calculate the power distribution ratio outputted by the battery 12 and the engine generator module 14 to obtain the power drive command D4; further, the electronic control unit 4 knows the accelerator pedal position signal D1, the vehicle speed signal D2 and the battery residual After the power signal D3, the energy management control module 42 built with the battery residual power reference command ( SOC _r ) obtains the battery residual power ( SOC ) according to the battery residual power signal D3, and the battery residual power is transmitted through the computing module 41. (SOC) of the battery residual capacity commands (SOC _r) to be aligned, computing, further obtains the residual power of the error value e via the control strategy, and further determines the carrier power between the battery 14 and the engine generator module 12 1 The ratio is assigned to generate the power drive command D4. The definition of the battery residual capacity reference command is the same as described above.

Step S3: driving the carrier. The power driving unit 5 receives the power driving command D4, and the engine generator module 14 generates electric power according to the power driving command D4, and outputs the electric power required to drive the vehicle 1 in parallel with the battery according to the optimal power distribution ratio. Or charging the battery and providing the power required to drive the carrier 1 .

In the above step S2, the present invention further proposes two energy management control strategies for determining the power distribution between the engine generator module 14 and the battery 12 in the carrier 1 so that the residual battery capacity can follow the battery residual capacity reference. Commanding to achieve exhaustion of the grid energy stored in the battery when the vehicle is traveling to the end point, that is, just using the residual battery power ( SOC ) to a predetermined threshold lower limit; wherein the definition of the battery residual capacity reference command is The same as above. The implementation details of the two energy management control strategies are as follows: Strategy 1: Power Follower Control Strategy (PFCS), the engine generator module 14 is regarded as the main power source, and the predetermined threshold of battery residual power ( SOC ) The upper limit value changes depending on the battery residual capacity reference command ( SOC _r ). This is different from the traditional power-following control strategy used in the charge-sustaining (CS) mode. The method of setting the threshold for the residual battery power to a fixed value is not the same. Furthermore, the strategy is to use the above energy management system to calculate the power distribution ratio of the battery 12 and the engine generator module 14 in the carrier 1 according to the driver's driving power demand P _r and the battery residual power signal D3. In order to generate the power drive command D4; wherein the battery residual power signal D3 provides a battery residual power ( SOC ) of the energy management system, and the energy management system plans a fixed residual power for the battery residual power ( SOC ) The threshold lower limit value and a floating residual power threshold upper limit value are adjusted according to a battery residual power reference command. The definition of the battery residual capacity reference command is the same as described above.

Referring to FIG. 4, the logic diagram of the power following control of the present invention is disclosed, wherein P _g,max is the maximum power output of the engine generator module, P _g,min is the starting threshold of the engine generator module, and the SOC _r is the battery residual. The power reference command, SOC _L is the predetermined lower threshold of the battery residual capacity ( SOC ). Among them: Block 1 (1): The battery residual capacity ( SOC ) in this range is higher than the battery residual power reference command ( SOC _r ), and the driving power demand is small, so the battery 12 power should be used as much as possible. Avoid the engine generator module 14 operating in the low efficiency zone; the second block (2): the battery residual capacity ( SOC ) in this range is lower than the battery residual capacity reference command ( SOC _r ), and the driving power demand is small, so the engine generator module 14 can operate than the upper limit threshold value (P _{g, max)} generates electric power charging the battery 12, and also provide power to the motor 13 to meet the power demand with; the third block (③): in this range of the battery The residual power ( SOC ) is higher than the battery residual power reference command ( SOC _r ), and the driving power demand is large, so the engine generator module 14 will operate at its starting lower limit threshold ( P _g,min ) to generate electric power, and the power is insufficient. The part will be supplemented by the output power of the battery 12; the fourth block (4): the battery residual capacity ( SOC ) in this range is lower than the battery residual power reference command ( SOC _r ), and the driving power demand is large, so the engine is preferentially used. The motor module 14 generates electric power to satisfy the driving Power demand, and remaining battery power according to the error E, a decision on the additional charging power of the battery 12; a fifth block (⑤): in this range of the battery residual capacity (SOC) is below a predetermined threshold value, the vehicle operation 1 The mode will switch to the Limp Mode, and the engine generator module 14 will operate at its upper threshold ( P _g,max ) to generate power, preferentially providing power to the motor 13 to meet the driving power demand, but at this time the motor 13 the maximum allowed output power is limited to the same threshold (P _{g, max),} when the engine generator module 14 has a remaining power, the battery 12 will be charged, the battery 12 in order to avoid damage to the battery caused by excessive discharge.

Among them, the power distribution mode of the vehicle can be divided into the following four types according to the Power Split Ratio (PSR):

1. Electric mode ( PSR =0)

2. Hybrid mode (0< PSR <1)

3. Power generation mode ( PSR =1) and

4. Charging mode ( PSR >1). Among them, the PSR is defined as the following equation (3):

Among them, P _g is the power output by the engine generator module, and P _r is the driving power required by the driver.

Strategy 2: Equivalent Consumption Minimization Strategy (ECMS) is a method of instantaneous optimization. First define the instantaneous cost function to calculate all the fuel consumption, including the actual fuel consumption of the engine and the fuel consumption equivalent to the energy, and then use the search method to find the instantaneous minimum cost, get the engine generator module 14 and the battery The optimal power distribution ratio between 12 is to generate the power drive command D4 to achieve the purpose of extending the cruising range of the vehicle and reducing fuel consumption. The definition of the battery residual capacity reference command is the same as described above.

Further, the instantaneous cost function established by ECMS for all fuel consumption can be expressed as equation (4) below:

among them For the fuel mass flow rate of the engine generator module 14, P _g ( t ) is the instantaneous output power of the engine generator module, In order to use the equivalent fuel consumption of the battery, P _b ( t ) is the instantaneous output of the battery. It can be expressed as the following equation (5) and equation (6):

Where γ is used to indicate the power distribution operation mode, S is the electric energy equivalent fuel consumption factor, g _e is the average engine fuel consumption, T _{batt is the} battery module temperature, and η _{batt is} the battery efficiency related to P _b , SOC , T _batt .

An instant optimization search is performed for the defined instantaneous cost function J. The purpose of the search is to find the optimal power distribution ratio PSR ^* , and to minimize the instantaneous cost function J , which can be expressed as equation (7) below:

In the above optimization search process, it is necessary to simultaneously consider the constraints of the various components in the vehicle, as shown in the following equation (8):

Wherein, ω _e is engine speed, T _e is engine torque, T _m is motor torque, the SOC of the battery residual capacity, subscript max and min denote maximum and minimum of each part of the operation member, k is the k th sampling point .

When the vehicle 1 is switched between the power distribution modes, in order to improve the smoothness of the power output, that is, when the power output of the engine generator module 14 cannot follow the driving power demand of the vehicle 1 in time, the insufficient power portion will be provided by the battery 12 . Provide power to make the power distribution mode switch smoothly. The electronic control unit 4 will instantaneously adjust the electric energy equivalent fuel consumption factor S according to the residual electric power error value e between the residual battery power SOC and the residual electric energy reference command SOC _r , and then find the relationship between the engine generator module 14 and the battery 12 . The optimal power distribution ratio is to generate the power drive command D4 to achieve the purpose of extending the cruising range of the vehicle and reducing fuel consumption.

Referring to FIG. 5, a block diagram of the composition of the control system of the present invention is disclosed, and the equivalent fuel consumption minimum strategy (ECMS) calculates an instantaneous optimal power distribution ratio PSR ^* according to the energy equivalent fuel consumption factor S. It can be known from the above equation (5) that when the battery residual SOC is lower than the battery residual power reference command SOC _r , the electric energy equivalent fuel consumption factor S becomes larger to increase the use cost of the electric energy; in contrast, when the battery residual capacity SOC When the value is higher than the battery residual power reference command SOC _r , the electric energy equivalent fuel consumption factor S becomes smaller to reduce the use cost of the electric energy. The electric energy equivalent factor adjustment strategy adjusts the electric energy equivalent fuel consumption factor S according to the battery residual electric quantity error, so that the battery residual electric energy SOC can follow the battery residual electric energy reference command SOC _r change, so as to achieve the battery residual electric energy SOC at the end of the vehicle type state. Use for the purpose of lowering the threshold. Accordingly, the power distribution ratio of the battery in the vehicle and the engine generator module is calculated, and the power driving command of the power driving unit is obtained, and the engine generator module is driven to generate electric power to extend the cruising range of the vehicle and reduce fuel consumption. The purpose.

Since the total fuel consumption of the equivalent fuel consumption minimum strategy (ECMS) depends on the magnitude of the equivalent fuel consumption factor S of the electric energy, if the electric equivalent fuel consumption factor S is a fixed value, it is suitable for a specific driving situation and distance. The electric energy equivalent fuel consumption factor S may increase the fuel consumption or the use of the residual battery SOC to a predetermined lower threshold value in other driving situations and distances. However, when the vehicle 1 is actually driving, it is impossible to know in advance the state of the vehicle. If the energy equivalent fuel consumption factor S is a fixed value, the adaptability is limited. In addition, the internal state of the battery 12 is a complex chemical reaction, and its characteristics are all nonlinear. Based on this reason, the present invention adopts an equivalent factor adjustment strategy to adjust the energy equivalent fuel consumption factor S according to the residual power error value e between the battery residual power SOC and the residual power reference command SOC _r , and then find the engine generator. The optimal power distribution ratio between the module 14 and the battery 12 is such that the power drive command D4 is generated to achieve the purpose of extending the cruising range of the vehicle and reducing fuel consumption.

In order to verify the adaptability to different vehicle models, please refer to FIG. 6a, FIG. 6b and FIG. 6c, respectively, to disclose waveform comparison diagrams of the simulated NEDC, FTP and IM240 models of the present invention; wherein NEDC is a new European model. (New European Driving Cycle), FTP is the Federal Test Procedure. The IM240 is the Inspection & Maintenance model, named after its total travel time of 240 seconds. As shown in the figure, you can see the waveform changes in speed and time of the three vehicle models. Please also use the traditional thermostat control strategy (Thermostat Control Strategy, as shown in Table 1). TCS), the power following control strategy (PFCS) proposed by the present invention and the fuel consumption performance of the equivalent fuel consumption minimum strategy (ECMS). It is found that the simulation results of the power following control strategy (PFCS) and the equivalent fuel consumption minimum strategy (ECMS) proposed by the present invention are better than the traditional thermostatic control strategy (in particular, in fuel economy). Strategy, TCS), and the invention also has a relatively low average battery charge and discharge power, which can achieve the purpose of protecting the battery and extending its service life.

The above embodiments are merely illustrative of preferred embodiments of the invention, but are not to be construed as limiting the scope of the invention. It should be noted that various modifications and improvements may be made without departing from the spirit and scope of the invention. Therefore, the present invention should be based on the content of the claims defined in the scope of the patent application.

2‧‧‧Power detection unit

21‧‧‧ throttle signal sensor

22‧‧‧Car speed signal sensor

3‧‧‧Battery Management Control Unit

31‧‧‧Battery Sensor

4‧‧‧Electronic Control Unit

41‧‧‧ Computing Module

42‧‧‧Energy Management Control Module

5‧‧‧Power Drive Unit

6‧‧‧Navigation device

D1‧‧‧Gas pedal position signal

D2‧‧‧speed signal

D3‧‧‧ battery residual signal

D4‧‧‧Power Drive Command

e ‧‧‧ residual power error value

S‧‧‧Electrical Equivalent Fuel Consumption Factor

Claims (9)

An energy management system for an extended-range electric vehicle, comprising an engine generator module as a range extender disposed in a carrier having a plurality of wheels, a battery, a motor and an accelerator pedal; wherein the engine generator module The group includes an engine and a generator, the generator is electrically connected to the battery, and the energy management system includes: a power detecting unit having a throttle signal sensor disposed on the accelerator pedal and a valve disposed in the wheel a vehicle speed signal sensor, the throttle signal sensor detects an accelerator pedal position signal, the vehicle speed signal sensor detects a vehicle speed signal; and a battery management control unit has a battery sensor disposed on the battery to monitor the battery Voltage and current, and calculate a battery residual power signal; an electronic control unit is electrically connected to the power detecting unit and the battery management control unit to receive the accelerator pedal position signal, the vehicle speed signal and the battery residual power signal And computing to generate a power drive command; and a power drive unit electrically connected to the electronic control unit Receiving the power drive command to drive the engine generator module to generate power; wherein the electronic control unit includes an energy management control module having a battery residual power reference command, the battery residual power reference command is available for the battery The residual power is divided by the estimated travel distance and multiplied by the actual travel distance. The energy management system of the extended-range electric vehicle according to claim 1, wherein the residual power of the battery is defined as an initial value of the residual battery power minus a lower limit value of the battery residual power, and the estimated driving distance is a driving distance. The distance from the start point to the end point is set by a driver setting preset value or via a navigation device; the actual travel distance is the travel distance from the start point of the travel route to the current position. The energy of the extended-range electric vehicle as described in item 2 of the patent application scope a management system, wherein the energy management control module obtains a battery residual capacity according to the battery residual power signal, and the battery residual power is further compared with the battery residual power reference command to further obtain a residual power error value for calculating The power distribution ratio between the battery in the vehicle and the engine generator module is used as a power drive command of the power drive unit, and the closed circuit following control of the battery residual power is performed, and the battery residual power is exhausted to one at the end of the vehicle mode state. The lower threshold value of the predetermined threshold. An energy control method for an extended-range electric vehicle includes: providing an energy management system using a power follow-up control strategy, and calculating a battery and an engine in the vehicle according to a driver's driving power demand and a battery residual power signal The power distribution ratio of the power generator module obtains a power drive command of the power drive unit to drive the engine generator module to generate power; wherein the battery residual power signal provides a battery residual power of the energy management system, and the energy management system The engine generator module is used as the main power source, and a fixed residual power threshold lower limit value and a floating residual power threshold upper limit value are planned for the battery residual capacity, and the residual power threshold upper limit value follows a battery residual power amount. Adjust with reference to the command. An energy control method for an extended-range electric vehicle includes: providing an energy management system using an equivalent fuel consumption minimum strategy, and calculating an instantaneous cost function according to a driver's driving power demand and a battery residual power signal; the instantaneous cost The function includes an engine fuel consumption amount and an equivalent fuel consumption factor calculated by the equivalent fuel consumption factor; wherein the power equivalent factor adjustment strategy adjusts the energy equivalent factor according to the battery residual power error, when the battery residual capacity When the battery residual power reference command is lower than the battery residual power reference command, the electric energy equivalent fuel consumption factor becomes larger, and when the battery residual power is higher than the battery residual power reference command, the electric energy equivalent fuel consumption factor becomes smaller; the energy management system utilizes a search method. Finding the instantaneous minimum cost and obtaining the power distribution ratio of one battery and one engine generator module in the vehicle, obtaining a power driving command of the power driving unit, driving the engine generator The module generates electricity. An energy control method for an extended-range electric vehicle according to claim 4 or 5, wherein the ratio of electric power distribution between the battery and the engine generator module is expressed by the following equation: Wherein, the PSR is the power distribution ratio, P _g is the power output by the engine generator module, and P _r is the driving power required by the driver; wherein, PSR =0 is the electric mode, and 0 < PSR <1 is the mixing Power mode, PSR =1 is the genset mode, and PSR >1 is the charging mode. The energy control method for an extended-range electric vehicle according to the fourth or fifth aspect of the patent application, wherein the battery residual power reference command is a function of dividing the battery available residual power by the estimated travel distance and multiplying the actual travel distance, the battery is available. The residual power is defined as the initial value of the battery residual power minus the battery residual power usage lower limit value, and the estimated travel distance is the distance from the start point to the end point of the travel route, which is set by a driver setting preset value or via a navigation device; The distance is the distance traveled from the start of the journey to the current location. An energy control method for an extended-range electric vehicle according to claim 5, wherein the instantaneous cost function is expressed by the following equation: Where J is the instantaneous cost function, For the fuel mass flow rate of the engine generator module, P _g ( t ) is the instantaneous output power of the generator module. To use the equivalent fuel consumption of the battery, P _b ( t ) is the instantaneous output of the battery. An energy control method for an extended-range electric vehicle according to claim 5, wherein the electric energy equivalent fuel consumption , expressed by the following equation: Where γ is the power distribution operation mode, S is the electric energy equivalent fuel consumption factor, g _e is the average fuel consumption of the engine, T _batt represents the battery module temperature, SOC is the battery residual capacity, η _batt stands for P _b , SOC , T _Batt related battery efficiency.