CN107741567B - 混合动力公交车中储能装置的容量测算方法 - Google Patents

混合动力公交车中储能装置的容量测算方法 Download PDF

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CN107741567B
CN107741567B CN201710940576.XA CN201710940576A CN107741567B CN 107741567 B CN107741567 B CN 107741567B CN 201710940576 A CN201710940576 A CN 201710940576A CN 107741567 B CN107741567 B CN 107741567B
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CN107741567A (zh
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卢闻州
陈海英
刘言伟
许吉强
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Jiangnan University
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Abstract

本发明公开了一种混合动力公交车中储能装置的容量测算方法，其包括：获取混合动力公交车在选定公交线路上往返一次或多次时的需求功率P用，再得到平均需求功率P用avg；确定所述混合动力公交车的短期储能装置的储能容量，包括：对需求功率P用进行傅里叶变换，获得需求功率P用与时间周期之间的关系模型，其中纵轴为需求功率数据P用，横轴为时间周期值T＝1/f，f为频率，确定所述混合动力公交车的长期储能装置的储能容量，包括：计算n个供需失配功率PΔi，PΔi＝P用avg‑P用，并将获得的n个PΔi头尾相接，再计算其中任意q个相连数据之和的最大值，求得的最大值即为所述长期储能装置的储能容量。

Description

混合动力公交车中储能装置的容量测算方法
技术领域
本发明特别涉及一种混合动力公交车中储能装置的容量测算方法，属于混合动力公交车能量管理与控制技术领域技术领域。
背景技术
单纯采用化石燃料的汽车会造成比较大的环境污染，例如化石燃料汽车是目前受到广泛关注的PM2.5的产生源之一，因此世界各国都正在积极研发、推广纯电动汽车相关技术。但单纯的电动汽车由于受制于电池能量密度较低、充电设施不方便等问题的困扰，技术问题和推广难度都很大。因此，目前比较折中的好办法是采用混合动力汽车作为到达电动汽车的过渡手段。并且政府通过试点各类混合动力公交车，以期待通过示范作用引起大家的重视，并推广相关技术的应用。但是如何确定混合动力公交车中两种动力来源的容量(把动力来源看成是储能装置，即确定储能装置的容量)，目前还没有快速、精确的测算方法出现。一般的油电混合式混合动力公交车，如果选取的电池容量过大，会导致不必要的成本上升、重量增加、耗电量提升；但电池容量过小时，又会导致公交车燃烧过多的化石能源污染空气。因此，找到一种确定混合动力公交车储能装置容量的计算方法，具有十分重要的意义。
发明内容
本发明的主要目的在于提供一种混合动力公交车中储能装置的容量测算方法，以克服现有技术的不足。
为实现前述发明目的，本发明采用的技术方案包括：
本发明实施例一种混合动力公交车中储能装置的容量测算方法，包括：
获取混合动力公交车在选定公交线路上往返一次或多次时于单位时间内的实际负载能量需求值，即需求功率P用，再对所述混合动力公交车在所述选定公交线路上往返一次或多次所需时间范围内所对应的需求功率求和再取平均值，得到平均需求功率P用avg；
确定所述混合动力公交车的短期储能装置的储能容量，包括：
对需求功率P用进行傅里叶变换，获得需求功率P用与时间周期之间的关系模型，其中纵轴为需求功率数据P用，横轴为时间周期值T＝1/f，f为频率，
对所述混合动力公交车在所述选定公交线路上往返一次或多次所需时间范围内的不超过一半时间内每个时间周期对应的需求功率进行标幺化处理，获得标幺化处理后的比值Pi，0＜Pi＜1，再将这些标幺化后的需求功率逐个周期进行累加，得到一系列标幺化后需求功率值的累加值∑Pi，
建立累加值与时间周期的关系曲线，其中∑Pi对应的是周期大于或等于横轴对应时间周期Ti的需求功率累加值占整个需求功率总量的百分比，再在该关系曲线上选定一个长短期临界百分比k，0.2＜k＜0.4，并确定其对应的周期Tk，且判定小于Tk的周期长度需要所述短期储能装置来缓冲，则确定所述短期储能装置的储能容量为P用avg*Tk；
确定所述混合动力公交车的长期储能装置的储能容量，包括：计算n个供需失配功率PΔi，PΔi＝P用avg-P用，并将获得的n个PΔi头尾相接，再计算其中任意q个相连数据之和的最大值，求得的最大值即为所述长期储能装置的储能容量，其中n为正整数，q为大于或等于1而小于或等于n的自然数。
与现有技术相比，本发明的优点包括：本发明所提出的对于混合动力公交车中储能装置容量的测算方法，可以通过记录或获取历史混合动力公交车需求功率数据快速、准确确定其中的短期和长期储能装置的容量，以保证混合动力公交车在连续、可靠行驶的前提下极大降低储能装置及整车的成本。
附图说明
图1是混合动力公交车系统的结构示意图；
图2是本发明实施例1中选定公交线路上混合动力公交车需求功率的历史数据；
图3是本发明实施例1中对需求功率的历史数据进行傅里叶变换后得到的需求功率-周期的对应关系图；
图4是本发明实施例1中标幺化后需求功率值的累加值与周期的关系曲线图。
具体实施方式
鉴于现有技术中的不足，本案发明人经长期研究和大量实践，得以提出本发明的技术方案。如下将对该技术方案、其实施过程及原理等作进一步的解释说明。
本发明实施例一种混合动力公交车中储能装置的容量测算方法，包括：
获取混合动力公交车在选定公交线路上往返一次或多次时于单位时间内的实际负载能量需求值，即需求功率P用，再对所述混合动力公交车在所述选定公交线路上往返一次或多次所需时间范围内所对应的需求功率求和再取平均值，得到平均需求功率P用avg；
确定所述混合动力公交车的短期储能装置的储能容量，包括：
对需求功率P用进行傅里叶变换，获得需求功率P用与时间周期之间的关系模型，其中纵轴为需求功率数据P用，横轴为时间周期值T＝1/f，f为频率，
对所述混合动力公交车在所述选定公交线路上往返一次或多次所需时间范围内的不超过一半时间内每个时间周期对应的需求功率进行标幺化处理，获得标幺化处理后的比值Pi，0＜Pi＜1，再将这些标幺化后的需求功率逐个周期进行累加，得到一系列标幺化后需求功率值的累加值∑Pi，
建立累加值与时间周期的关系曲线，其中∑Pi对应的是周期大于或等于横轴对应时间周期Ti的需求功率累加值占整个需求功率总量的百分比，再在该关系曲线上选定一个长短期临界百分比k，0.2＜k＜0.4，并确定其对应的周期Tk，且判定小于Tk的周期长度需要所述短期储能装置来缓冲，则确定所述短期储能装置的储能容量为P用avg*Tk；
确定所述混合动力公交车的长期储能装置的储能容量，包括：计算n个供需失配功率PΔi，PΔi＝P用avg-P用，并将获得的n个PΔi头尾相接，再计算其中任意q个相连数据之和的最大值，求得的最大值即为所述长期储能装置的储能容量，其中n为正整数，q为大于或等于1而小于或等于n的自然数。
进一步的，所述的容量测算方法包括：在确定所述短期储能装置储能容量的过程中，对所述混合动力公交车在所述选定公交线路上往返一次或多次所需的一半时间范围内的每个时间周期对应的需求功率进行标幺化处理。
进一步的，所述的容量测算方法包括：在确定所述短期储能装置储能容量的过程中，对所述混合动力公交车在所述选定公交线路上往返一次或多次所需的一半时间范围内的每个时间周期对应的需求功率进行相加得到需求功率总量，然后将每个周期的需求功率除以这个需求功率总量，得到一系列小数Pi，从而实现了标幺化。
更进一步的，所述的容量测算方法包括：在确定所述短期储能装置储能容量的过程中，将这些标幺化后的需求功率从周期大的值开始逐个周期进行累加，得到一系列标幺化后需求功率值的累加值∑Pi，其中，所述周期大的值是频率低、波动小的值。
更进一步的，所述的容量测算方法还包括：依据所述长期储能装置的储能容量，计算所述长期储能装置内所需储存的液化燃料的体积，所述液化燃料的体积是通过将所述长期储能装置的储能容量除以液化燃料的单位体积内的能量密度，之后再除以燃烧液化燃料的效率而得到。
进一步的，所述的容量测算方法还包括：将所获长期储能装置的储能容量、所获短期储能装置的储能容量分别乘以长期储能容量的裕量系数C1、短期储能装置容量的裕量系数C2，1≤C1≤2，1≤C2≤2。
进一步的，C1、C2的取值与额外的影响因素相关，所述的额外影响因素包括电力变换装置的效率、储能装置的安全裕量和安全限值、冬夏天气空调负载增大、上下班高峰驱动功率需求增大中的至少一种。
进一步的，所述混合动力公交车的负载能量需求包括车辆前进所需的驱动力能量需求以及车载设备正常安全运行所需的能量需求。
进一步的，所述长期储能装置可以为燃料储能装置。
进一步的，所述短期储能装置可以为电池或电容储能装置。
如下将结合具体实施例以及附图对该技术方案、其实施过程及原理等作进一步的解释说明。
实施例1
本实施例中一典型实施案例中，考虑的应用对象是混合动力公交车，其系统结构图如图1所示，混合动力公交车一般有两种动力或能量来源，可看成是混合动力公交车的储能装置，两种储能装置可以是一般的油电混合式，也可以将汽油用其他燃料，例如压缩天然气、丙烷、氢气、乙醇等燃料来替代，可统一称为燃料-电混合式储能装置。其中燃料储能装置作为提供动力需求的长期能量来源，可看作是长期储能装置，而电池或电容储能装置作为缓冲电力需求波动的短期能量来源，可看作是短期储能装置。电动公交车的负载能量需求包括车辆前进所需的驱动力能量需求以及车载空调、车载wifi等各种车载设备正常安全运行所需的能量需求，其中驱动能量需求占据很大的一部分能量需求，并且驱动能量需求随着车辆的启、停、加减速、高低速行驶等状态而时刻变化。
在此具体实施方式中，使用本方法计算储能装置的容量时，首先需要对具体的公交线路行驶路线进行分析，记录或获取这一具体公交线路上典型的一趟往返2个多小时(8427秒)的混合动力公交车历史需求功率数据P用，如图2所示，图2中以每秒的功率值作为需求功率的历史数据，因此图2中有8427个历史需求功率数据。并且将这8427个历史需求功率数据进行求和平均可以得到这2个多小时中需求功率的平均值P用avg。
计算短期储能装置容量时，首先需要将上述8427个历史需求功率数据进行快速傅立叶变换，得到需求功率与频率之间的关系，即类似频谱图的功率-频率关系图，如图3所示，图中纵坐标为需求功率数据P用，横坐标为频率f，但为了使显示更为直观，图3中将频率值转换成与其对应的时间周期值T，其中T＝1/f。由于快速傅立叶变换的时间长度限制，变换之后可以只需对整个计算时长(这里为2小时的8427秒)的一半时间(即4214秒)内的数据进行后续分析。将这4214秒对应的需求功率进行相加得到需求功率总量，再用这4214秒的需求功率除以需求功率总量，得到一系列大于0小于1的比值Pi，即实现了标幺化。之后，将这些比值Pi从周期大(即频率低、波动小，这里为4214秒对应的周期)的值开始向周期小的方向逐个周期进行累加(这里累加的终止周期从4214秒对应的周期到1秒对应的周期，有4214个数据)，得到一系列比值Pi的累加值ΣPi，从而得到一条累加值与周期的关系曲线，如图4所示。在这条关系曲线中，累加值ΣPi对应的是周期大于等于横轴对应周期Ti的需求功率累加值占整个需求功率总量的百分比。然后选定一个长短期临界百分比k，并找到其对应的周期Tk，小于Tk的周期长度可认为是需要短期储能装置来缓冲，那么短期储能装置的容量就可以算出来为P用avg*Tk。这里，选定长短期临界百分比k＝0.3，并找到了其对应的周期Tk＝112秒，所以可以计算出短期储能装置的容量为112秒乘以平均需求功率得到的容量，即短期储能装置容量。
计算长期储能装置容量时，首先需要将平均需求功率P用avg减去一系列公交车需求功率历史数据P用，即PΔi＝P用avg-P用，得到一系列假想供需失配功率数据PΔi(这里有8427个)，再将这8427个PΔi数据头尾相接，然后计算出其中任意q个相连数据之和的最大值，其中q是大于等于1且小于等于8427的自然数，那么这个最大值所对应的能量就是长期储能装置的容量。
计算出了长期储能装置的容量后，还需要换算到长期储能装置对应的体积，由于这里的长期储能能量来源提供方为混合动力公交车的化石燃料，需要将计算出的长期储能装置容量换算成化石燃料的体积，即用计算出的长期储能装置容量除以化石燃料的单位体积内的能量密度，再除以燃烧化石燃料的效率即可得到。
将获得的短期储能装置容量和长期储能装置容量求和得到混合动力公交车中储能装置容量。
除此之外，还需要考虑电力变换装置的效率、储能装置的安全裕量和安全限值、冬夏天气空调负载增大、上下班高峰驱动需求功率增大等因素，将计算出的储能装置容量乘以一个容量系数C1和C2，从而获得最终的混合动力公交车中储能装置容量，其中C1是长期储能容量系数，C2是短期储能装置容量系数，1≤C1≤2，1≤C2≤2。
与现有技术相比，本发明所提出的对于混合动力公交车中储能装置容量的测算方法，可以通过记录或获取历史混合动力公交车需求功率数据快速、准确确定其中的短期和长期储能装置的容量，以保证混合动力公交车在连续、可靠行驶的前提下极大降低储能装置及整车的成本。
应当理解，上述实施例仅为说明本发明的技术构思及特点，其目的在于让熟悉此项技术的人士能够了解本发明的内容并据以实施，并不能以此限制本发明的保护范围。凡根据本发明精神实质所作的等效变化或修饰，都应涵盖在本发明的保护范围之内。

Claims (8)

1.一种混合动力公交车中储能装置的容量测算方法，其特征在于包括：
获取混合动力公交车在选定公交线路上往返一次或多次时于单位时间内的实际负载能量需求值，即需求功率P用，再对所述混合动力公交车在所述选定公交线路上往返一次或多次所需时间范围内所对应的需求功率求和再取平均值，得到平均需求功率P用avg；
确定所述混合动力公交车的短期储能装置的储能容量，包括：
对需求功率P用进行傅里叶变换，获得需求功率P用与时间周期之间的关系模型，其中纵轴为需求功率数据P用，横轴为时间周期值T＝1/f，f为频率，
对所述混合动力公交车在所述选定公交线路上往返一次或多次所需时间范围内的不超过一半时间内的每个时间周期对应的需求功率进行标幺化处理，获得标幺化处理后的比值Pi，0<Pi<1，再将这些标幺化后的需求功率逐个周期进行累加，得到一系列标幺化后需求功率值的累加值∑Pi,
建立累加值与时间周期的关系曲线，其中∑Pi对应的是周期大于或等于横轴对应时间周期Ti的需求功率累加值占整个需求功率总量的百分比，再在该关系曲线上选定一个长短期临界百分比k，0.2<k<0.4，并确定其对应的周期Tk，且判定小于Tk的周期长度需要所述短期储能装置来缓冲，则确定所述短期储能装置的储能容量为P用avg*Tk；
确定所述混合动力公交车的长期储能装置的储能容量，包括：计算n个供需失配功率PΔi，PΔi＝P用avg-P用，并将获得的n个PΔi头尾相接，再计算其中任意q个相连数据之和的最大值，求得的最大值即为所述长期储能装置的储能容量，其中n为正整数，q为大于或等于1而小于或等于n的自然数；
依据所述长期储能装置的储能容量，计算所述长期储能装置内所需储存的液化燃料的体积，所述液化燃料的体积是通过将所述长期储能装置的储能容量除以液化燃料的单位体积内的能量密度，之后再除以燃烧液化燃料的效率而得到；
将所获长期储能装置的储能容量、所获短期储能装置的储能容量分别乘以长期储能容量的裕量系数C1、短期储能装置容量的裕量系数C2，1≤C1≤2，1≤C2≤2。
2.根据权利要求1所述的容量测算方法，其特征在于包括：在确定所述短期储能装置储能容量的过程中，对所述混合动力公交车在所述选定公交线路上往返一次或多次所需的一半时间范围内的每个时间周期对应的需求功率进行标幺化处理。
3.根据权利要求2所述的容量测算方法，其特征在于包括：在确定所述短期储能装置储能容量的过程中，对所述混合动力公交车在所述选定公交线路上往返一次或多次所需的一半时间范围内的每个时间周期对应的需求功率进行相加得到需求功率总量，然后将每个周期的需求功率除以这个需求功率总量，得到一系列小数Pi，从而实现了标幺化。
4.根据权利要求1或2或3所述的容量测算方法，其特征在于包括：在确定所述短期储能装置储能容量的过程中，将这些标幺化后的需求功率从周期大的值开始逐个周期进行累加，得到一系列标幺化后需求功率值的累加值∑Pi,其中，所述周期大的值是频率低、波动小的值。
5.根据权利要求1所述的容量测算方法，其特征在于：C1、C2的取值与额外的影响因素相关，所述的额外影响因素包括电力变换装置的效率、储能装置的安全裕量和安全限值、冬夏天气空调负载增大、上下班高峰驱动功率需求增大中的至少一种。
6.根据权利要求1所述的容量测算方法，其特征在于：所述混合动力公交车的负载能量需求包括车辆前进所需的驱动力能量需求以及车载设备正常安全运行所需的能量需求。
7.根据权利要求1所述的容量测算方法，其特征在于：所述长期储能装置为燃料储能装置。
8.根据权利要求1所述的容量测算方法，其特征在于：所述短期储能装置为电池或电容储能装置。
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CN107069782A (zh) * 2016-11-29 2017-08-18 北京交通大学 应用于轨道交通车载混合储能系统的容量配置方法

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