CN102064591B - Braking energy recovery system with recovery charging current directly proportional to brake voltage variation - Google Patents
Braking energy recovery system with recovery charging current directly proportional to brake voltage variation Download PDFInfo
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- CN102064591B CN102064591B CN2010105439271A CN201010543927A CN102064591B CN 102064591 B CN102064591 B CN 102064591B CN 2010105439271 A CN2010105439271 A CN 2010105439271A CN 201010543927 A CN201010543927 A CN 201010543927A CN 102064591 B CN102064591 B CN 102064591B
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- 238000011084 recovery Methods 0.000 title abstract description 18
- 238000006243 chemical reaction Methods 0.000 claims abstract description 7
- 238000001514 detection method Methods 0.000 claims description 8
- 238000012360 testing method Methods 0.000 description 26
- 238000000034 method Methods 0.000 description 11
- 230000001133 acceleration Effects 0.000 description 10
- 238000010586 diagram Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 3
- 239000000178 monomer Substances 0.000 description 3
- 229910010710 LiFePO Inorganic materials 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 229940116007 ferrous phosphate Drugs 0.000 description 2
- 229910000155 iron(II) phosphate Inorganic materials 0.000 description 2
- SDEKDNPYZOERBP-UHFFFAOYSA-H iron(ii) phosphate Chemical compound [Fe+2].[Fe+2].[Fe+2].[O-]P([O-])([O-])=O.[O-]P([O-])([O-])=O SDEKDNPYZOERBP-UHFFFAOYSA-H 0.000 description 2
- 229910052744 lithium Inorganic materials 0.000 description 2
- 230000001934 delay Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000035800 maturation Effects 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000011218 segmentation Effects 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- 238000010998 test method Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
Abstract
The invention discloses a braking energy recovery system with recovery charging current directly proportional to brake voltage variation which is an energy-saving management system combining the braking energy recovery and a vehicle carrying charging machine. The braking energy recovery system comprises a current-limiting pressure-limiting module, a voltage boosting module, and a charging module which are three functional modules with DC-DC (direct current - direct current) conversion in sequential cascading connection, and each functional module respectively comprises a power switch and a control circuit. When the vehicle brakes or downgrades, the braking energy recovery system has the function of energy recovery; and when the vehicle stops and needs charging, the braking energy recovery system is also a vehicle carrying charging machine. The more of the braking times of the electric automobile, the more the dissipative energy, when the brake times are equal, 25% of energy can be saved by adopting the energy recovery system of the invention, comparing with the electric automobile without the energy recovery system, and the electric automobile with the energy recovery system can drive 20km-50km more. The energy recovery system also can be used as a charging machine, the battery is charged by utilizing commercial power, and the maxima cost performance of the system is realized.
Description
Technical field:
The present invention is that a kind of charging current is proportional to the brake energy recovering system that brake voltage changes.The braking energy that is applicable to electric automobile, hybrid vehicle reclaims, and also is applicable to the motor braking energy recuperation.
Background technology:
1. electric braking energy:
As long as concerning electric automobile, need braking, it is exactly that physics exists that whole system just has this energy of mechanical energy
.The size of energy directly be proportional to speed v square with height h.Wherein, m representes to be braked the quality of object, and v representes the current movement velocity of this object, and g representes acceleration of gravity, the elevation of water when h representes that the current vertical braking of object finishes, the distance of s running car.
2. the necessity of energy recuperation:
If: the quality m1=1200kg of certain automobile, battery pack total capacity 320V60Ah (30Ah LiFePO 42 and 100 string, totally 200 monomers); Battery quality m2=200kg; Loading capacity m3=300kg, motor rated power 20kW, peak power 40kW; Motor rated speed 2400r/min, it is v that maximum speed 6000r/min works as speed
0=15m/s motor speed 1800r/min constantly when the electric braking end speed is vn=1m/s, brakes vn=0m/s by friction brake, and the geography of current automobile highly is 0m, and the front face area of automobile is 2.2m
2, current vehicle electric motor is 320V at the voltage of this transport condition, electric current is 40A; Energy conversion efficiency is 80%; Every kilometer slight braking 3 times of generation under the road conditions during the city is on and off duty usually, average each energy feedback time 8s, maximum electrical braking acceleration a=1.875m/s
2(the actual electrical braking acceleration is littler than this value) is if exercise 100 kilometers.Calculate the energy of loss in the whole driving process.
The size of how much depending on of energy recuperation current
; (F: resistance of motion summation during automobile brake, S: automobile overcomes the distance that the resistance of motion is gone) and energy conversion efficiency.F=mgu
c+ F
w+ mgh+F
b, F wherein
bBeing the electric braking resistance, is the power of wanting recuperated energy, u
cThe general Chinese car automobile of coefficient of friction is: 0.017, and Fw=kSv
2/ 13 air drag when going: release according to above-mentioned situation: F=(m1+m2+m3) gu
c+ Fw=350N, if automobile is adopting slight braking, the plain degree that goes is from v
0=15m/s becomes v
0=0m/s, the acceleration of automobile are a=0.2m/s
2, need be about with the time: 75s, the running car distance is about: 562.5m; But in the process of moving, the driver will take artificial braking, and urban traffic situation can not go to slide like this; If the driver begins braking in the place apart from halt 60m, only let automobile slide 60m; So just there is the energy of 170250J will be by the friction catch loss, according to above-mentioned situation, then per 100 kilometers minimum energy 3.5 * 10 that need
7J promptly in running, does not have the skidding situation to take place; The battery that is equipped with of this car 197.5km that goes at most so; Every kilometer slight braking 3 times of generation under the road conditions during the city is on and off duty usually, average each braking time 8s, maximum electrical braking acceleration a=1.875m/s
2, the maximum distance travelleds of this car are 135 kilometers so.Lack the 62.5km that goes than the Practical Calculation value; This part energy of loss just is equivalent to the stored energy of ferrous phosphate lithium battery monomer of 64 30Ah so; Be equivalent to 16000 yuans of cost inputs, so we are necessary this part energy recuperation and utilization.
And present electric automobile does not reclaim this part Energy Efficient, and main cause is: the first, motor is in braking procedure, and rotating speed is more and more lower; The induced electromotive force that produces is also more and more lower; Battery is connected in parallel on when using in the system, and it has the voltage clamp effect, when voltage hangs down to the current voltage of battery pack; Energy just can't be recovered in the battery pack, does not reach the purpose of recovery; The second, at present the shortcoming that mainly exists of retracting device is: plant equipment, passive mode of operation, voltage stability and unresolved, cost performance is not high.
Because the continuous maturation of electrokinetic cell and power electronic technology provides for reclaiming this part energy now, theoretical with actual possibility.
Summary of the invention:
The present invention is that a kind of charging current is proportional to the brake energy recovering system that brake voltage changes.With the electric automobile is example, and it is the energy-recuperation system that battery charge, battery management, Electric Machine Control combine with the feedback of motor energy that braking energy initiatively reclaims, and it not only is used for electric automobile, and is applicable to the motor driving system that other brakings are frequent.
Braking scheme is set up: 1) motor is operated in generating state when braking, and this moment, he converted mechanical energy into electric energy, promptly was: E=C
eΦ n.
be not because the electric energy that sends is level and smooth direct current; So; We will be filtered into pure direct current with its rectification.2) if take the firm power braking, rotating speed of motor is in continuous variation, so the electric current of permanent power can be increasing, torque is also increasing, and braking acceleration is increasing, up to stopping.Again because P=Fv and
when motor speed for braking rotating speed just 10% the time; This moment, braking power was constant; So at this moment, stalling current will approach the short circuit current electric current; Electromagnetic torque is increasing; It is very not steady that the occupant feels, so we do not advocate permanent power braking.3) if adopt the constant torque braking, torque is just constant, because C
Tф is the fixed constant of motor, and it is smooth transition that the occupant is felt, but mechanical energy can be realized big as far as possible recovery again.As long as the energy recuperation current constant is controlled, just can reach the effect of the constant electric braking of torque, make the big as far as possible recovery of energy that the member is felt safe steadily, be only final purpose.
The circuit system scheme is set up: 1) circuit principle: the big especially 10%U of change in voltage scope that the first, exports during motor brake
Bat～90%U
BatChange in the scope, frequency changes in 36～300Hz scope, and input current can determine that output current (stalling current) was constant when key will let engine braking with output loading, thereby guarantees that brake torque is constant, and braking acceleration is constant.The second, output circuit must possess the function of charger; (that is: pulse current charge function; The change in voltage scope the battery rated voltage 80%～120% in, it is constant that average current is controlled input current, just ensures input current (stalling current) substantially constant.Three, this system must possess synchronous SOC measuring ability.Four, this system must possess the controlled function that execution BMS system sends.Do not need in battery pack can not start energy-recuperation system under the situation of energy recuperation.
Test method is to adopt DC-DC to boost step by step, the segmentation current limliting, and the energy of loss fed back to battery stores initiatively, safely, effectively when last constant current pressure limiting will be braked.
Reclaim charging current and be proportional to the brake energy recovering system that brake voltage changes; It is characterized in that:
Native system comprises the functional module of current limiting pressure-limiting module, boost module, 3 kinds of DC-DC conversion of charging module, and native system is made up of these 3 kinds of functional modules cascade successively, and every kind of functional module all includes separately power switch and control circuit;
The first order is the current limiting pressure-limiting module, and its circuit is the DC-DC buck converter of Buck topological structure; The second level to penultimate stage is a boost module, and its circuit is the DC-DC booster converter of Boost topological structure; Afterbody is a charging module, and its circuit is the DC-DC buck converter of Buck topological structure; The control circuit of current limiting pressure-limiting module, boost module, charging module all includes pwm pulse width modulation controller, voltage detecting circuit, voltage comparator, drive circuit, current detection circuit;
The output plus terminal of motor electric energy that produces when braking is connected with the input anode of first order current limiting pressure-limiting module; The output negative terminal of motor electric energy that produces when braking is connected with the input negative terminal of first order current limiting pressure-limiting module;
The output plus terminal of first order current limiting pressure-limiting module is connected with the input anode of second level boost module, and the output negative terminal of first order current limiting pressure-limiting module is connected with the input negative terminal of second level boost module; The output plus terminal of second level boost module is connected with the input anode of third level boost module, and the output negative terminal of second level boost module is connected with the input negative terminal of third level boost module; By that analogy, the output plus terminal of penultimate stage boost module is connected with the input anode of afterbody charging module, and the output negative terminal of penultimate stage boost module is connected with the input negative terminal of afterbody charging module; The output plus terminal of afterbody charging module is connected with the positive pole of battery pack, and the output negative terminal of afterbody charging module is connected with the negative pole of battery pack;
In control circuit; The output signal of voltage detecting circuit links to each other with the input of voltage comparator at the corresponding levels; The output of voltage comparator links to each other with the voltage detecting pin of the PWM controller of the corresponding levels; Current detection circuit links to each other with the current detecting pin of the PWM controller of the corresponding levels, and the output of PWM controller is connected with the input of drive circuit, and the output of drive circuit is connected with power switch at the corresponding levels; The output of first order output voltage detecting circuit is connected with the in-phase input end of the PWM controller of afterbody.
The present invention is the energy-recuperation system that battery charge, battery management, Electric Machine Control combine with the feedback of motor energy, and it not only is used for electric automobile, and is applicable to the motor driving system that other brakings are frequent.
Description of drawings
Fig. 1, current limiting pressure-limiting module principle figure
Fig. 2, boost module I schematic diagram
Fig. 3, boost module II schematic diagram
Fig. 4, boost module III schematic diagram
Fig. 5, charging module schematic diagram
Fig. 6, system principle diagram of the present invention
Embodiment:
The current limiting pressure-limiting module is the first order functional module of native system: the current limiting pressure-limiting module comprises buck buck converter and controller that contains pwm pulse width modulation controller, voltage detecting circuit, voltage comparator, drive circuit, current detection circuit of a DC-DC.
The major function of circuit at the corresponding levels is: limit stalling current and limit brake voltage through the PWM in the control circuit at the corresponding levels.Direct voltage 40V≤U≤the 340V of output when braking energy reclaims, a current limiting pressure-limiting module current limliting, electric current is limited in the 300A, and the size that the driver can the manual adjustments stalling current has been regulated braking acceleration simultaneously; When the voltage 400V≤U≤600V of braking electric energy, the current limiting pressure-limiting module will ensure that brake voltage does not damage brake energy recovering system to the pressure limiting of braking electric energy.
In the braking energy removal process; Rotating speed of motor is more and more lower, and the induced electromotive force of generation is more and more littler, when the input voltage detection circuit of the corresponding levels detects induced electromotive force less than 40V; Control circuit at the corresponding levels just turn-offs PWM output, at this moment comes motor braking with regard to handy mechanical braking mode.
Rotating speed during motor braking is high more, and the induced electromotive force of braking is high more, can charge the battery more; The electric current of charging is also just big more, and is constant in order to guarantee stalling current, with the sampled signal of output voltage at the corresponding levels; Be connected on the in-phase input end of PWM controller of control circuit of charging module; Ensure charging current with brake voltage variations that be directly proportional, except that artificial this current signal of adjusting of non-driver, the stalling current that on the current limiting pressure-limiting module, passes through is moderate to be a steady state value.
Current limiting pressure-limiting module at the corresponding levels except that when braking energy reclaims to the braking electric energy current limiting pressure-limiting, when charging, also the high voltage direct current behind the commercial power rectification is had the function of chopping depressuring, utilize civil power to batteries charging simultaneously.Direct voltage 320V≤U≤the 600V of rectifier output during charging, current limiting pressure-limiting module not only current limliting but also pressure limiting are limited to electric current in the 100A, and voltage is limited in the 400V simultaneously.
In the present invention; The boost module module is placed between current limiting pressure-limiting module and the charging module; Play cascade and boost, these boost modules all contain boost booster converter and controller that contains pwm pulse width modulation controller, voltage detecting circuit, voltage comparator, drive circuit, current detection circuit of a DC-DC.
Decide according to the total voltage ceiling voltage of battery pack in the system ratio with the minimum voltage that reclaims braking energy, in the present invention's test, the maximum multiplying power of boosting is 2.2 times of U
0, ripple voltage
Rated current I
0=60A, maximum current I
Max=100A, ripple current I
P-p=10A.2) 50ms that delays time step by step starts, and after the work of upper level boost booster converter, next stage boost booster converter time-delay 50ms just begins slow the startup, and bad phenomenon such as the surge that occurs when preventing heavy load starting, sparking take place.
Because at the initial stage of braking at a high speed, the voltage of braking electric energy is near cell voltage; The current voltage that probably is higher than battery through the direct voltage after the rectifying and wave-filtering; At this moment be easy to reclaim braking energy; But in the low speed braking or when braking motor slows down gradually; The voltage of braking electric energy often is lower than the current voltage of battery; If at this moment brake voltage is not done to boost to handle can't braking energy be recovered in the battery and gone, the boost booster converter among the present invention is exactly in the low speed braking or when braking motor slows down gradually, and brake voltage is worked the effect of boosting.
In the present invention's test; 40V～88V during the operating voltage of first order boost booster converter, when the PWM of voltage first order boost booster converter during greater than 88V stops to boost, this converter is in pass-through state; 88V～194V during the operating voltage of second level boost booster converter; When the PWM of voltage second level boost booster converter during greater than 194V stops to boost, this converter is in pass-through state, 194V～426V during the operating voltage of third level boost booster converter; When the PWM of voltage first order boost booster converter during greater than 426V stops to boost, this converter is in pass-through state.It is thus clear that these three grades of boost booster converters are that brake voltage is done the cascade work of treatment of boosting, and are the direct voltages that all will become the direct voltage of DC40V～DC426V 426V.
Current limiting pressure-limiting module, boost module just carry out certain conversion to the electric current and voltage of braking electric energy, but the final result of native system is will be electrical power storage in battery, so afterbody of the present invention will use charging module to battery charge.The charging module circuit theory is same as the current limiting pressure-limiting module, comprises buck buck converter and controller that contains pwm pulse width modulation controller, voltage detecting circuit, voltage comparator, drive circuit, current detection circuit of a DC-DC.
The essential condition whether charging module works is whether the BMS battery management system is normal, only meets under the condition of charging at battery, could chief culprit's braking energy and to battery charge.To the electric current of battery charge is by the output voltage decision of first order current limiting pressure-limiting module, so the output voltage sampled signal of the first order links to each other with the homophase input of the PWM controller of charging module control circuit.
The output function of charging module and charger is just the same, possesses battery is all filled float charging function and pressure limiting constant current function.Also receive simultaneously the control of BMS.
The module combinations explanation: brake energy recovering system is made up of current limiting pressure-limiting module, three grades of cascade boost modules, charging modules, and they are combined and should accomplish braking energy recovery function, accomplish the function of vehicle-mounted charge machine again.When automobile brake, control module judges whether battery can charge.Under situation about can charge, break off all power switches of discharge loop, the braking energy that brings into operation reclaims control program, sends current reference signal, current limiting pressure-limiting module output current limiting for the current limiting pressure-limiting module; Send enabling signal to charge control module.Under situation about can not charge, send stop signal for current limiting pressure-limiting module and charging module.When battery charge, control module operation charging procedure sends the charging current reference signal for the current limiting pressure-limiting module, in battery charging process, gives the charging module start stop signal according to voltage, SOC, the temperature conditions of battery.
Above-mentioned module is that the cascade relation is not a series relationship, that is: be the load of prime module when level module in back is worked, and is the current path of energy-recuperation system when stopping.Every grade of module all is a complete supply convertor, and not altogether, every grade of DC converter has separately independently current circuit, control circuit and condition of work during cascade.
Test 1: the quality m1=1200kg of automobile, battery pack total capacity 320V60Ah (30Ah LiFePO 42 and 100 string, totally 200 monomers); Battery quality m2=200kg; Loading capacity m3=300kg, motor rated power 15kW, peak power 30kW; Motor rated speed 2400r/min, it is v that maximum speed 6000r/min works as speed
0=15m/s motor speed 1800r/min constantly when the electric braking end speed is vn=1m/s, brakes vn=0m/s by friction brake, and the geography of current automobile highly is 0m, and the front face area of automobile is 2.2m
2, current vehicle electric motor is 335V at the voltage of this transport condition, and electric current is 15.7A, and energy conversion efficiency is 80%, average each energy feedback time 15s, maximum electrical braking acceleration a=0.8m/s
2, total braking acceleration a=1m/s
2
The speed of a motor vehicle, motor speed and each module output voltage, electric current situation of change that time period is corresponding; Record case sees the following form:
Last table symbol description:
T: constantly begin from braking 0, every interval 1s is a time period, totally 15 sections
V: the average speed of certain time period motor racing in the braking procedure, the m/s of unit
N/s: the mean speed of certain time period motor in the braking procedure, the r/s of unit
U
01: the output voltage of current limiting pressure-limiting module, the V of unit
I
01: the output current of current limiting pressure-limiting module, the A of unit
U
02: the output voltage of 1 module of boosting, the V of unit
I
02: the output current of 1 module of boosting, the A of unit
U
03: the output voltage of 2 modules of boosting, the V of unit
I
03: the output current of 2 modules of boosting, the A of unit
U
04: the output voltage of 3 modules of boosting, the V of unit
I
04: the output current of 3 modules of boosting, the A of unit
U
05: the output voltage of charging module, the V of unit
I
05: the output current of charging module, the A of unit
| t | v | n/s | U 01 | I 01 | U 02 | I 02 | U 03 | I 03 | U 04 | I 04 | U 05 | I 05 |
| 0 | 15 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 335 | 0 |
| 1 | 14 | 30 | 330 | 59.3 | 326 | 58.8 | 322 | 58.4 | 400 | 42.3 | 335 | 46.7 |
| 2 | 13 | 28 | 308 | 59.2 | 304 | 58.7 | 300 | 58.3 | 400 | 39.4 | 335 | 43.5 |
| 3 | 12 | 26 | 286 | 59 | 282 | 58.6 | 278 | 58.3 | 400 | 36.5 | 335 | 40.2 |
| 4 | 11 | 24 | 264 | 58.8 | 260 | 58.5 | 256 | 58.2 | 400 | 33.5 | 335 | 37.1 |
| 5 | 10 | 22 | 242 | 58.6 | 238 | 58.3 | 234 | 58.1 | 400 | 30.6 | 335 | 33.9 |
| 6 | 9 | 20 | 220 | 58.3 | 216 | 58.1 | 212 | 58.1 | 400 | 27.7 | 335 | 30.6 |
| 7 | 8 | 18 | 198 | 58 | 194 | 58 | 194 | 52.2 | 400 | 22.8 | 335 | 27.4 |
| 8 | 7 | 16 | 176 | 57.5 | 172 | 57.7 | 194 | 46 | 400 | 20 | 335 | 22.4 |
| 9 | 6 | 14 | 154 | 57 | 150 | 57.3 | 194 | 43.4 | 400 | 19 | 335 | 19.4 |
| 10 | 5 | 12 | 132 | 56.3 | 128 | 56.8 | 194 | 33.7 | 400 | 14.7 | 335 | 16.4 |
| 11 | 4 | 10 | 110 | 55.2 | 106 | 56.1 | 194 | 27.6 | 400 | 12 | 335 | 13.4 |
| 12 | 3 | 8 | 88 | 53.6 | 88 | 48.3 | 194 | 19.7 | 400 | 8.6 | 335 | 9.6 |
| 13 | 2 | 4 | 66 | 51 | 88 | 34.5 | 194 | 14 | 400 | 6.1 | 335 | 6.9 |
| 14 | 1 | 2 | 42 | 48.2 | 88 | 20.7 | 194 | 8.5 | 400 | 3.7 | 335 | 4.1 |
| 15 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 335 | 0 |
Test 2: the working condition of then testing 1 measured energy recovery system.
The speed of a motor vehicle, motor speed and each module output voltage, electric current situation of change that time period is corresponding; Record case sees the following form:
Last table symbol description:
T: constantly begin from braking 0, every interval 1s is a time period, totally 15 sections
V: the average speed of certain time period motor racing in the braking procedure, the m/s of unit
N/s: the mean speed of certain time period motor in the braking procedure, the r/s of unit
U
01: the output voltage of current limiting pressure-limiting module, the V of unit
I
01: the output current of current limiting pressure-limiting module, the A of unit
U
02: the output voltage of 1 module of boosting, the V of unit
I
02: the output current of 1 module of boosting, the A of unit
U
03: the output voltage of 2 modules of boosting, the V of unit
I
03: the output current of 2 modules of boosting, the A of unit
U
04: the output voltage of 3 modules of boosting, the V of unit
I
04: the output current of 3 modules of boosting, the A of unit
U
05: the output voltage of charging module, the V of unit
I
05: the output current of charging module, the A of unit
| t | v | n/s | U 01 | I 01 | U 02 | I 02 | U 03 | I 03 | U 04 | I 04 | U 05 | I 05 |
| 0 | 15 | 30 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 333 | 0 |
| 1 | 14 | 30 | 329 | 59.5 | 325 | 59 | 321 | 58.6 | 400 | 42.3 | 333 | 47 |
| 2 | 13 | 28 | 307 | 59.4 | 303 | 58.9 | 299 | 58.5 | 400 | 39.4 | 333 | 43.8 |
| 3 | 12 | 26 | 285 | 59.2 | 281 | 58.8 | 277 | 58.5 | 400 | 36.5 | 333 | 40.5 |
| 4 | 11 | 24 | 263 | 59 | 259 | 58.7 | 255 | 58.5 | 400 | 33.5 | 333 | 37.3 |
| 5 | 10 | 22 | 241 | 58.8 | 237 | 58.6 | 233 | 58.4 | 400 | 30.6 | 333 | 34 |
| 6 | 9 | 20 | 219 | 58.5 | 215 | 58.5 | 211 | 58.4 | 400 | 27.7 | 333 | 30.8 |
| 7 | 8 | 18 | 197 | 58.2 | 193 | 58.3 | 194 | 52.2 | 400 | 22.8 | 333 | 27.6 |
| 8 | 7 | 16 | 175 | 57.8 | 171 | 58 | 194 | 46 | 400 | 20 | 333 | 22.5 |
| 9 | 6 | 14 | 153 | 57.3 | 149 | 57.7 | 194 | 43.4 | 400 | 19 | 333 | 19.5 |
| 10 | 5 | 12 | 131 | 56.6 | 127 | 57.2 | 194 | 33.7 | 400 | 14.7 | 333 | 16.5 |
| 11 | 4 | 10 | 109 | 55.7 | 105 | 46.7 | 194 | 27.6 | 400 | 12 | 333 | 13.5 |
| 12 | 3 | 8 | 87 | 54.3 | 88 | 48.3 | 194 | 19.7 | 400 | 8.6 | 333 | 9.7 |
| 13 | 2 | 4 | 65 | 51.9 | 88 | 34.5 | 194 | 14 | 400 | 6.1 | 333 | 6.9 |
| 14 | 1 | 2 | 41 | 49.4 | 88 | 20.7 | 194 | 8.5 | 400 | 3.7 | 333 | 4.1 |
| 15 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 333 | 0 |
Test 3: identical with the condition of testing 1, according to every kilometer braking taking place tests for 3 times, 2 times, 1 time, do not add the energy recuperation control system, till the battery operated BMS of arriving protects.
| Time period | The braking number of times | The distance of going |
| 7:00～9:00 | 258 | 86km |
| 7:00～9:00 | 212 | 106km |
| 7:00～9:35 | 137 | 138km |
Test 4: identical with the condition of testing 1, according to every kilometer braking taking place tests for 3 times, 2 times, 1 time, add the energy recuperation control system, till the battery operated BMS of arriving protects.
| Time period | The braking number of times | The distance of going |
| 7:00～9:25 | 435 | 135km |
| 7:00～10:00 | 310 | 150km |
| 7:00～10:15 | 176 | 170km |
Test 5: identical with test 1 instruction carriage, automobile leans on electric power generation to reclaim when descending, and current automobile is 15 meters at a height, and with the speed uniform descending of 15 meters/s of speed, experimental test is following on the viaduct that slope length is 120 meters:
| Duration | Reclaim voltage U 05 | Reclaim electric current I 05 |
| 8s | 330V | 38.5A |
Test 6: utilize civil power to pass through energy-recuperation system to battery charge, experimental test is following:
| Charging interval | Charging voltage U 05 | Mean charging current I 05 |
| 0～15min | 280V～300V | 20A |
| 16～164min | 300V～330V | 20A |
| 165～180min | 330～350V | 15A |
| 181～192min | 350～365 | 10A |
Test data analyzer:
From test 1, test 2 test records see; Energy that each braking is produced is about and is 151200J; Each recuperated energy: 117800J, be equivalent to one 10Ah the full capacity of ferrous phosphate lithium battery, the availability test automobile is 336 meters of straight travels down.
From test 3, test 4 test results see; Electric automobile braking number of times is many more, and the energy of loss is many more, when the braking of same number takes place; Can save energy 25% at most after adopting energy-recuperation system of the present invention, comparing does not have the multirow of energy-recuperation system to sail 20km～50km.
It seems from testing 5, also can remedy the energy of many losses when going up a slope through the energy recuperation decorum during automobile downhill, make automobile in two-way process, all equivalence is gone on horizontal road.
It seems that from testing 6 energy-recuperation system can also utilize civil power to battery charge as charger, has realized the best price/performance ratio of this system.
Claims (1)
1. reclaim charging current and be proportional to the brake energy recovering system that brake voltage changes, it is characterized in that:
Native system comprises the functional module of current limiting pressure-limiting module, boost module, 3 kinds of DC-DC conversion of charging module, and native system is made up of these 3 kinds of functional modules cascade successively, and every kind of functional module all includes separately power switch and control circuit;
The first order is the current limiting pressure-limiting module, and its circuit is the DC-DC buck converter of Buck topological structure; The second level to penultimate stage is a boost module, and its circuit is the DC-DC booster converter of Boost topological structure; Afterbody is a charging module, and its circuit is the DC-DC buck converter of Buck topological structure; The control circuit of current limiting pressure-limiting module, boost module, charging module all includes pwm pulse width modulation controller, voltage detecting circuit, voltage comparator, drive circuit, current detection circuit;
The output plus terminal of motor electric energy that produces when braking is connected with the input anode of first order current limiting pressure-limiting module; The output negative terminal of motor electric energy that produces when braking is connected with the input negative terminal of first order current limiting pressure-limiting module;
The output plus terminal of first order current limiting pressure-limiting module is connected with the input anode of second level boost module, and the output negative terminal of first order current limiting pressure-limiting module is connected with the input negative terminal of second level boost module; The output plus terminal of second level boost module is connected with the input anode of third level boost module, and the output negative terminal of second level boost module is connected with the input negative terminal of third level boost module; By that analogy, the output plus terminal of penultimate stage boost module is connected with the input anode of afterbody charging module, and the output negative terminal of penultimate stage boost module is connected with the input negative terminal of afterbody charging module; The output plus terminal of afterbody charging module is connected with the positive pole of battery pack, and the output negative terminal of afterbody charging module is connected with the negative pole of battery pack;
In control circuit; The output signal of voltage detecting circuit links to each other with the input of voltage comparator at the corresponding levels; The output of voltage comparator links to each other with the voltage detecting pin of the pwm pulse width modulation controller of the corresponding levels; Current detection circuit links to each other with the current detecting pin of the pwm pulse width modulation controller of the corresponding levels, and the output of pwm pulse width modulation controller is connected with the input of drive circuit, and the output of drive circuit is connected with power switch at the corresponding levels; The output of first order output voltage detecting circuit is connected with the in-phase input end of the pwm pulse width modulation controller of afterbody.
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| CN2010105439271A CN102064591B (en) | 2010-11-12 | 2010-11-12 | Braking energy recovery system with recovery charging current directly proportional to brake voltage variation |
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| CN2010105439271A CN102064591B (en) | 2010-11-12 | 2010-11-12 | Braking energy recovery system with recovery charging current directly proportional to brake voltage variation |
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Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN103036296B (en) * | 2012-12-05 | 2016-01-27 | 慈溪易倍贸易有限公司 | Energy-efficient, environment-friendly automobiles electromagnetic brake |
| CN104859461B (en) * | 2014-12-30 | 2018-03-02 | 海汇新能源汽车有限公司 | Method for recovering brake energy used for electric vehicle |
| CN105305850A (en) * | 2015-11-13 | 2016-02-03 | 苏州扬佛自动化设备有限公司 | Voltage reduction control circuit of switching power supply |
| CN105305851A (en) * | 2015-11-13 | 2016-02-03 | 苏州扬佛自动化设备有限公司 | Voltage reduction control method of switching power supply |
| CN108565942A (en) * | 2018-03-01 | 2018-09-21 | 中电科芜湖钻石飞机制造有限公司 | Driving motor energy recycle device |
| CN110077238A (en) * | 2019-04-22 | 2019-08-02 | 大连理工大学 | A method of improving the braking energy of electric automobiles rate of recovery |
| CN112004282B (en) * | 2020-09-08 | 2023-04-21 | 华域视觉科技(上海)有限公司 | Quick starting method, medium, equipment and driving module of automobile LED driving module |
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