CN110843556B

CN110843556B - Whole vehicle energy management method of electric vehicle power system and vehicle

Info

Publication number: CN110843556B
Application number: CN201910696033.7A
Authority: CN
Inventors: 刘力源
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2019-07-30
Filing date: 2019-07-30
Publication date: 2021-02-19
Anticipated expiration: 2039-07-30
Also published as: CN110843556A

Abstract

The embodiment of the invention discloses a whole vehicle energy management method of an electric vehicle power system and a vehicle. The method comprises the following steps: the vehicle control unit receives the current power battery temperature fed back by the power battery assembly; the vehicle control unit compares the current power battery temperature with a preset temperature threshold value, and determines a battery use mode according to a comparison result; and the vehicle control unit determines the current required power of the vehicle according to the obtained current working condition of the vehicle, and performs power distribution on the battery in the battery use mode according to the current required power. The scheme of the embodiment of the invention solves the defects of the electric automobile powered by a single power battery, effectively ensures the power requirement of the whole automobile under the limit working conditions of low-temperature environment, high-temperature environment and the like, provides effective protection for the power battery while ensuring the dynamic property and the economical efficiency of the whole automobile, and prolongs the service life of the power battery.

Description

Whole vehicle energy management method of electric vehicle power system and vehicle

Technical Field

The embodiment of the invention relates to the technical field of electric automobiles, in particular to a whole automobile energy management method of an electric automobile power system and an automobile.

Background

The electric automobile, especially the pure electric automobile, takes a vehicle-mounted power supply as power, and a power supply system is an important component of an electric automobile power system. Lithium power batteries are the mainstream power supply system of electric vehicles at present due to the advantages of high energy density, small environmental pollution and the like.

At present, a power supply system of an electric automobile mostly adopts a power supply scheme of a lithium power battery and other single power batteries.

The prior art scheme has the following defects: the instantaneous discharge power and the charge power of the lithium ion power battery are easily limited due to the influence of factors such as working temperature and electrochemical characteristics, so that short-time and high-power electric energy output or input cannot be realized, and the electric power requirements under extreme working conditions such as low-temperature environment, high-temperature environment, rapid acceleration and rapid deceleration are difficult to meet. In addition, if the power battery is subjected to continuous large current output or input, the system temperature of the power battery can rise, so that while the output or input power of the power battery is limited and cannot meet the requirement of a user, even irreversible electrochemical reaction can occur, so that the service life of the power battery is reduced, and the use cost of the power battery is increased.

Disclosure of Invention

The embodiment of the invention provides a whole vehicle energy management method of an electric vehicle power system and a vehicle, aiming at solving the defects of the electric vehicle powered by a single power battery, effectively protecting the power battery while ensuring the dynamic property and the economical efficiency of the whole vehicle and prolonging the service life of the power battery.

In a first aspect, an embodiment of the present invention provides a method for managing energy of an electric vehicle power system, where the electric vehicle power system includes: the method comprises the following steps:

the vehicle control unit receives the current power battery temperature fed back by the power battery assembly;

the vehicle control unit compares the current power battery temperature with a preset temperature threshold value, and determines a battery use mode according to a comparison result, wherein the battery use mode comprises the following steps: a flywheel battery pack priority mode and a power battery pack priority mode;

and the vehicle control unit determines the current required power of the vehicle according to the obtained current working condition of the vehicle, and performs power distribution on the battery in the battery use mode according to the current required power.

Further, the electric automobile driving system also comprises: motor element, speed sensor, accelerator pedal and brake pedal, the vehicle current operating mode includes: the current motor rotating speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening change rate and the current brake pedal opening change rate;

correspondingly, the vehicle control unit determines the current required power of the vehicle according to the obtained current working condition of the vehicle, and the method comprises the following steps:

the vehicle control unit respectively receives the current motor rotating speed, the current accelerator pedal opening and the current brake pedal opening obtained by the rotating speed sensor, the accelerator pedal and the brake pedal;

the vehicle control unit respectively determines a current accelerator pedal opening degree change rate and a current brake pedal opening degree change rate according to the current accelerator pedal opening degree and the current brake pedal opening degree;

and the vehicle control unit determines the current required power according to the current motor rotating speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening change rate and the current brake pedal opening change rate.

Further, the vehicle control unit performs power distribution on the battery in the battery usage mode according to the current required power, and the power distribution method includes:

when the battery use mode is a flywheel battery assembly priority mode, the vehicle control unit performs first charge and discharge power distribution on a flywheel battery in the flywheel battery assembly and a power battery in the power battery assembly according to the current required power and a first power distribution strategy;

and when the battery use mode is a power battery assembly priority mode, the vehicle control unit performs second charge and discharge power distribution on a flywheel battery in the flywheel battery assembly and a power battery in the power battery assembly according to the current required power and a second power distribution strategy.

Further, the vehicle control unit performs first charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and a first power distribution strategy, and includes:

the vehicle control unit judges the charge-discharge state of a flywheel battery in the flywheel battery assembly according to the opening degree of the accelerator pedal and the opening degree of the brake pedal;

and the vehicle control unit determines target charge-discharge power of the flywheel battery and the power battery according to the charge-discharge state of the flywheel battery and the current required power.

Further, the vehicle control unit determines target charge and discharge power of the flywheel battery and the power battery according to the charge and discharge state of the flywheel battery and the current required power, and the method comprises the following steps:

when the vehicle control unit determines that the flywheel battery enters a discharging state, if the current required power is smaller than or equal to the maximum discharging power of the flywheel battery, the vehicle control unit determines the current required power as the target discharging power of the flywheel battery and determines that the target discharging power of the power battery is 0;

if the current required power is larger than the maximum discharge power of the flywheel battery and is smaller than or equal to the sum of the maximum discharge power of the flywheel battery and the maximum discharge power of the power battery, determining the maximum discharge power of the flywheel battery as the target discharge power of the flywheel battery by the vehicle control unit, and determining the difference value between the current required power and the maximum discharge power of the flywheel battery as the target discharge power of the power battery;

and if the current required power is larger than the sum of the maximum discharging power of the flywheel battery and the maximum discharging power of the power battery, the vehicle control unit determines the maximum discharging power of the flywheel battery as the target discharging power of the flywheel battery, and determines the maximum discharging power of the power battery as the target discharging power of the power battery.

when the vehicle control unit determines that the flywheel battery enters a charging state, if the current required power is less than or equal to the maximum charging power of the flywheel battery, the vehicle control unit determines the current required power as the target charging power of the flywheel battery and determines that the target charging power of the power battery is 0;

if the current required power is larger than the maximum charging power of the flywheel battery and smaller than the sum of the maximum charging power of the flywheel battery and the maximum charging power of the power battery, the vehicle control unit determines the maximum charging power of the flywheel battery as the target charging power of the flywheel battery, and determines the difference value between the current required power and the maximum charging power of the flywheel battery as the target charging power of the power battery;

and if the current required power is larger than or equal to the sum of the maximum charging power of the flywheel battery and the maximum charging power of the power battery, the vehicle control unit determines the maximum charging power of the flywheel battery as the target charging power of the flywheel battery, and determines the maximum charging power of the power battery as the target charging power of the power battery.

Further, the vehicle control unit performs second charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and a second power distribution strategy, and the second charge and discharge power distribution method includes:

the vehicle control unit judges the charge-discharge state of a power battery in the power battery assembly according to the opening degree of the accelerator pedal and the opening degree of the brake pedal;

and the vehicle control unit determines target charge-discharge power of the flywheel battery and the power battery according to the charge-discharge state of the power battery and the current required power.

Further, the determining the target charge-discharge power of the flywheel battery and the power battery according to the charge-discharge state of the power battery and the current required power comprises:

when the vehicle control unit determines that the power battery enters a discharging state, if the current required power is smaller than or equal to the maximum discharging power of the power battery, the vehicle control unit determines the current required power as the target discharging power of the power battery and determines that the target discharging power of the flywheel battery is 0;

if the current required power is larger than the maximum discharge power of the power battery and is smaller than or equal to the sum of the maximum discharge power of the flywheel battery and the maximum discharge power of the power battery, the vehicle control unit determines the maximum discharge power of the power battery as the target discharge power of the power battery, and determines the difference value between the current required power and the maximum discharge power of the power battery as the target discharge power of the flywheel battery;

and if the current required power is larger than the sum of the maximum discharging power of the flywheel battery and the power battery, the vehicle control unit determines the maximum discharging power of the power battery as the target discharging power of the power battery, and determines the maximum discharging power of the flywheel battery as the target discharging power of the power battery.

when the vehicle control unit determines that the power battery enters a charging state, if the current required power is less than or equal to the maximum charging power of the power battery, the vehicle control unit determines the current required power as the target charging power of the power battery and determines that the target charging power of the flywheel battery is 0;

if the current required power is larger than the maximum charging power of the power battery and smaller than the sum of the maximum charging powers of the flywheel battery and the power battery, the vehicle control unit determines the maximum charging power of the power battery as the target charging power of the power battery, and determines the difference value between the current required power and the maximum charging power of the power battery as the target charging power of the flywheel battery;

and if the current required power is larger than or equal to the sum of the maximum charging powers of the flywheel battery and the power battery, the vehicle control unit determines the maximum charging power of the power battery as the target charging power of the power battery, and determines the maximum charging power of the flywheel battery as the target charging power of the power battery.

In a second aspect, an embodiment of the present invention further provides a vehicle, including: the system comprises a vehicle control unit, a flywheel battery assembly, a power battery assembly, an accelerator pedal, a brake pedal, a charging assembly, a motor assembly and a memory;

the vehicle control unit is respectively connected with the flywheel battery assembly, the power battery assembly, the accelerator pedal, the brake pedal, the charging assembly, the motor assembly and the memory, and is used for acquiring the working conditions of other assemblies and sending corresponding control instructions to other assemblies according to the working conditions so as to complete the management and distribution of the energy of the whole vehicle;

the memory for storing one or more programs;

the one or more programs are executed by the vehicle control unit, so that the vehicle control unit implements the vehicle energy management method according to the first aspect of the embodiment of the invention.

On the basis of providing an electric vehicle power system compositely powered by a flywheel battery and a power battery, the embodiment of the invention solves the defects of the electric vehicle powered by a single power battery by setting two battery use modes, namely a flywheel battery priority mode and a power battery priority mode and selecting the battery use mode based on the temperature of the power battery, thereby effectively ensuring the power requirements of the whole vehicle under the extreme working conditions of low-temperature environment, high-temperature environment and the like, effectively protecting the power battery while ensuring the power performance and the economical efficiency of the whole vehicle, and prolonging the service life of the power battery.

Drawings

Fig. 1 is a schematic flowchart of a method for managing energy of a whole electric vehicle power system according to an embodiment of the present invention;

fig. 2 is a schematic flow chart of a method for managing energy of a whole electric vehicle power system according to a second embodiment of the present invention;

fig. 3 is a schematic flow chart illustrating that the vehicle control unit determines target charge/discharge powers of the flywheel battery and the power battery in the flywheel battery assembly priority mode according to the second embodiment of the present invention;

fig. 4 is a schematic flow chart illustrating that the vehicle control unit determines target charge/discharge powers of the flywheel battery and the power battery in the priority mode of the power battery assembly according to the second embodiment of the present invention;

fig. 5 is a schematic structural diagram of a vehicle according to a third embodiment of the present invention;

fig. 6 is an exemplary diagram of an electric vehicle power system according to a fourth embodiment of the present invention.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. In addition, the embodiments and features of the embodiments in the present invention may be combined with each other without conflict. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

Example one

Fig. 1 is a schematic flow chart of a method for managing energy of a finished electric vehicle in an electric vehicle power system according to an embodiment of the present invention, where the embodiment is applicable to an electric vehicle adopting a flywheel battery and power battery hybrid power supply scheme, and a battery usage mode is selected based on a power battery temperature, so as to implement energy management of the finished electric vehicle; the method can be executed by a vehicle control unit, which can be implemented by hardware and/or software and is generally integrated on an electric vehicle to which the vehicle energy management method is applied.

It can be understood that, under the influence of electrochemical characteristics, the lithium ion power battery cannot realize short-time and high-power electric energy output or input, and the limit working conditions of working temperature, such as low-temperature environment or high-temperature environment, can aggravate the limitation on the instantaneous discharge power and instantaneous charge power of the power battery; secondly, for the working conditions requiring continuous large current output or input, such as rapid acceleration or rapid deceleration, the temperature of the power battery is also increased, so that the output or input power of the power battery is limited, even irreversible electrochemical reaction occurs, the service life of the power battery is reduced, and the use cost of the power battery is increased. The electric automobile power system which only adopts single power batteries such as lithium power batteries for power supply hardly meets the electric power requirements of the whole automobile under the limit working conditions of low-temperature environment, high-temperature environment, rapid acceleration, rapid deceleration and the like, and the service life of the power batteries can be shortened by the continuous working condition of large current output or input, so that the use cost is improved.

The flywheel battery is a mechanical energy storage device and does not contain electrochemical substances, so that the output or input power is less influenced by the working temperature, the short-time high-power electric energy output or input capacity is strong, and the service life of the flywheel battery is longer than that of a power battery. Therefore, the overall energy management method of the electric vehicle power system provided by the embodiment of the invention applies the characteristics of the flywheel battery, and sets two battery use modes, namely the flywheel battery priority mode and the power battery priority mode, on the basis of providing the electric vehicle power system which is powered by the flywheel battery and the power battery in a composite manner, so that the vehicle enters the flywheel battery priority mode which preferentially uses the flywheel battery for charging and discharging under the limit working conditions of low-temperature environment, high-temperature environment, rapid acceleration, rapid deceleration and the like, and enters the power battery priority mode which preferentially uses the power battery for charging and discharging under other working conditions, thereby effectively protecting the power battery and prolonging the service life of the power battery while ensuring the overall power performance and the economical efficiency of the vehicle. Optionally, the electric vehicle power system comprises: the vehicle-mounted controller comprises a vehicle control unit, a flywheel battery assembly and a power battery assembly.

As shown in fig. 1, the method for managing energy of a whole electric vehicle power system provided in this embodiment specifically includes the following steps:

s101, the vehicle control unit receives the current power battery temperature fed back by the power battery assembly.

Optionally, in this embodiment, the vehicle controller is mainly used for completing working condition information collection, energy management and energy distribution of the whole vehicle.

The power battery component can be understood as a component which contains a power battery and a corresponding control device in a whole vehicle power system. Optionally, the power battery assembly may include a power battery controller and a power battery, and the power battery controller is configured to control the power battery to complete charging or discharging according to a charging or discharging instruction sent by the vehicle control unit.

The current power battery temperature refers to the working temperature of the power battery at the current moment, and optionally, a temperature acquisition device such as a temperature sensor for acquiring the working temperature of the power battery in real time can be arranged in the power battery assembly to obtain the current power battery temperature and send the current power battery temperature to the vehicle control unit.

It can be understood that on the premise of providing an electric automobile power system which is compositely powered by a flywheel battery and a power battery, two battery use modes of preferentially using the flywheel battery and preferentially using the power battery can be provided for protecting the power battery, and by monitoring the working temperature of the power battery in real time, when the working temperature of the power battery is in a certain temperature range which can not output/input normal electric power values, the battery use mode of preferentially using the flywheel battery is switched, so that the protection of the power battery can be realized, and meanwhile, the user requirement of outputting or inputting short-time high-power electric energy can be met.

Specifically, in this step, the current power battery temperature can be acquired in real time through the temperature acquisition device inside the power battery assembly and fed back to the vehicle control unit.

S102, the vehicle control unit compares the current power battery temperature with a preset temperature threshold value, and determines a battery use mode according to a comparison result.

The temperature threshold value can be understood as a highest temperature value (denoted as a high temperature threshold value) and a lowest temperature value (denoted as a low temperature threshold value) for starting to limit the instantaneous output power and/or the instantaneous input power of the power battery.

The battery use mode can be understood as a mode that the vehicle can select which battery component is preferentially used to complete charging and discharging operations according to the current working condition on the basis of providing an electric vehicle power system which is compositely powered by a flywheel battery and a power battery. Optionally, the battery usage mode includes: a flywheel battery pack priority mode and a power battery pack priority mode. The flywheel battery assembly priority mode can be understood as a mode which is selected by the vehicle in combination with the current working condition and preferentially uses the flywheel battery assembly to complete charging and discharging operations, and the power battery assembly priority mode can be understood as a mode which is selected by the vehicle in combination with the current working condition and preferentially uses the power battery assembly to complete charging and discharging operations.

It is understood that, when determining the battery usage mode according to the current power battery temperature, the current power battery temperature may be specifically determined by the vehicle controller by comparing the current power battery temperature with a preset temperature threshold, and according to the comparison result.

Optionally, the vehicle control unit compares the current power battery temperature with a preset high-temperature threshold and a preset low-temperature threshold, if the current power battery temperature is greater than or equal to the high-temperature threshold or less than or equal to the low-temperature threshold, it is determined that the system enters a flywheel battery priority mode, otherwise, it is determined that the system enters a power battery priority mode, and the high-temperature threshold is greater than the low-temperature threshold.

S103, the vehicle controller determines the current required power of the vehicle according to the obtained current working condition of the vehicle, and performs power distribution on the battery in the battery use mode according to the current required power.

It can be understood that after the battery use mode of the vehicle is determined, the specific charge and discharge powers of the flywheel battery and the power battery need to be reasonably distributed in the mode, the distributed power value can be determined according to the current required power of the vehicle, and the current required power of the vehicle can be determined according to the current working condition of the vehicle.

The current operating condition of the vehicle may be understood as vehicle running information that the vehicle may use to determine the power required by the vehicle at the current time, such as a target vehicle speed that the driver expects to reach and how long the driver expects to reach the target vehicle speed (i.e., a target acceleration). The current required power can be understood as charging power or discharging power which is required by a power system of the whole vehicle to reach the target speed and the target acceleration at the current moment of the vehicle.

On the basis of providing an electric vehicle power system compositely powered by a flywheel battery and a power battery, the embodiment of the invention solves the defects of the electric vehicle powered by a single power battery by setting two battery use modes, namely a flywheel battery priority mode and a power battery priority mode and selecting the battery use mode based on the temperature of the power battery, effectively ensures the power requirements of the whole vehicle under the extreme working conditions of low-temperature environment, high-temperature environment, rapid acceleration, rapid deceleration and the like, ensures the power performance and the economical efficiency of the whole vehicle, provides effective protection for the power battery and prolongs the service life of the power battery.

Further, as an optional embodiment of the first embodiment, the optimization of the power system of the electric vehicle of the first embodiment is additionally provided with: motor element, speed sensor, accelerator pedal and brake pedal, simultaneously, this embodiment one will vehicle current operating mode optimizes to, includes: the current motor speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening rate and the current brake pedal opening rate.

Correspondingly, in the first embodiment, the vehicle controller determines the current required power of the vehicle according to the obtained current operating condition of the vehicle, and may specifically optimize to perform the following steps S11 to S13:

and S11, the vehicle control unit respectively receives the current motor rotating speed, the current accelerator pedal opening degree and the current brake pedal opening degree working conditions acquired by the rotating speed sensor, the accelerator pedal and the brake pedal.

Wherein the current motor speed can be measured by the speed sensor. The current accelerator pedal opening degree can be understood as the variable quantity of the depression of the accelerator pedal by the driver at the current moment, and corresponds to the target vehicle speed expected to be accelerated by the driver at the current moment. The current brake pedal opening degree can be understood as the depression variation of the brake pedal at the current moment of the driver, and corresponds to the target vehicle speed expected to be decelerated by the current moment of the driver.

Specifically, in this step, the current motor rotation speed may be acquired by the rotation speed sensor, the accelerator pedal may acquire the depression variation amount of the accelerator pedal, so as to acquire the current accelerator pedal opening degree, the brake pedal may acquire the depression variation amount of the brake pedal, so as to acquire the current brake pedal opening degree, and then the vehicle controller may receive and gather the current operating condition information of each vehicle.

And S12, the vehicle control unit respectively determines the current accelerator pedal opening degree change rate and the current brake pedal opening degree change rate according to the current accelerator pedal opening degree and the current brake pedal opening degree.

The current accelerator pedal opening rate, that is, the rate of change of depression of the accelerator pedal by the driver, may be determined by a ratio of a depression variation amount of the accelerator pedal to a time during which the depression variation amount occurs, and the current accelerator pedal opening rate corresponds to a target acceleration at which the driver desires to accelerate to the target vehicle speed at the current time. The current brake pedal opening change rate, that is, the rate of change in depression of the brake pedal by the driver, may be determined by a ratio of a depression change amount of the brake pedal to a time during which the depression change amount occurs, and corresponds to a target acceleration at which the driver desires to decelerate to the target vehicle speed at the current time.

Specifically, in this step, the vehicle sensor receives the current accelerator pedal opening degree and the current brake pedal opening degree, and also receives the time of the accelerator pedal opening degree and the time of the brake pedal opening degree, so that the pressing change rate of the accelerator pedal and the pressing change rate of the brake pedal, that is, the current accelerator pedal opening degree change rate and the current brake pedal opening degree change rate can be calculated respectively.

And S13, the vehicle control unit determines the current required power according to the current motor speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening change rate and the current brake pedal opening change rate.

It is to be understood that the vehicle current required power may be determined by the product of the vehicle current required torque and the current motor speed, and the vehicle current required torque may be determined by the pedal (accelerator pedal or brake pedal) opening degree and the corresponding pedal opening degree change rate.

Optionally, the vehicle controller may determine a first current demand torque of the vehicle under an acceleration condition according to the current accelerator pedal opening and the current accelerator pedal opening change rate, and may determine a second current demand torque of the vehicle under a deceleration condition according to the current brake pedal opening and the current brake pedal opening change rate; and determining the first current required power of the vehicle under the acceleration working condition according to the current motor rotating speed and the first current required torque, and determining the second current required power of the vehicle under the acceleration working condition according to the current motor rotating speed and the second current required torque.

According to the optional embodiment, on the basis of the first embodiment, the vehicle controller determines the current required power of the vehicle according to the obtained current working condition of the vehicle, so that the mode of determining the current required power of the vehicle is clearer and clearer, and a foundation is laid for the subsequent power distribution of the battery in the battery use mode by the vehicle controller according to the current required power.

Further, as another optional embodiment of the first embodiment, the first embodiment further provides a parallel alternative for determining the battery usage mode, and the scheme specifically includes:

and the vehicle control unit compares the current accelerator pedal opening degree change rate with a preset accelerator pedal opening degree change rate threshold value to determine a battery priority mode.

Specifically, the vehicle control unit compares the current accelerator pedal opening degree change rate with a preset accelerator pedal opening degree change rate threshold, and determines and controls the system to enter a flywheel battery assembly priority mode if the current accelerator pedal opening degree change rate is greater than or equal to the accelerator pedal opening degree change rate threshold, otherwise, determines and controls the system to enter a power battery assembly priority mode.

It can be understood that, work as current accelerator pedal opening change rate more than or equal to during accelerator pedal opening change rate threshold value, can judge that the vehicle enters the sharp operating mode of accelerating at present, under this operating mode, need the vehicle battery to carry out lasting heavy current output, consequently, require the battery to have higher instantaneous discharge power, adopt power battery power supply this moment firstly can't satisfy the discharge power demand, secondly easily cause the damage to power battery, so vehicle control unit can be when the vehicle gets into above-mentioned operating mode, control vehicle gets into flywheel battery pack priority mode, the priority uses flywheel battery to supply power to whole car promptly.

and the vehicle control unit compares the current brake pedal opening degree change rate with a preset brake pedal opening degree change rate threshold value to determine a battery priority mode.

Specifically, the vehicle control unit compares the current brake pedal opening degree change rate with a preset brake pedal opening degree change rate threshold, and if the current brake pedal opening degree change rate is greater than or equal to the brake pedal opening degree change rate threshold, it is determined that the system enters a flywheel battery assembly priority mode, and otherwise, it is determined that the system enters a power battery assembly priority mode.

It can be understood that, when current brake pedal opening change rate more than or equal to during the brake pedal opening change rate threshold value, can judge that the vehicle enters the rapid deceleration operating mode at present, under this operating mode, the vehicle implements energy recuperation, it lasts heavy current input to need the battery to receive, consequently, require the battery to have higher instantaneous charging power, adopt power battery to carry out energy recuperation this moment firstly can't satisfy the charging power demand, secondly easily cause the damage to power battery, so vehicle control unit can be when the vehicle gets into above-mentioned operating mode, control vehicle entering flywheel battery pack priority mode, the flywheel battery of preferential use carries out energy recuperation whole car promptly.

The two parallel optional embodiments for determining the battery use mode are powerful supplements to the determination of the battery use mode based on the current power battery temperature in the first embodiment, so that the determination scheme of the battery use mode in the first embodiment of the invention is richer, and meanwhile, the vehicle can more effectively meet the power requirements under extreme conditions such as rapid acceleration and rapid deceleration on the basis of effectively meeting the power requirements under extreme conditions such as a low-temperature environment and a high-temperature environment. It should be noted that, after determining the battery usage mode by using any of the aforementioned parallel alternatives for determining the battery usage mode, subsequently determining the current required power of the vehicle by the vehicle controller, and performing a power distribution scheme and a power distribution process for the battery in the battery usage mode according to the current required power are the same as those of the first embodiment.

Example two

Fig. 2 is a schematic flow chart of a method for managing energy of a whole electric vehicle in an electric vehicle power system according to a second embodiment of the present invention, which is further optimized based on the first embodiment. In this embodiment, the vehicle control unit performs power distribution on the battery in the battery usage mode according to the current required power, and specifically optimizes as: when the battery use mode is a flywheel battery assembly priority mode, the vehicle control unit performs first charge and discharge power distribution on a flywheel battery in the flywheel battery assembly and a power battery in the power battery assembly according to the current required power and a first power distribution strategy; and when the battery use mode is a power battery assembly priority mode, the vehicle control unit performs second charge and discharge power distribution on a flywheel battery in the flywheel battery assembly and a power battery in the power battery assembly according to the current required power and a second power distribution strategy.

As shown in fig. 2, the method for managing energy of a whole electric vehicle power system provided in this embodiment specifically includes the following steps:

s201, the vehicle control unit receives the current power battery temperature fed back by the power battery assembly.

S202, the vehicle control unit compares the current power battery temperature with a preset temperature threshold value, and determines a battery use mode according to a comparison result.

S203, the vehicle control unit respectively receives the current motor rotating speed, the current accelerator pedal opening degree and the current brake pedal opening degree working conditions acquired by the rotating speed sensor, the accelerator pedal and the brake pedal.

And S204, the vehicle control unit respectively determines the current accelerator pedal opening degree change rate and the current brake pedal opening degree change rate according to the current accelerator pedal opening degree and the current brake pedal opening degree.

S205, the vehicle control unit determines the current required power according to the current motor rotating speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening change rate and the current brake pedal opening change rate.

S206, judging whether the battery use mode determined in the S202 is a flywheel battery pack priority mode, if so, executing S207; otherwise, S208 is performed.

It will be appreciated that different battery usage patterns may correspond to different power allocation strategies, and that prior to performing a particular power allocation operation, a determination may be made as to which current battery usage pattern is.

And S207, the vehicle control unit performs first charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and a first power distribution strategy.

The first power distribution strategy is a power distribution strategy corresponding to a flywheel battery assembly priority mode, and is specifically embodied in that in the flywheel battery assembly priority mode, the flywheel battery assembly is used as a battery assembly which is used preferentially, and at the moment, no matter power is supplied to the whole vehicle or energy recovery is carried out on the whole vehicle, the power distribution strategy is completed by preferentially using the flywheel battery assembly.

In this embodiment, the vehicle controller performs first charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and by combining a first power distribution strategy, and may specifically optimize the following steps S21 to S22:

and S21, the vehicle control unit judges the charge-discharge state of the flywheel battery in the flywheel battery assembly according to the opening degree of the accelerator pedal and the opening degree of the brake pedal.

It can be understood that in the flywheel battery assembly priority mode, when the vehicle accelerates, the flywheel battery needs to be preferentially used for supplying power to the whole vehicle, namely the flywheel battery discharges at the moment; when the vehicle slides or brakes, the flywheel battery is required to be preferentially used for recovering the energy of the whole vehicle, namely, the flywheel battery is charged at the moment.

Optionally, if the accelerator pedal opening is greater than zero (i.e. the vehicle is accelerated), the flywheel battery enters a discharging state; and if the opening degree of the brake pedal is larger than zero (namely, the vehicle brakes) or both the opening degree of the accelerator pedal and the opening degree of the brake pedal are equal to zero (namely, the vehicle slides), the flywheel battery enters a charging state.

And S22, the vehicle control unit determines target charge and discharge power of the flywheel battery and the power battery according to the charge and discharge state of the flywheel battery and the current required power.

The target charge-discharge power can be understood as the charge power or the discharge power respectively distributed by the vehicle control unit for the flywheel battery and the power battery.

It can be understood that, when the flywheel battery enters the discharging state, whether the maximum discharging power of the flywheel battery can meet the current required power can be judged according to the current required power, if so, the current power supply power requirement of the whole vehicle can be met only by discharging the flywheel battery, and if not, the power battery is required to be discharged to share the current power supply task of the whole vehicle. When the flywheel battery enters a charging state, whether the maximum charging power of the flywheel battery can meet the current required power or not can be judged according to the current required power, if yes, the current energy recovery power requirement of the whole vehicle can be met only by charging the flywheel battery, and if not, the power battery also needs to be charged to share the current energy recovery task of the whole vehicle.

In this embodiment, the vehicle controller determines the target charge-discharge powers of the flywheel battery and the power battery according to the charge-discharge state of the flywheel battery and the current required power, and may further be specifically optimized as S30 to S45 shown in fig. 3:

s30, judging whether the charging and discharging state of the flywheel battery in the S21 is a discharging state, if so, executing S31; otherwise, S41 is executed.

S31, judging whether the current required power is less than or equal to the maximum discharge power of the flywheel battery, if so, executing S32; otherwise, S33 is executed.

The maximum discharge power of the flywheel battery refers to the maximum dischargeable power currently provided by the flywheel battery, and can be understood as the current residual electric power of the flywheel battery. Alternatively, the current remaining electric power of the flywheel battery can be obtained by the flywheel battery assembly monitoring the State of Charge (SOC) (also called the remaining capacity) of the flywheel battery in real time.

It can be understood that the currently required power is less than or equal to the maximum discharge power of the flywheel battery, that is, the current power supply power requirement of the whole vehicle can be met only by discharging the flywheel battery.

And S32, the vehicle control unit determines the current required power as the target discharge power of the flywheel battery, and determines the target discharge power of the power battery to be 0.

It can be understood that the target discharge power of the power battery is determined to be 0, that is, the power battery is not required to be discharged to share the current power supply task of the whole vehicle.

And S33, judging whether the current required power is larger than the maximum discharge power of the flywheel battery and is smaller than or equal to the sum of the maximum discharge power of the flywheel battery and the maximum discharge power of the power battery, if so, executing S34, otherwise, executing S35.

It can be understood that the current required power is greater than the maximum discharge power of the flywheel battery, and is less than or equal to the sum of the maximum discharge power of the flywheel battery and the maximum discharge power of the power battery, that is, the current power supply power requirement of the whole vehicle cannot be met only by discharging the flywheel battery, the power battery is required to discharge simultaneously to share the current power supply task of the whole vehicle, and the current power supply power requirement of the whole vehicle can be met by discharging the flywheel battery and the power battery simultaneously.

S34, the vehicle control unit determines the maximum discharge power of the flywheel battery as the target discharge power of the flywheel battery, and determines the difference value between the current required power and the maximum discharge power of the flywheel battery as the target discharge power of the power battery.

It can be understood that the difference between the current required power and the maximum discharge power of the flywheel battery is determined as the target discharge power of the power battery, that is, on the basis of preferentially using the flywheel battery for power supply, the power battery only needs to complement the current supply power of the whole vehicle, which is not enough provided by the flywheel battery.

S35, the vehicle control unit determines the maximum discharging power of the flywheel battery as the target discharging power of the flywheel battery, and determines the maximum discharging power of the power battery as the target discharging power of the power battery.

The maximum discharge power of the power battery refers to the maximum dischargeable power currently provided by the power battery, and can be understood as the current residual electric power of the power battery. Alternatively, the current remaining electric power of the power battery can be obtained by monitoring the SOC of the power battery in real time by the power battery assembly.

It can be understood that, when the current required power is greater than the sum of the maximum discharge powers of the flywheel battery and the power battery, all the stored electric energy provided by the flywheel battery and the power battery cannot meet the current power supply power requirement of the whole vehicle, and at this time, the target discharge powers of the flywheel battery and the power battery are the respective maximum discharge powers, that is, the respective maximum discharge powers release all the stored electric energy.

S41, judging whether the current required power is less than or equal to the maximum charging power of the flywheel battery, if so, executing S42; otherwise, S43 is executed.

The maximum charging power of the flywheel battery refers to the maximum chargeable power currently provided by the flywheel battery, and is determined by the current SOC of the flywheel battery, which can be understood as a difference between the total power capacity of the flywheel battery, which is the total electric power amount that the flywheel battery can accommodate, and the current residual electric power, which is the electric power corresponding to the current SOC of the flywheel battery, and the current residual electric power (which can be obtained according to the SOC of the flywheel battery).

It can be understood that the current required power is less than or equal to the maximum charging power of the flywheel battery, that is, the current energy recovery power requirement of the whole vehicle can be met only by charging the flywheel battery.

And S42, the vehicle control unit determines the current required power as the target charging power of the flywheel battery, and determines the target charging power of the power battery to be 0.

It can be understood that the target charging power of the power battery is determined to be 0, that is, the power battery does not need to be charged to share the current energy recovery task of the whole vehicle.

And S43, judging whether the current required power is larger than the maximum charging power of the flywheel battery and is smaller than or equal to the sum of the maximum charging power of the flywheel battery and the maximum charging power of the power battery, if so, executing S44, otherwise, executing S45.

The maximum charging power of the power battery refers to the maximum chargeable power currently provided by the power battery, and may be understood as a difference between the current power capacity of the power battery and the current remaining power (which may be obtained according to the SOC of the power battery). Alternatively, the current power capacity may be obtained by monitoring a State of Health (SOH) of the power battery in real time by the power battery assembly. The SOH of a battery may represent the capacity, health degree or performance state of the battery (generally referred to as a storage battery), that is, the ratio of the performance parameter to the nominal parameter after the battery is used for a period of time, the factory-new battery is 100%, and the total scrap rate is 0%, which is the ratio of the capacity discharged by the battery discharging to the cut-off voltage at a certain rate from the full charge state to the factory-leaving nominal capacity corresponding to the discharged capacity, and may be simply understood as the current capacity of the battery.

It can be understood that the current required power is greater than the maximum charging power of the flywheel battery and less than or equal to the sum of the maximum charging powers of the flywheel battery and the power battery, that is, the current energy recovery power requirement of the whole vehicle cannot be met only by charging the flywheel battery, the power battery needs to be charged simultaneously to share the current energy recovery task of the whole vehicle, and the current energy recovery power requirement of the whole vehicle can be met by simultaneously charging the flywheel battery and the power battery.

S44, the vehicle control unit determines the maximum charging power of the flywheel battery as the target charging power of the flywheel battery, and determines the difference value between the current required power and the maximum charging power of the flywheel battery as the target charging power of the power battery.

It can be understood that the difference between the current required power and the maximum charging power of the flywheel battery is determined as the target charging power of the power battery, that is, on the basis of preferentially charging the flywheel battery, the power battery only needs to share the current energy recovery power of the whole vehicle exceeding the load of the flywheel battery.

And S45, the vehicle control unit determines the maximum charging power of the flywheel battery as the target charging power of the flywheel battery, and determines the maximum charging power of the power battery as the target charging power of the power battery.

It can be understood that, when the current required power is greater than the sum of the maximum charging powers of the flywheel battery and the power battery, the current energy recovery power requirement of the whole vehicle cannot be met even when the electric energy of the flywheel battery and the power battery is fully loaded, and at this time, the target charging powers of the flywheel battery and the power battery are the respective maximum charging powers, that is, the respective stored electric energy is fully loaded.

And S208, the vehicle control unit performs second charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and a second power distribution strategy.

The second power distribution strategy is a power distribution strategy corresponding to the priority mode of the power battery assembly, and is specifically embodied in that the power battery assembly is used as a battery assembly which is used preferentially in the priority mode of the power battery assembly, and at the moment, the power battery assembly is used preferentially to complete power supply of the whole vehicle or energy recovery of the whole vehicle.

In this embodiment, the vehicle controller performs second charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the flywheel battery assembly according to the current required power and by combining a second power distribution strategy, and may specifically optimize the following steps S51 to S52:

and S51, the vehicle control unit judges the charge-discharge state of the power battery in the power battery assembly according to the opening degree of the accelerator pedal and the opening degree of the brake pedal.

It can be understood that, in the priority mode of the power battery assembly, when the vehicle accelerates, the power battery is required to be preferentially used for supplying power to the whole vehicle, namely, the power battery discharges at the moment; when the vehicle slides or brakes, the power battery is required to be preferentially used for recovering the energy of the whole vehicle, namely, the power battery is charged at the moment.

Optionally, if the accelerator pedal opening is larger than zero (i.e. the vehicle is accelerated), the power battery enters a discharging state; and if the opening degree of the brake pedal is larger than zero (namely, the vehicle brakes) or both the opening degree of the accelerator pedal and the opening degree of the brake pedal are equal to zero (namely, the vehicle slides), the power battery enters a charging state.

And S52, the vehicle control unit determines target charge and discharge power of the flywheel battery and the power battery according to the charge and discharge state of the power battery and the current required power.

It can be understood that, when the power battery enters a discharging state, whether the maximum discharging power of the power battery can meet the current required power can be judged according to the current required power, if so, the current power supply power requirement of the whole vehicle can be met only by discharging the power battery, and if not, the flywheel battery is also required to discharge to share the current power supply task of the whole vehicle. When the power battery enters a charging state, whether the maximum charging power of the power battery can meet the current required power or not can be judged according to the current required power, if yes, the current energy recovery power requirement of the whole vehicle can be met only by charging the power battery, and if not, the flywheel battery also needs to be charged to share the current energy recovery task of the whole vehicle.

In this embodiment, the vehicle controller determines the target charge-discharge powers of the flywheel battery and the power battery according to the charge-discharge state of the power battery and the current required power, and may further be specifically optimized as S60 to S75 shown in fig. 4:

s60, judging whether the charging and discharging state of the power battery in the S51 is a discharging state, if so, executing S61; otherwise, S71 is executed.

S61, judging whether the current required power is less than or equal to the maximum discharge power of the power battery, if so, executing S62; otherwise, S63 is executed.

It can be understood that the currently required power is less than or equal to the maximum discharge power of the power battery, that is, the current power supply power requirement of the whole vehicle can be met only by discharging the power battery.

And S62, the vehicle control unit determines the current required power as the target discharge power of the power battery, and determines the target discharge power of the flywheel battery to be 0.

It can be understood that the target discharge power of the flywheel battery is determined to be 0, that is, the current power supply task of the whole vehicle is shared without discharging the flywheel battery at this time.

And S63, judging whether the current required power is larger than the maximum discharge power of the power battery and is smaller than or equal to the sum of the maximum discharge power of the flywheel battery and the maximum discharge power of the power battery, if so, executing S64, and otherwise, executing S65.

It can be understood that the current required power is greater than the maximum discharge power of the power battery, and is less than or equal to the sum of the maximum discharge powers of the flywheel battery and the power battery, that is, the current power supply power requirement of the whole vehicle cannot be met only by the discharge of the power battery, the flywheel battery is required to be discharged simultaneously to share the current power supply task of the whole vehicle, and the simultaneous discharge of the flywheel battery and the power battery can meet the current power supply power requirement of the whole vehicle.

And S64, the vehicle control unit determines the maximum discharge power of the power battery as the target discharge power of the power battery, and determines the difference between the current required power and the maximum discharge power of the power battery as the target discharge power of the flywheel battery.

It can be understood that the difference between the current required power and the maximum discharge power of the power battery is determined as the target discharge power of the flywheel battery, that is, on the basis of preferentially using the power battery for power supply, the flywheel battery only needs to complement the current supply power of the whole vehicle, which is not enough to be provided by the power battery.

And S65, the vehicle control unit determines the maximum discharge power of the power battery as the target discharge power of the power battery, and determines the maximum discharge power of the flywheel battery as the target discharge power of the flywheel battery.

S71, judging whether the current required power is less than or equal to the maximum charging power of the power battery, if so, executing S72; otherwise, S73 is executed.

It can be understood that the currently required power is less than or equal to the maximum charging power of the power battery, that is, the current energy recovery power requirement of the whole vehicle can be met only by charging the power battery.

And S72, the vehicle control unit determines the current required power as the target charging power of the power battery, and determines the target charging power of the flywheel battery to be 0.

It can be understood that the target charging power of the flywheel battery is determined to be 0, that is, the flywheel does not need to be electrically charged to share the current energy recovery task of the whole vehicle.

And S73, judging whether the current required power is larger than the maximum charging power of the power battery and is smaller than or equal to the sum of the maximum charging power of the flywheel battery and the maximum charging power of the power battery, if so, executing S74, and otherwise, executing S75.

It can be understood that the current required power is greater than the maximum charging power of the power battery and less than or equal to the sum of the maximum charging powers of the flywheel battery and the power battery, that is, the current energy recovery power requirement of the whole vehicle cannot be met only by charging the power battery, the flywheel battery needs to be charged simultaneously to share the current energy recovery task of the whole vehicle, and the current energy recovery power requirement of the whole vehicle can be met by simultaneously charging the flywheel battery and the power battery.

And S74, the vehicle control unit determines the maximum charging power of the power battery as the target charging power of the power battery, and determines the difference value between the current required power and the maximum charging power of the power battery as the target charging power of the flywheel battery.

It can be understood that the difference between the current required power and the maximum charging power of the power battery is determined as the target charging power of the flywheel battery, that is, on the basis of preferentially charging the power battery, the flywheel battery only needs to share the current energy recovery power of the whole vehicle exceeding the load of the power battery.

And S75, the vehicle control unit determines the maximum charging power of the power battery as the target charging power of the power battery, and determines the maximum charging power of the flywheel battery as the target charging power of the flywheel battery.

On the basis of providing an electric automobile power system which is compositely powered by a flywheel battery and a power battery, by setting two battery use modes, namely a flywheel battery priority mode and a power battery priority mode, and selecting the battery use mode based on the temperature of the power battery, the vehicle enters a flywheel battery priority mode for preferentially using the charging and discharging of the flywheel battery under the limit working conditions of low-temperature environment, high-temperature environment, rapid acceleration, rapid deceleration and the like, and enters a power battery priority mode of preferentially using the power battery for charging and discharging under other working conditions, thereby overcoming the defects of the electric automobile adopting a single power battery for power supply, effectively ensuring the power requirements of the whole automobile under the limit working conditions of low-temperature environment, high-temperature environment and the like, the power performance and the economical efficiency of the whole vehicle are guaranteed, meanwhile, the power battery is effectively protected, and the service life of the power battery is prolonged.

EXAMPLE III

Fig. 5 is a schematic structural diagram of a vehicle according to a third embodiment of the present invention. As shown in fig. 5, the vehicle includes: vehicle control unit 301, flywheel battery assembly 302, power battery assembly 303, accelerator pedal 304, brake pedal 305, charging assembly 306, motor assembly 307, and memory 308.

The vehicle control unit 301 is connected to the flywheel battery assembly 302, the power battery assembly 303, the accelerator pedal 304, the brake pedal 305, the charging assembly 306, the motor assembly 307, and the memory 308, and is configured to collect working conditions of other assemblies, and send corresponding control instructions to other assemblies according to the working conditions, so as to complete management and distribution of vehicle energy.

The flywheel battery assembly 302 is respectively connected with the vehicle control unit 301 and the motor assembly 307, and is configured to supply power to the motor assembly 307 when receiving a first discharge instruction of the vehicle control unit 301, or recover electric energy generated by the motor assembly 307 when receiving a first charge instruction of the vehicle control unit 301.

Optionally, flywheel battery assembly 302, comprising: a flywheel battery controller, a flywheel battery and a power converter,

the flywheel battery controller is respectively connected with the vehicle control unit 301 and the flywheel battery, and is used for controlling the flywheel battery to discharge when receiving a first discharge instruction of the vehicle control unit 301, or controlling the flywheel battery to charge when receiving a first charge instruction of the vehicle control unit 301; optionally, the flywheel battery controller is further configured to monitor the SOC of the flywheel battery in real time, and feed back the SOC to the vehicle control unit 301 in real time.

The power converter is in communication connection with the vehicle controller 301, and is electrically connected to the flywheel battery, the power battery assembly 303, the charging assembly 306 and the motor assembly 307, respectively, and is configured to convert the dc power output by the flywheel battery into dc power matched with the power battery assembly 303 when receiving a first power conversion instruction of the vehicle controller 301, or convert the dc power output by the charging assembly 306 and/or the motor assembly 307 into dc power matched with the flywheel battery assembly 302 when receiving a second power conversion instruction of the vehicle controller 301.

Optionally, the flywheel battery assembly 302 further includes a first temperature acquisition device, and the first temperature acquisition device is in communication connection with the vehicle control unit 301, and is configured to acquire the temperature of the flywheel battery in real time, generate first temperature information, and feed back the first temperature information to the vehicle control unit 301 in real time.

And the power battery assembly 303 is respectively connected with the vehicle control unit 301 and the motor assembly 307, and is used for supplying power to the motor assembly 307 when receiving a second discharging instruction of the vehicle control unit 301, or recovering electric energy generated by the motor assembly 307 when receiving a second charging instruction of the vehicle control unit 301.

Optionally, power cell assembly 303, comprises: a power battery controller and a power battery,

the power battery controller is respectively connected with the vehicle control unit 301 and the power battery, and is used for controlling the power battery to discharge when receiving a second discharge instruction of the vehicle control unit 301, or controlling the power battery to charge when receiving a second charge instruction of the vehicle control unit 301; optionally, the power battery controller is further configured to monitor the SOC and SOH of the power battery in real time, and feed back the SOC and SOH to the vehicle control unit 301 in real time.

Optionally, the power battery assembly 303 further includes: a second temperature acquisition device and a cooling circuit,

the second temperature acquisition device is in communication connection with the vehicle control unit 301 and is used for acquiring the temperature of the power battery in real time, generating second temperature information and feeding the second temperature information back to the vehicle control unit 301 in real time;

the cooling loop is in communication connection with the power battery controller, attached to the surface of the power battery and used for receiving a cooling instruction of the power battery controller and cooling the power battery when the temperature of the power battery exceeds a preset temperature threshold;

correspondingly, the vehicle control unit 301 is further configured to compare the second temperature information with a preset temperature threshold, and determine a battery usage mode according to a comparison result, where the battery usage mode includes: a flywheel battery pack priority mode and a power battery pack priority mode.

The accelerator pedal 304 is connected with the vehicle controller 301 and used for providing current accelerator pedal opening condition information of the vehicle for the vehicle controller 301;

correspondingly, the vehicle control unit 301 is further configured to obtain a current accelerator pedal opening degree change rate corresponding to the vehicle according to the current accelerator pedal opening degree.

The brake pedal 305 is connected with the vehicle controller 301 and used for providing the current brake pedal opening degree working condition information of the vehicle for the vehicle controller 301;

correspondingly, the vehicle control unit 301 is further configured to obtain a current brake pedal opening degree change rate corresponding to the vehicle according to the current brake pedal opening degree.

Optionally, the vehicle further comprises a rotation speed sensor, wherein the rotation speed sensor is in communication connection with the vehicle controller 301, and is used for monitoring the current motor rotation speed of the vehicle in real time and feeding the current motor rotation speed back to the vehicle controller 301 in real time;

correspondingly, the vehicle control unit 301 is further configured to determine a current required power of the vehicle according to the current motor speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening rate and the current brake pedal opening rate, and perform power distribution on the battery in the battery usage mode according to the current required power.

And the charging assembly 306 is respectively connected with the vehicle controller 301, the flywheel battery assembly 302 and the power battery assembly 303, and is used for receiving a third charging instruction of the vehicle controller 301 when the electric quantity of the vehicle is insufficient, and charging the flywheel battery assembly 302 and/or the power battery assembly 303.

Optionally, the charging assembly 306, comprises: a charging controller and a vehicle-mounted charging module,

the charging controller is in communication connection with the vehicle control unit 301 and the vehicle-mounted charging module, and is configured to receive a third charging instruction of the vehicle control unit 301 and control the vehicle-mounted charging module to charge the flywheel battery assembly 302 and/or the power battery assembly 303.

And the motor assembly 307 is respectively connected with the vehicle controller 301, the flywheel battery assembly 302 and the power battery assembly 303, and is used for driving the vehicle to move according to the electric energy provided by the flywheel battery assembly 302 and/or the power battery assembly 303 when receiving a driving instruction of the vehicle controller 301, or transmitting the generated electric energy to the flywheel battery assembly 302 and/or the power battery assembly 303 when receiving a braking instruction of the vehicle controller 301, so as to realize energy recovery.

Optionally, the motor assembly 307, comprises: a motor controller, an inverter and a motor,

the motor controller is respectively connected with the vehicle control unit 301 and the inverter, and is used for converting direct current electric energy provided by the flywheel battery assembly 302 and/or the power battery assembly 303 into alternating current electric energy required by the motor when receiving a driving instruction of the vehicle control unit 301, so as to drive the motor to rotate to drive the vehicle to move, or converting alternating current electric energy generated by the rotation of the motor into direct current electric energy through the inverter when receiving a braking instruction of the vehicle control unit 301, and conveying the flywheel battery assembly 302 and/or the power battery assembly 303.

A memory 308 for storing one or more programs;

the one or more programs are executed by the vehicle controller 301, so that the vehicle controller 301 implements the vehicle energy management method according to any one of the foregoing embodiments.

The embodiment of the invention provides a vehicle energy management method capable of executing the whole vehicle provided by any embodiment of the invention, and the method has corresponding functional modules and beneficial effects of the execution method.

Example four

Fig. 6 is a diagram illustrating a structure of an electric vehicle power system according to a fourth embodiment of the present invention, and as shown in fig. 6, the system includes: the system comprises a vehicle control unit 401, a flywheel battery controller 402, a flywheel battery 403, a power converter 404, a power battery controller 405, a power battery system 406, a charging controller 407, a charging system 408, a motor controller 409, an inverter 410, a motor 411, an accelerator pedal 412 and a brake pedal 413.

The vehicle controller 401 is connected to a flywheel battery controller 402, a power converter 404, a power battery controller 405, a charging controller 407, a motor controller 409, an accelerator pedal 412, and a brake pedal 413 (for example, connected by CAN communication, hard wire, etc.).

The flywheel battery controller 402 is connected to the flywheel battery 403 (for example, connected in a CAN communication manner), and controls the flywheel battery 403; power converter 404 is coupled (e.g., by way of a high voltage harness) to flywheel battery 403, power battery system 406, charging system 408, and inverter 410. Flywheel battery controller 402, flywheel battery 403, and power converter 404 may be integrated into one system, collectively referred to as a flywheel battery system. The flywheel battery 403 is a flywheel energy storage device and is not limited to a magnetic levitation structure.

The power battery system 406 is connected to a power battery controller 405 and a charging system 408, and the power battery controller 405 controls the power battery system 406. The power battery controller 405 and power battery system 406 may be integrated into one system. The power battery system 406 includes a power battery cell or a power battery module, a copper bar, a cooling circuit, and the like.

The charge controller 407 is connected to the charging system 408, and controls the charging system 408 to charge the power battery system 406 or the flywheel battery 403. The charging system 408 and the charging controller 407 may be integrated into one system. The charging system 408 includes charging necessary devices such as a vehicle-mounted charger or a charging pile or a charging station, a charging interface, a charging circuit, and a charging lock.

The motor controller 409 is connected to the inverter 410 and controls the inverter 410 and the motor 411; inverter 410 is coupled (e.g., connected by a high voltage harness) to power converter 404, power battery system 406, charging system 408, motor controller 409, and motor 411. The motor controller 409, the inverter 410, and the motor 411 may be integrated into one system.

The functions of the power system include at least: the flywheel battery 403 supplies power to the driving motor 411 independently, the power battery system 406 supplies power to the driving motor 411 independently, the flywheel battery 403 and the power battery system 406 jointly supply power to the driving motor 411, the motor 411 generates power and charges the power battery system 406 or the flywheel battery 403, and the charging system 408 charges the power battery system 406 or the flywheel battery 403.

The precondition for the flywheel battery 403 to supply power to the driving motor 411 independently includes: the flywheel battery 403 can work normally and output power meets the power requirement of the whole vehicle, and the power converter 404, the motor controller 409, the inverter 410 and the motor 411 can work normally.

The precondition for the power battery system 406 to supply power to the driving motor 411 independently includes: the power battery system 406 can work normally and output power meets the power requirement of the whole vehicle, and the motor controller 409, the inverter 410 and the motor 411 can work normally.

The precondition for jointly supplying power to drive motor 411 by flywheel battery 403 and power battery system 406 includes: the flywheel battery 403 and the power battery system 406 can work normally, the output power meets the power requirement of the whole vehicle, and the power converter 404, the motor controller 409, the inverter 410, the motor 411 and the like can work normally.

Preconditions for the electric motor 411 to generate and charge the power battery system 406 or the flywheel battery 403 include: flywheel battery 403, power converter 404, motor 411, inverter 410, motor controller 409, power battery system 406, etc. all work properly, with power battery system 406 and flywheel battery 403 allowing for charging.

The charging system 408 is used for charging the power battery system 406 or the flywheel battery 403 under the precondition that: the flywheel battery 403, the power converter 404, the charging system 408 and the power battery system 406 can all work normally, the power battery system 406 or the flywheel battery 403 allows charging, the motor 411 stops, and the whole vehicle stops.

During driving, the flywheel battery 403 and the power battery system 406 output energy in a coordinated mode, and the motor outputs positive torque to achieve effective driving of the vehicle. When the vehicle slides or brakes, the motor 411 outputs negative torque through the braking energy recovery system to generate alternating current electric energy, and the alternating current electric energy is converted into direct current electric energy through the inverter 410 and stored in the power battery system 406 and/or the flywheel battery 403 to prepare for the requirement of the vehicle finishing. In order to avoid the power battery system 406 or the flywheel battery 403 from being low in charge, the charging controller 407 controls the charging system 408 to charge the power battery system 406 or the flywheel battery 403 with electric energy from the power grid.

The embodiment of the invention provides an example of an electric automobile power system, the system can execute the whole automobile energy management method provided by any embodiment of the invention, and the system has corresponding functional modules and beneficial effects of the execution method.

From the above description of the embodiments, it is obvious for those skilled in the art that the present invention can be implemented by software and necessary general hardware, and certainly, can also be implemented by hardware, but the former is a better embodiment in many cases. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as a floppy disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a FLASH Memory (FLASH), a hard disk or an optical disk of a computer, and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device) to execute the methods according to the embodiments of the present invention.

It should be noted that, in the embodiment of the vehicle, the included units and modules are merely divided according to the functional logic, but are not limited to the above division as long as the corresponding functions can be realized; in addition, specific names of the functional units are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present invention.

It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. The whole vehicle energy management method of the electric vehicle power system is characterized in that the electric vehicle power system comprises the following steps: vehicle control unit, flywheel battery pack and power battery pack, the method includes:

the vehicle control unit determines the current required power of the vehicle according to the obtained current working condition of the vehicle, and performs power distribution on the battery in the battery use mode according to the current required power;

the electric automobile driving system further comprises: motor element, speed sensor, accelerator pedal and brake pedal, the vehicle current operating mode includes: the current motor rotating speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening change rate and the current brake pedal opening change rate;

the current accelerator pedal opening is the variable quantity of the depression of the accelerator pedal by the driver at the current moment, and corresponds to the target speed expected to be accelerated by the driver at the current moment; the current brake pedal opening degree is the pedal variation of a driver on the brake pedal at the current moment, and corresponds to the target speed expected to be decelerated by the driver at the current moment;

the vehicle control unit determines the current required power according to the current motor rotating speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening change rate and the current brake pedal opening change rate;

the finished vehicle controller determines the current required power according to the current motor rotating speed, the current accelerator pedal opening degree, the current brake pedal opening degree, the current accelerator pedal opening degree change rate and the current brake pedal opening degree change rate, and the method comprises the following steps:

the vehicle control unit determines a first current demand torque of the vehicle under an acceleration working condition according to the current accelerator pedal opening and the current accelerator pedal opening change rate, and determines a second current demand torque of the vehicle under a deceleration working condition according to the current brake pedal opening and the current brake pedal opening change rate; and determining first current required power of the vehicle under an acceleration working condition according to the current motor rotating speed and the first current required torque, and determining second current required power of the vehicle under the acceleration working condition according to the current motor rotating speed and the second current required torque.

2. The method of claim 1, wherein the vehicle control unit power allocates the battery in the battery usage mode according to the current required power, comprising:

3. The method according to claim 2, wherein the vehicle control unit performs a first charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and in combination with a first power distribution strategy, and the method comprises the following steps:

4. The method according to claim 3, wherein the determining, by the vehicle control unit, the target charge-discharge power of the flywheel battery and the power battery according to the charge-discharge state of the flywheel battery and the current required power comprises:

5. The method according to claim 3, wherein the determining, by the vehicle control unit, the target charge-discharge power of the flywheel battery and the power battery according to the charge-discharge state of the flywheel battery and the current required power comprises:

6. The method according to claim 2, wherein the vehicle control unit performs a second charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and in combination with a second power distribution strategy, and the second charge and discharge power distribution method comprises the following steps:

7. The method according to claim 6, wherein the determining target charge-discharge power of the flywheel battery and the power battery according to the charge-discharge state of the power battery and the current required power comprises:

8. The method according to claim 6, wherein the determining target charge-discharge power of the flywheel battery and the power battery according to the charge-discharge state of the power battery and the current required power comprises:

9. A vehicle, characterized by comprising: the system comprises a vehicle control unit, a flywheel battery assembly, a power battery assembly, an accelerator pedal, a brake pedal, a charging assembly, a motor assembly and a memory;

the memory for storing one or more programs;

the one or more programs are executed by the vehicle control unit such that the vehicle control unit implements the vehicle energy management method of any of claims 1-8.