CN109130891B - Composite topological structure of multi-mode hybrid energy storage system of electric vehicle and control method - Google Patents
Composite topological structure of multi-mode hybrid energy storage system of electric vehicle and control method Download PDFInfo
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- CN109130891B CN109130891B CN201811217035.5A CN201811217035A CN109130891B CN 109130891 B CN109130891 B CN 109130891B CN 201811217035 A CN201811217035 A CN 201811217035A CN 109130891 B CN109130891 B CN 109130891B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
- B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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Abstract
The invention discloses a composite topological structure of an electric automobile multi-mode hybrid energy storage system and a control method, and the composite topological structure comprises a fuel cell FC, a battery pack Bat, a super capacitor UC, a second MOS tube S2, a third MOS tube S3, a switch S4, a switch S5, a switch S6, a switch S7, a first diode D1, a second diode D2, a third diode D3, a fourth diode D4, a second energy storage inductor L2, a booster circuit, a motor inverter, an ARM controller, a first voltage acquisition circuit, a second voltage acquisition circuit and a current acquisition circuit. The controller controls the on and off of each MOS tube and each switch according to the actual required power, so that multiple working modes are realized and effectively switched, and various working conditions of the electric automobile during running are met. Particularly, the system can complete the switching of the first-stage structure between series connection and parallel connection by controlling the on-off of the switch, and the efficient work of the system is realized due to the advantages of two structures.
Description
Technical Field
The invention belongs to the field of vehicle-mounted power supplies for electric automobiles, and relates to a composite topological structure of a multi-mode hybrid energy storage system of an electric automobile and a control method.
Background
With the continuous development of the automobile industry and the rapid increase of the automobile holding capacity, the problems of environmental pollution, resource shortage and the like brought by the traditional internal combustion engine automobile are more and more prominent. Meanwhile, the development of green and environment-friendly new energy automobiles has become an inevitable trend. Among them, fuel cell FC electric vehicles are a major focus of current research, and China has developed a series of policies to promote research, development and application of fuel cell FC electric vehicles.
The fuel cell FC has the outstanding advantages of high energy density, zero emission, no waste pollution and the like, but has low power density, is not easy to control output, does not support energy recovery, and has poor dynamic response. Therefore, it is difficult for a single fuel cell FC to satisfy various driving condition requirements of the automobile. A lithium battery and a super capacitor UC are added in the energy storage system to form a hybrid energy storage system, so that the output of the fuel cell FC is stable and controllable, the energy storage system has a braking energy recovery function and good dynamic performance, and various driving working condition requirements of an automobile are met. Meanwhile, the driving range of the electric automobile can be effectively improved, and the service life of the system can be prolonged.
The energy storage system is required to have multiple working modes by multiple running working conditions of the electric automobile. The existing multi-energy hybrid energy storage system usually adopts a cascade or parallel structure, and one or more DC-DC converters are needed. When a DC-DC converter is adopted, the working modes of the hybrid energy storage system are few and cannot be effectively switched; when multiple DC-DC converters are employed, the hybrid energy storage system is complex to control and inefficient. The problems need to be comprehensively solved by designing a reasonable topological structure of the hybrid energy storage system and a control method.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention provides a composite topology structure of a multi-mode hybrid energy storage system of an electric vehicle and a control method. The structure and the control method can realize various working modes and effectively switch the corresponding working modes according to various running conditions of the electric automobile, thereby realizing the high-efficiency work of the system.
In order to achieve the purpose, the invention adopts the following technical means:
a composite topology structure of a multi-mode hybrid energy storage system is characterized in that: the system comprises a fuel cell FC, a battery pack Bat, a super capacitor UC, a second MOS tube S2, a third MOS tube S3, a switch S4, a switch S5, a switch S6, a switch S7, a first diode D1, a second diode D2, a third diode D3, a fourth diode D4, a second energy storage inductor L2, a motor inverter, an ARM controller, a first voltage acquisition circuit, a second voltage acquisition circuit and a current acquisition circuit;
the anode of the fuel cell FC is connected with one end of a first energy storage inductor L1 through a switch S7, the other end of the first energy storage inductor L1 is connected with the anode of a fourth diode D4 and the drain of a first MOS tube S1, the cathode of a fourth diode D4 is connected with the anode of a voltage stabilizing capacitor C, the anode of a battery pack Bat, one end of a second energy storage inductor L2, one end of a switch S4 and one end of a switch S5, the other end of the second energy storage inductor L2 is connected with the drain of a second MOS tube S2 and the source of a third MOS tube S3, the drain of the third MOS tube S3 is connected with the anode of a super capacitor UC and the anode of a motor inverter, the other end of the switch S4 is connected with the cathode of the super capacitor UC, the other end of the switch S5 is connected with one end of the switch S6 and the cathode of the motor inverter, the anode and the cathode of the first diode D1 are respectively connected with the source of a drain of a first MOS tube S, the anode and the cathode of the second diode D2 are respectively connected with the source and the drain of the second MOS tube S2, the anode and the cathode of the third diode D3 are respectively connected with the source and the drain of the third MOS tube S3, and the cathode of the fuel cell FC is connected with the source of the first MOS tube S1, the cathode of the voltage-stabilizing capacitor C, the cathode of the battery pack Bat, the source of the second MOS tube S2 and the other end of the switch S6;
the input end of the first voltage acquisition circuit and the input end of the current acquisition circuit are connected with the input end of the motor inverter, the input end of the second voltage acquisition circuit is connected with the super capacitor UC, the output end of the first voltage acquisition circuit, the output end of the second voltage acquisition circuit and the output end of the current acquisition circuit are connected with the input end of the ARM controller, and the output end of the ARM controller is respectively connected with the grid electrode of the first MOS tube S1, the grid electrode of the second MOS tube S2, the grid electrode of the third MOS tube S3, the switch S4, the switch S5 and the switch S6.
The first MOS transistor S1, the fourth diode D4, the first energy storage inductor L1, and the voltage regulator C form a boost circuit.
The battery pack Bat and the super capacitor UC are in a series/parallel connection structure and are switched by controlling the on-off of a switch; a cascade structure is formed between the fuel cell FC and the battery pack Bat;
the super capacitor UC is formed by connecting a plurality of single super capacitors UC in series or in parallel, and the rated voltage of the super capacitor UC is higher than that of the battery pack Bat.
The fuel cell FC is a proton exchange membrane fuel cell, a solid oxide fuel cell or a direct methanol fuel cell, and the fuel cell FC is a fuel cell stack formed by laminating and combining a plurality of single cells.
A control method of a composite topological structure of an electric automobile multi-mode hybrid energy storage system comprises the following steps:
1) the ARM controller respectively collects the bus voltage and current of the motor inverter and the voltage of the super capacitor UC through the first voltage collecting circuit, the current collecting circuit and the second voltage collecting circuit, and calculates the actual required power of the motor inverter according to the bus voltage and the current of the motor inverter;
2) when the actual required power of the motor inverter is larger than zero, the ARM controller controls the working mode of the hybrid energy storage system to be selectively switched among a low-power output scheme, a medium-power output scheme and a high-power output scheme according to the actual required power; switching between a high-power output scheme and a medium-power output scheme by adopting a power hysteresis control method;
3) and when the actual required power of the motor inverter is less than zero, recovering the braking energy.
As a further improvement of the present invention, the specific switching manner of the power hysteresis control method is as follows:
when the high-power output scheme works, when the actual required power of the motor inverter is less than 80% of the sum of the maximum powers of the fuel cell FC and the battery pack Bat, switching to a medium-power output scheme; when the medium power output scheme is carried out, when the actual required power of the motor inverter is larger than the sum of the maximum powers of the fuel cell FC and the battery pack Bat, the high power output scheme is switched.
As a further improvement of the present invention, the low power output scheme includes:
1) the battery pack Bat is independently powered: when the required power of the motor inverter is low, the battery pack Bat independently provides all the required power;
2) the battery pack Bat charges and supplies energy to the super capacitor UC in a working mode: when the required power of the motor inverter is low and the state of charge SOC of the super capacitor UC is lower than a lower limit value, the battery pack Bat provides all required power and charges the super capacitor UC;
3) the fuel cell FC charges the battery pack Bat to supply energy to work in a mode: when the required power is low, the fuel cell FC supplies the entire required power through the booster circuit and charges the battery pack Bat.
As a further improvement of the invention, the medium power output scheme comprises:
1) the fuel cell FC and the battery pack Bat jointly supply the working modes: the ARM controller outputs PWM waves to control a first MOS tube S1 and a second MOS tube S2 to enable the fuel cell FC and the battery pack Bat to be cascaded and boosted to output together;
2) the battery pack Bat and the super capacitor UC supply energy to work in a mode together: the ARM controller outputs PWM waves to control a second MOS tube S2 to enable the battery pack Bat to be boosted and output, and the super capacitor UC is directly output;
3) independent energy supply mode of super capacitor UC: when the state of charge SOC of the super capacitor UC is higher than the upper limit value, the super capacitor UC alone provides all the required power.
As a further improvement of the present invention, the high power output scheme is: the ARM controller outputs PWM waves to control the first MOS tube S1 and the second MOS tube S2 to enable the fuel cell FC, the battery pack Bat and the super capacitor UC to output together.
As a further improvement of the present invention, the braking energy recovery step includes:
1) the battery pack Bat and the super capacitor UC are jointly recovered: when the braking energy is greater than the maximum recoverable energy of the super capacitor UC, the ARM controller outputs a PWM (pulse-width modulation) wave to control a third MOS (metal oxide semiconductor) tube S3 to enable the braking energy to be charged to a battery pack Bat after being subjected to voltage reduction, and meanwhile, the braking energy is directly charged to the super capacitor UC;
2) super capacitor UC retrieves mode alone: when the braking energy is less than the maximum recoverable energy of the super capacitor UC, the super capacitor UC directly recovers all the braking energy.
Compared with the prior technical scheme, the invention has the following advantages:
according to the invention, the fuel cell, the battery pack and the super capacitor form the multi-mode hybrid energy storage system of the electric vehicle through a reasonable topological structure, and through a reasonable circuit design, the MOS tubes and the switches are utilized, and the ARM controller controls the on or off of the MOS tubes and the switches according to the actual required power of the electric vehicle, so that the real-time switching of various working modes is realized. The switching of the first-stage structure between series connection and parallel connection is achieved by realizing multiple working modes and effectively switching and controlling the on-off of the switch. The system can switch the first-stage structure between series connection and parallel connection by controlling the on-off of the switch, and realizes high-efficiency work of the system due to the advantages of two structures.
The control method of the invention controls the first MOS tube, the second MOS tube, the third MOS tube and the plurality of switches through the ARM controller, can realize a plurality of working modes and effectively switch, and particularly controls the working mode of the hybrid energy storage system to select and switch among a low-power output scheme, a medium-power output scheme and a high-power output scheme according to the actual required power of the ARM controller; and the switching of the first-stage structure between series connection and parallel connection can be completed by controlling the on-off of the switch, and the braking energy can be recovered. The system has the advantages of two structures, so that the system can work efficiently.
Drawings
FIG. 1 is a schematic diagram of the present invention;
the motor control circuit comprises a motor inverter 1, a motor inverter 2, a first voltage acquisition circuit 3, a current acquisition circuit 4, a second voltage acquisition circuit 5 and an ARM controller.
FIG. 2 is a flow chart of the hybrid energy storage system operating mode switching of the present invention;
FIG. 3 is a diagram of the power hysteresis control and logic threshold control of the present invention;
fig. 4 is a schematic diagram of the operation of the battery pack Bat in an individual power supply mode according to the present invention;
fig. 5 is a schematic diagram of an energy supply mode for charging the super capacitor UC by the battery pack Bat according to the present invention;
fig. 6 is a schematic diagram of the operation of the fuel cell FC of the present invention in an energy supply mode for charging the battery Bat;
FIG. 7 is a schematic view of the fuel cell FC and stack Bat co-power mode operation of the present invention;
fig. 8 is a schematic diagram of the operation of the battery pack Bat and the super capacitor UC in a co-power mode according to the present invention;
FIG. 9 is a schematic diagram of the operation of the super capacitor UC in the single power supply mode;
FIG. 10 is a schematic diagram of the operation of the co-powering mode of the fuel cell FC, the battery pack Bat and the super capacitor UC according to the present invention;
fig. 11 is a schematic diagram of the operation of the super capacitor UC and the battery pack Bat in a common recovery mode according to the embodiment of the present invention;
fig. 12 is a schematic diagram of the operation of the super capacitor UC in the single recovery mode according to the embodiment of the present invention.
Detailed Description
The technical solution in the embodiments of the present invention is clearly and completely described below with reference to the drawings of the embodiments of the present invention.
As shown in fig. 1, the invention relates to a composite topology structure of a multi-mode hybrid energy storage system of an electric vehicle, the system comprising: the system comprises a fuel cell FC, a battery pack Bat, a super capacitor UC, a second MOS tube S2, a third MOS tube S3, a switch S4, a switch S5, a switch S6, a switch S7, a first diode D1, a second diode D2, a third diode D3, a fourth diode D4, a second energy storage inductor L2, a booster circuit, a motor inverter 1, an ARM controller 5, a first voltage acquisition circuit 2, a second voltage acquisition circuit 4 and a current acquisition circuit 3; the first MOS transistor S1, the fourth diode D4, the first energy storage inductor L1, and the voltage regulator capacitor C form a boost circuit.
The anode of the fuel cell FC is connected with one end of a first energy storage inductor L1 through a switch S7, the other end of the first energy storage inductor L1 is connected with the anode of a fourth diode D4 and the drain of a first MOS transistor S1, the cathode of a fourth diode D4 is connected with the anode of a voltage stabilizing capacitor C, the anode of the battery pack Bat, one end of a second energy storage inductor L2, one end of a switch S4 and one end of a switch S5, the other end of the second energy storage inductor L2 is connected with the drain of a second MOS transistor S2 and the source of a third MOS transistor S3, the drain of the third MOS transistor S3 is connected with the anode of a super capacitor UC and the anode of the motor inverter 1, the other end of the switch S4 is connected with the cathode of the super capacitor UC, the other end of the switch S5 is connected with one end of the switch S6 and the cathode of the motor inverter 1, the anode and the cathode of the first diode D1 are connected with the source of a drain of a first MOS transistor S1, the anode and the cathode of the second diode D2 are respectively connected with the source and the drain of the second MOS tube S2, the anode and the cathode of the third diode D3 are respectively connected with the source and the drain of the third MOS tube S3, and the cathode of the fuel cell FC is connected with the source of the first MOS tube S1, the cathode of the voltage-stabilizing capacitor C, the cathode of the battery pack Bat, the source of the second MOS tube S2, and the other end of the switch S6. The input end of the first voltage acquisition circuit 2 and the input end of the current acquisition circuit 3 are connected with the input end of the motor inverter 1, the input end of the second voltage acquisition circuit 4 is connected with the super capacitor UC, the output end of the first voltage acquisition circuit 2, the output end of the second voltage acquisition circuit 4 and the output end of the current acquisition circuit 3 are connected with the input end of the ARM controller 5, and the output end of the ARM controller 5 is respectively connected with the grid electrode of the first MOS transistor S1, the grid electrode of the second MOS transistor S2, the grid electrode of the third MOS transistor S3, the switch S4, the switch S5 and the switch S6.
A series-parallel connection structure is formed between the battery pack Bat and the super capacitor UC, and switching is performed by controlling the on-off of a switch; the fuel cell FC and the battery pack Bat are in a cascade structure.
The fuel cell FC may be a Proton Exchange Membrane Fuel Cell (PEMFC), a Solid Oxide Fuel Cell (SOFC), a Direct Methanol Fuel Cell (DMFC), or the like, and a fuel cell stack is formed by stacking a plurality of single cells.
The super capacitor UC is formed by connecting a plurality of single super capacitors UC in series or in parallel, and the rated voltage of the super capacitor UC is higher than that of the battery pack Bat.
The ARM controller 5 controls the on or off of each MOS tube and each switch according to the actual required power of the electric automobile, and real-time switching of multiple working modes is achieved. The battery pack Bat and the super capacitor UC are in a series-parallel connection structure, switching is carried out through the on-off of a switch, and a cascade structure is arranged between the fuel cell FC and the battery pack Bat; the fourth diode D4 ensures that the fuel cell FC does not experience reverse current.
The control method of the composite topology structure of the multi-mode hybrid energy storage system of the electric automobile comprises the following steps: the system can control the on and off of each MOS tube and each switch through the ARM controller 5 according to the actual required power, so that various working modes are realized and effective switching is realized; the switching of the first-stage structure between series connection and parallel connection can be completed by controlling the on-off of the switch, and the high-efficiency work of the system is realized due to the advantages of two structures.
The specific working mode switching flowchart is shown in fig. 2: after the hybrid energy storage system starts to work, firstly judging whether the required power is positive; if the required power is positive, further judging the size of the required power, working according to a small power output scheme, a medium power output scheme and a high power output scheme according to the size of the required power, and further selecting a specific working mode; and if the required power is negative, further selecting an independent recovery mode or a common recovery mode of the super capacitor UC according to whether the braking energy exceeds the recovery upper limit of the super capacitor UC.
The power hysteresis control and the logic threshold control of the embodiment provided by the invention are shown in fig. 3.
1. The ARM controller 5 respectively collects the bus voltage and current of the motor inverter 1 and the voltage of the super capacitor UC through the first voltage collection circuit 2, the current collection circuit 3 and the second voltage collection circuit 4, and calculates the actual required power of the motor inverter 1 according to the bus voltage and current of the motor inverter 1;
2. when the actual required power of the motor inverter 1 is greater than zero, the ARM controller 5 controls the working mode of the hybrid energy storage system to be selectively switched among a low-power output scheme, a medium-power output scheme and a high-power output scheme according to the actual required power; and a power hysteresis control method is adopted to switch between the high-power output scheme and the medium-power output scheme. When the actual required power of the motor inverter 1 is less than 80% of the sum of the maximum powers of the fuel cell FC and the battery pack Bat, switching to a medium power output scheme; when a medium power output scheme is carried out, when the actual required power of the motor inverter 1 is larger than the sum of the maximum powers of the fuel cell FC and the battery pack Bat, switching to a high power output scheme; when the actual required power of the motor inverter 1 is between 80% and 100% of the sum of the maximum powers of the fuel cell FC and the stack Bat, the system performs hysteresis switching between the medium power output scheme and the high power output scheme.
The operation of the low power output scheme of the embodiment is schematically shown in fig. 4-6.
Fig. 4 is a schematic diagram of the operation of the battery pack Bat in an individual power supply mode according to the present invention; the controller controls the second MOS tube S2 to boost the battery pack Bat for output; the second energy storage inductor L2, the second MOS tube and the third diode D3 form a booster circuit; at this time, the third MOS transistor S3, the switch S4, the switch S5, and the switch S7 are in an off state, and the switch S6 is in an on state;
fig. 5 is a schematic diagram of an energy supply mode for charging the super capacitor UC by the battery pack Bat according to the present invention; the controller controls the second MOS transistor S2 to boost the voltage of the battery pack Bat for output, and charges the super capacitor UC; the second energy storage inductor L2, the second MOS tube and the third diode D3 form a booster circuit; at this time, the third MOS transistor S3, the switch S5, and the switch S7 are in an off state, and the switch S4 and the switch S6 are in an on state;
fig. 6 is a schematic diagram of the operation of the fuel cell FC of the present invention in an energy supply mode for charging the battery Bat; the controller controls the first MOS tube S1 to boost the output of the fuel cell FC and charge the battery pack Bat; the first energy storage inductor L1, the first diode, the fourth diode D4 and the capacitor form a booster circuit; at this time, the second MOS transistor S2, the third MOS transistor S3, the switch S4, and the switch S5 are in an off state, and the switch S6 and the switch S7 are in an on state.
The specific low power output scheme in the control method of the invention is as follows:
1) the battery pack Bat is independently powered: when the required power is lower, the ARM controller 5 outputs a PWM wave to control the second MOS transistor S2, so that the battery pack Bat is boosted to provide all the required power alone. As shown in fig. 4.
2) The battery pack Bat charges and supplies energy to the super capacitor UC in a working mode: when the required power is lower and the state of charge SOC of the super capacitor UC is lower than the lower limit value, the battery pack Bat provides all the required power and charges the super capacitor UC. As shown in fig. 5.
3) The fuel cell FC charges the battery pack Bat to supply energy to work in a mode: when the required power is lower, the ARM controller 5 outputs a PWM wave to control the first MOS transistor S1 so that the fuel cell FC provides all the required power through the boost circuit and charges the battery pack Bat. As shown in fig. 6.
The operation of the medium power output scheme of the embodiment is schematically illustrated in fig. 7-9.
FIG. 7 is a schematic view of the fuel cell FC and stack Bat co-power mode operation of the present invention; the controller controls the first MOS tube S1 and the second MOS tube S2 to enable the fuel cell FC and the battery pack Bat to be cascaded and boosted to output together; at this time, the third MOS transistor S3, the switch S4, and the switch S5 are in an off state, and the switch S6 and the switch S7 are in an on state;
fig. 8 is a schematic diagram of the operation of the battery pack Bat and the super capacitor UC in a co-power mode according to the present invention; the controller controls the second MOS tube S2 to enable the battery pack Bat to be boosted and output, and the super capacitor UC is directly output; at this time, the third MOS transistor S3, the switch S6, and the switch S7 are in an off state, and the switch S4 and the switch S5 are in an on state;
FIG. 9 is a schematic diagram of the operation of the super capacitor UC in the single power supply mode; directly outputting the super capacitor UC; at this time, the second MOS transistor S2, the third MOS transistor S3, the switch S6, and the switch S7 are in an off state, and the switch S4 and the switch S5 are in an on state.
The specific medium power output scheme in the control method of the present invention is as follows:
1) the fuel cell FC and the battery pack Bat jointly supply the working modes: the ARM controller 5 outputs PWM waves to control the first MOS tube S1 and the second MOS tube S2 to enable the fuel cell FC and the battery pack Bat to be cascaded and boosted to output together. As shown in fig. 7.
2) The battery pack Bat and the super capacitor UC supply energy to work in a mode together: the ARM controller 5 outputs PWM waves to control the second MOS tube S2 to enable the battery pack Bat to be boosted and output, and the super capacitor UC is directly output. As shown in fig. 8.
3) Independent energy supply mode of super capacitor UC: when the state of charge SOC of the super capacitor UC is higher than the upper limit value, the super capacitor UC alone directly provides all the required power. As shown in fig. 9.
As shown in fig. 10, it is a schematic diagram of the operation of the fuel cell FC, the battery pack Bat and the super capacitor UC in the co-power mode of the present invention; the controller controls the first MOS tube S1 and the second MOS tube S2 to enable the fuel cell FC, the battery pack Bat and the super capacitor UC to be cascaded and boosted to output together; at this time, the third MOS transistor S3 and the switch S6 are in an off state, and the switch S4, the switch S5 and the switch S7 are in an on state; the high-power output scheme is as follows: the ARM controller 5 outputs PWM waves to control the first MOS tube S1 and the second MOS tube S2 to enable the fuel cell FC, the battery pack Bat and the super capacitor UC to output together.
When the actual power of the motor inverter 1 is less than zero, the braking energy is recovered, and the working schematic diagrams are shown in fig. 11 to 12.
Fig. 11 is a schematic diagram of a work mode of jointly recovering the super capacitor UC and the battery pack Bat according to the embodiment of the present invention; the controller controls the third MOS tube S3 to ensure that a part of braking energy is recovered by the battery pack Bat after being subjected to pressure reduction, and the rest part is directly recovered by the super capacitor UC; at this time, the second MOS transistor S2, the switch S6, and the switch S7 are in an off state, and the switch S4 and the switch S5 are in an on state;
fig. 12 is a schematic diagram illustrating operation of a single UC recycling mode of a super capacitor according to an embodiment of the present invention; the super capacitor UC directly recovers all braking energy; at this time, the second MOS transistor S2, the third MOS transistor S3, the switch S6, and the switch S7 are in an off state, and the switch S4 and the switch S5 are in an on state.
In the control method, the braking energy recovery comprises the following specific steps:
1) the battery pack Bat and the super capacitor UC are jointly recovered: when the braking energy is greater than the maximum recoverable energy of the super capacitor UC, the ARM controller 5 outputs a PWM wave to control the third MOS transistor S3 so that the braking energy is reduced in voltage and then charges the battery pack Bat, and at the same time, the braking energy directly charges the super capacitor UC. As shown in fig. 11.
2) Super capacitor UC retrieves mode alone: when the braking energy is less than the maximum recoverable energy of the super capacitor UC, the super capacitor UC directly recovers all the braking energy. As shown in fig. 12.
The above-described scenarios are merely exemplary embodiments of the present invention, which are not intended to limit the scope of the present invention in any way. Those skilled in the art should appreciate that they can make various changes, additions and substitutions within the technical scope of the present disclosure.
Claims (10)
1. The utility model provides an electric automobile multi-mode hybrid energy storage system combined type topological structure which characterized in that: the system comprises a fuel cell FC, a battery pack Bat, a super capacitor UC, a second MOS tube S2, a third MOS tube S3, a switch S4, a switch S5, a switch S6, a switch S7, a first diode D1, a second diode D2, a third diode D3, a fourth diode D4, a second energy storage inductor L2, a motor inverter (1), an ARM controller (5), a first voltage acquisition circuit (2), a second voltage acquisition circuit (4) and a current acquisition circuit (3);
the anode of the fuel cell FC is connected with one end of a first energy storage inductor L1 through a switch S7, the other end of the first energy storage inductor L1 is connected with the anode of a fourth diode D4 and the drain of a first MOS transistor S1, the cathode of a fourth diode D4 is connected with the anode of a voltage stabilizing capacitor C, the anode of a battery pack Bat, one end of a second energy storage inductor L2, one end of a switch S4 and one end of a switch S5, the other end of a second energy storage inductor L2 is connected with the drain of a second MOS transistor S2 and the source of a third MOS transistor S3, the drain of the third MOS transistor S3 is connected with the anode of a super capacitor UC and the anode of a motor inverter (1), the other end of the switch S4 is connected with the cathode of a super capacitor UC, the other end of the switch S5 is connected with one end of a switch S6 and the cathode of the motor inverter (1), the anode and the drain of a first diode D1 and the cathode of the first MOS transistor S1 are connected with the source and the drain, the anode and the cathode of the second diode D2 are respectively connected with the source and the drain of the second MOS tube S2, the anode and the cathode of the third diode D3 are respectively connected with the source and the drain of the third MOS tube S3, and the cathode of the fuel cell FC is connected with the source of the first MOS tube S1, the cathode of the voltage-stabilizing capacitor C, the cathode of the battery pack Bat, the source of the second MOS tube S2 and the other end of the switch S6;
the input end of the first voltage acquisition circuit (2) and the input end of the current acquisition circuit (3) are connected with the input end of the motor inverter (1), the input end of the second voltage acquisition circuit (4) is connected with the super capacitor UC, the output end of the first voltage acquisition circuit (2), the output end of the second voltage acquisition circuit (4) and the output end of the current acquisition circuit (3) are connected with the input end of the ARM controller (5), and the output end of the ARM controller (5) is respectively connected with the grid electrode of the first MOS tube S1, the grid electrode of the second MOS tube S2, the grid electrode of the third MOS tube S3, the switch S4, the switch S5 and the switch S6.
2. The composite topology structure of the multi-mode hybrid energy storage system of the electric vehicle as claimed in claim 1, wherein the first MOS transistor S1, the fourth diode D4, the first energy storage inductor L1, and the voltage stabilizing capacitor C form a voltage boost circuit.
3. The composite topology structure of the multi-mode hybrid energy storage system of the electric vehicle as claimed in claim 1, wherein a series/parallel structure is provided between the battery pack Bat and the super capacitor UC, and switching is performed by controlling on/off of a switch; a cascade structure is formed between the fuel cell FC and the battery pack Bat;
the super capacitor UC is formed by connecting a plurality of single super capacitors UC in series or in parallel, and the rated voltage of the super capacitor UC is higher than that of the battery pack Bat.
4. The hybrid topology structure of the multi-mode hybrid energy storage system of the electric vehicle as claimed in claim 1, wherein the fuel cell FC is a proton exchange membrane fuel cell, a solid oxide fuel cell or a direct methanol fuel cell, and the fuel cell FC is a fuel cell stack formed by stacking and combining a plurality of single cells.
5. The control method of the compound topology structure of the multi-mode hybrid energy storage system of the electric vehicle as claimed in any one of claims 1 to 4, characterized by comprising the following steps:
1) the ARM controller (5) respectively collects the bus voltage and the current of the motor inverter (1) and the voltage of the super capacitor UC through the first voltage collecting circuit (2), the current collecting circuit (3) and the second voltage collecting circuit (4), and calculates the actual required power of the motor inverter (1) according to the bus voltage and the current of the motor inverter (1);
2) when the actual required power of the motor inverter (1) is larger than zero, the ARM controller (5) controls the working mode of the hybrid energy storage system to be selectively switched among a low-power output scheme, a medium-power output scheme and a high-power output scheme according to the actual required power; switching between a high-power output scheme and a medium-power output scheme by adopting a power hysteresis control method;
3) and when the actual required power of the motor inverter (1) is less than zero, recovering the braking energy.
6. The control method of the composite topology structure of the multi-mode hybrid energy storage system of the electric vehicle according to claim 5, wherein the specific switching mode of the power hysteresis control method is as follows:
when the high-power output scheme works, when the actual required power of the motor inverter (1) is less than 80% of the sum of the maximum powers of the fuel cell FC and the battery pack Bat, switching to a medium-power output scheme; when the medium power output scheme is carried out, when the actual required power of the motor inverter (1) is larger than the sum of the maximum powers of the fuel cell FC and the battery pack Bat, the high power output scheme is switched.
7. The control method of the hybrid energy storage system compound topology of the multi-mode of the electric vehicle according to claim 5 or 6, wherein the low power output scheme comprises:
1) the battery pack Bat is independently powered: when the required power of the motor inverter (1) is lower, the battery pack Bat independently provides all the required power;
2) the battery pack Bat charges and supplies energy to the super capacitor UC in a working mode: when the required power of the motor inverter (1) is low and the state of charge SOC of the super capacitor UC is lower than a lower limit value, the battery pack Bat provides all the required power and charges the super capacitor UC;
3) the fuel cell FC charges the battery pack Bat to supply energy to work in a mode: when the required power is low, the fuel cell FC supplies the entire required power through the booster circuit and charges the battery pack Bat.
8. The control method of the multi-mode hybrid energy storage system composite topology of the electric vehicle as claimed in claim 5 or 6, wherein the medium power output scheme comprises:
1) the fuel cell FC and the battery pack Bat jointly supply the working modes: the ARM controller (5) outputs PWM waves to control a first MOS tube S1 and a second MOS tube S2 to enable the fuel cell FC and the battery pack Bat to be cascaded and boosted to be jointly output;
2) the battery pack Bat and the super capacitor UC supply energy to work in a mode together: the ARM controller (5) outputs PWM waves to control a second MOS tube S2 to enable the battery pack Bat to be boosted and output, and the super capacitor UC is directly output;
3) independent energy supply mode of super capacitor UC: when the state of charge SOC of the super capacitor UC is higher than the upper limit value, the super capacitor UC alone provides all the required power.
9. The control method of the composite topology structure of the multi-mode hybrid energy storage system of the electric vehicle according to claim 5 or 6, wherein the high-power output scheme is as follows: the ARM controller (5) outputs PWM waves to control the first MOS tube S1 and the second MOS tube S2 to enable the fuel cell FC, the battery pack Bat and the super capacitor UC to output together.
10. The control method of the hybrid energy storage system compound topology of the electric vehicle multi-mode according to claim 5, wherein the braking energy recovery step comprises:
1) the battery pack Bat and the super capacitor UC are jointly recovered: when the braking energy is larger than the maximum recoverable energy of the super capacitor UC, the ARM controller (5) outputs PWM (pulse-width modulation) waves to control a third MOS (metal oxide semiconductor) tube S3 to enable the braking energy to be charged to a battery pack Bat after being subjected to voltage reduction, and meanwhile, the braking energy is directly charged to the super capacitor UC;
2) super capacitor UC retrieves mode alone: when the braking energy is less than the maximum recoverable energy of the super capacitor UC, the super capacitor UC directly recovers all the braking energy.
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