CN109532517A - The management control method of vehicle-mounted composite power source energy - Google Patents
The management control method of vehicle-mounted composite power source energy Download PDFInfo
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- 239000003990 capacitor Substances 0.000 claims abstract description 52
- 239000000446 fuel Substances 0.000 claims abstract description 47
- 239000000178 monomer Substances 0.000 claims description 6
- 230000001133 acceleration Effects 0.000 claims description 5
- 230000002441 reversible effect Effects 0.000 claims description 2
- 238000005096 rolling process Methods 0.000 claims description 2
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- 150000001875 compounds Chemical class 0.000 description 3
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- NAWXUBYGYWOOIX-SFHVURJKSA-N (2s)-2-[[4-[2-(2,4-diaminoquinazolin-6-yl)ethyl]benzoyl]amino]-4-methylidenepentanedioic acid Chemical compound C1=CC2=NC(N)=NC(N)=C2C=C1CCC1=CC=C(C(=O)N[C@@H](CC(=C)C(O)=O)C(O)=O)C=C1 NAWXUBYGYWOOIX-SFHVURJKSA-N 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 206010013496 Disturbance in attention Diseases 0.000 description 1
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000002457 bidirectional effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 229910052739 hydrogen Inorganic materials 0.000 description 1
- 239000001257 hydrogen Substances 0.000 description 1
- 230000005012 migration Effects 0.000 description 1
- 238000013508 migration Methods 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 239000002904 solvent Substances 0.000 description 1
- 230000001052 transient effect Effects 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
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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Abstract
The invention discloses a kind of management control methods of vehicle-mounted composite power source energy, comprising: S10 establishes system working model according to the management control system of vehicle-mounted composite power source energy；Wherein, vehicle-mounted composite power source includes, for providing the fuel cell of energy and for providing the supercapacitor of power；The One Buck-Boost converter body for including the Boost being connect with fuel cell series in management control system and being connected in series with supercapacitor；Include the first control switch in Boost, includes the second control switch and third control switch in One Buck-Boost converter body；S20 obtains load current when electric car operation in real time；S30 controls the on-off of the first control switch, the second control switch and third control switch according to load current and system working model, realizes the management to fuel cell side output energy and the management of super capacitor side output power.
Description
Technical Field
The invention relates to the technical field of batteries, in particular to a management control method for vehicle-mounted composite power supply energy.
Background
The rise of electric vehicles is brought about by the growing concern about energy conservation and environmental protection worldwide. At present, many automobiles use fuel cells as main energy sources, and have the advantages of high power generation efficiency, low environmental pollution, high energy density, low noise, etc., but in order to prevent the problem of fuel shortage, the performance and the service life of the automobiles need to be improved, and the current change rate of the fuel cells needs to be limited, thereby causing the problem of slow dynamic response of the fuel cells.
The super capacitor is used as an auxiliary energy source, so that the technical problem of slow dynamic response of the fuel cell can be well solved. Although the two energy sources are combined together, the advantages of both energy sources can be embodied in a composite power supply, instantaneous high power can be provided through the super capacitor, but the super capacitor cannot store too much energy, and therefore, how to distribute and manage the energy of the fuel cell and the super capacitor becomes a troublesome problem.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a management and control method for the energy of a vehicle-mounted compound power supply, which effectively solves the technical problem that the power and the energy between a fuel cell and a super capacitor cannot be reasonably distributed in the prior art.
In order to achieve the purpose, the invention is realized by the following technical scheme:
a management control method for vehicle-mounted hybrid power supply energy comprises the following steps:
s10, establishing a system working model according to the management control system of the vehicle-mounted composite power supply energy;
the vehicle-mounted hybrid power supply comprises a fuel cell for providing energy and a super capacitor for providing power; the management control system comprises a Boost converter connected with the fuel cell in series and a Buck-Boost converter connected with the super capacitor in series; the Buck-Boost converter comprises a second control switch and a third control switch;
s20, acquiring the load current of the electric automobile in real time;
and S30, controlling the on-off of the first control switch, the second control switch and the third control switch according to the load current and the system working model, and realizing the management of the output energy of one side of the fuel cell and the management of the output power of one side of the super capacitor.
The management control method for the vehicle-mounted composite power supply energy provided by the invention has the beneficial effects that:
1. the method comprises the steps that accurate modeling is carried out on a DC-DC (Direct Current) power converter (comprising a Boost converter and a Buck-Boost converter), and then the on-off of a switching tube (comprising a first control switch in the Boost converter, a second control switch and a third control switch in the Buck-Boost converter) is controlled to realize accurate management of energy between a fuel cell and a super capacitor in the vehicle-mounted composite power supply, wherein the Boost converter controls the energy state of the electric vehicle based on the fuel cell, and the Buck-Boost converter controls the power state of the electric vehicle based on the super capacitor;
2. the establishment of a system working model ensures the constancy of the direct-current bus voltage, and the method ensures good dynamic performance between the driving system and the vehicle-mounted composite power supply on the premise of not influencing the output voltage performance of the DC-DC power converter; under the condition that the load of the electric automobile is continuously changed, the energy and power requirements of the electric automobile and a driving system are ensured;
3. according to the established system working model, the relation among the power of the vehicle-mounted compound power supply, the voltage of the DC-DC converter and the vehicle running distance can be further obtained, so that the power state of the vehicle-mounted compound power supply under the circulating working condition of the electric vehicle can be predicted, and a foundation is laid for the control and power management of the electric vehicle.
Drawings
A more complete understanding of the present invention, and the attendant advantages and features thereof, will be more readily understood by reference to the following detailed description when considered in conjunction with the accompanying drawings wherein:
FIG. 1 is a schematic flow chart of a method for managing and controlling energy of a vehicle-mounted hybrid power supply according to the present invention;
FIG. 2 is a topological structure diagram of the vehicle-mounted hybrid power supply of the present invention;
FIG. 3 is an equivalent model diagram of the super capacitor of the present invention.
Detailed Description
In order to make the contents of the present invention more comprehensible, the present invention is further described below with reference to the accompanying drawings. The invention is of course not limited to this particular embodiment, and general alternatives known to those skilled in the art are also covered by the scope of the invention.
As shown in fig. 1, a schematic flow chart of a management control method for vehicle-mounted hybrid power supply energy provided by the present invention is shown, and as can be seen from the diagram, the management control method includes:
s10, establishing a system working model according to the management control system of the vehicle-mounted composite power supply energy;
the vehicle-mounted hybrid power supply comprises a fuel cell for providing energy and a super capacitor for providing power; the management control system comprises a Boost converter connected with the fuel cell in series and a Buck-Boost converter connected with the super capacitor in series; the Buck-Boost converter comprises a second control switch and a third control switch;
s20, acquiring the load current of the electric automobile in real time;
and S30, controlling the on-off of the first control switch, the second control switch and the third control switch according to the load current and the system working model, and realizing the management of the output energy of one side of the fuel cell and the management of the output power of one side of the super capacitor.
Specifically, the Boost converter is used for increasing the voltage of the fuel cell to the voltage of a direct current bus; the Buck-Boost converter is a bidirectional converter, the output voltage can be higher or lower than the input voltage of a battery (the input voltage is the voltage of a super capacitor in the invention), the polarity of the output voltage is the same as that of the input voltage, and the Buck-Boost converter can work in a Boost mode or a Buck mode, wherein when the power of the Buck-Boost converter flows from the low-voltage side to the high-voltage side of the super capacitor, the Buck-Boost converter is called as the Boost mode; when load power flows to the supercapacitor, it is called buck mode. In step S30, the energy output by the fuel cell side specifically refers to the energy output by the Boost converter after boosting the voltage of the fuel cell, that is, the energy output by the Boost converter; the output power at one side of the super capacitor specifically refers to the output power of the Buck-Boost converter after boosting/reducing the voltage of the super capacitor, namely the output power of the Boost converter.
As shown in fig. 2, the Boost converter includes a first filter inductor L therein1A first control switch T1And a first diode D1Wherein the first filter inductor L1One end of which is connected to the anode of the fuel cell and the other end of which is connected to the first diode D1The positive electrode of (1) is connected; first diode D1The negative pole of the motor is connected with the direct current input end of the motor; first control switch T1Collector electrode of and the first diode D1The anode is connected with the emitter and the base is an on-off control end. In addition, as shown in the figure, a filter capacitor C is providedfConnected in parallel at both ends of the fuel cell, specifically, a filter capacitor CfOne terminal of and the first diode D1The other end of the anode is grounded, so that the fuel cell is prevented from generating overvoltage in a high-power state.
The Buck-Boost converter comprises a second control switch T2A third control switch T3A second filter inductor L2A second diode D2And a third diode D3Wherein the second filter inductor L2And a super capacitorIs connected with the positive pole of the first switch and the other end is connected with a third control switch T3The emitter of (3) is connected; third control switch T3The collector of the motor is connected with the direct current input end of the motor, and the base is an on-off control end; second control switch T2Collector and third control switch T3The emitter is connected, the emitter is grounded, and the base is an on-off control end; second diode D2Connected in parallel to the second control switch T2Two ends, and the anode and the second control switch T2The emitter is connected, and the cathode is connected with the collector; third diode D3Connected in parallel to the third control switch T3Two terminals, and a positive electrode and a third control switch T3The emitter is connected and the cathode is connected with the collector.
Based on this, in step S10, the establishing the system operation model according to the management control system of the vehicle-mounted hybrid power supply energy further includes:
s11, respectively establishing working models for the fuel cell and the super capacitor;
in the process of modeling the fuel cell, firstly, the cell is modeled, and the voltage V of the cell iscellIs represented by formula (1):
wherein, E is the monomer reversible circuit voltage, and E is 1.2V; r is total resistance, I is current, m and n are two constants of cell voltage drop due to concentration loss, and m is 3 × 10-5V，n＝8×10-3cm2mA-1；i0Is the exchange current density at the cathode (greater than at the anode), i0＝0.04mA/cm2；inThe internal current density of the battery cell (corresponding to the migration of hydrogen molecules in the battery cell); a is Tafel coefficient, and A is 0.06V.
Neglecting that the charge transfer phenomenon only occurs when a certain current value is exceeded, simplification of equation (1) yields equation (2):
Vcell＝E-Rcell·Icell-A·ln(a·Icell+b) (2)
wherein, IcellIs the leakage current of the battery cell; rcellIs the ohmic loss of the battery cell and,ΔIcellis IcellA variation between 40A to 60A; a and b are two constants, and are formed by solving two different IcellAnd calculating the equation system obtained by the values.
Based on this, neglecting the resistance of the connection between the battery cells, the total voltage of the fuel battery (the battery pack formed by a plurality of battery cells connected in series and in parallel) is obtained, as shown in formula (3):
wherein, IpacThe current is connected in parallel to the battery pack.
Further, the total voltage of the fuel cell can again be represented by equation (4):
wherein, number of cells connected in series, EcellLimiting the voltage of the battery cell, Ecell＝0.53V；VDCIs the dc bus voltage. Obtaining the number of series-connected batteriesThen according toObtaining the number of parallel batteriesWherein,is the maximum power of the fuel cell,is the maximum power of the battery cell.
In the process of modeling the super capacitor (as an auxiliary energy source, supplying power during acceleration and transient state of the electric vehicle), as shown in fig. 3, the super capacitor unit can be equivalent to an RC circuit model, and the charge Q stored in the super capacitor unitSC cellAs shown in formula (5):
QSC cell＝CSC cell·VSC cell(5)
wherein, CSC cellIs rated capacity of a super capacitor monomer, VSC cellIs the initial voltage of the supercapacitor cell.
Current I of the supercapacitor cellSC cellAs shown in formula (6):
voltage U of supercapacitor cellSC cellAs shown in formula (7):
USC cell＝VSC cell-RSC cell·ISC cell(7)
wherein R isSC cellThe equivalent series internal resistance of the super capacitor monomer.
Super capacitor supply electric automobileMaximum power ofAs shown in formula (8):
wherein M is the total mass of the electric automobile, taFor acceleration time, V is the speed of the electric vehicle.
In general terms, the amount of the solvent to be used,i.e. when the supercapacitor is singlyAndwhen the energy is discharged, 75% of stored energy is consumed, and the maximum energy transmitted by the super capacitorAs shown in formula (9):
wherein,andminimum and maximum voltages, N, respectively, of the supercapacitor celleleIs the total number of the monomers of the super capacitor,Npnumber of supercapacitor cells in series, NSThe number of the parallel super capacitor monomers; celeIs the total rated capacity of the supercapacitor,is the maximum voltage of the supercapacitor.
S12, respectively establishing working models of a Boost converter and a Buck-Boost converter for managing and controlling a system in a Boost mode and a Buck mode according to working models of a fuel cell and a super capacitor, wherein the Boost mode is adopted when the power of the Buck-Boost converter flows from the low-voltage side to the high-voltage side of the super capacitor, and the Buck mode is adopted when the load power flows to the super capacitor;
when the Buck-Boost converter works in a Boost mode, the working model of the management control system (namely the state equation of the system) is as shown in the formula (10):
when the Buck-Boost converter works in a voltage reduction mode, the working model of the management control system is as follows (11):
s13, further establishing a system working model according to the working models established when the Boost converter and the Buck-Boost converter work in the Boost mode and the Buck mode, as shown in formula (12):
when the Buck-Boost converter works in a Boost mode, k is 1; when operating in the buck mode, k is 0. U shapeFCIs the total voltage of the fuel cell, IFCAs a fuel cellCurrent of (V)DCFor a predetermined DC bus voltage, USCIs the output voltage of the supercapacitor, ISCIs the output current of the supercapacitor, IDCFor direct bus current, IDC＝I0＝I1+I2Wherein, I1For the output current of the Boost converter, I2Is the output current of the Buck-Boost converter, I0Is the current flowing into the motor; i isLoadIs a load current, CfIs the capacitance of the filter capacitor; u. of1For the first control switch T1In which u1When it is 1, u is turned on1When the value is 0, the circuit is disconnected; u. of2For the second control switch T2In which u2When it is 1, u is turned on2When the value is 0, the circuit is disconnected; u. of3For the third control switch T3In which u3When it is 1, u is turned on3And when the value is 0, the circuit is disconnected.
fc1、fc2And fc3Are respectively a first diode D1A second diode D2And a third diode D3For f, assuming that the Boost converter and Buck-Boost converter are operating in discontinuous statec1、fc2And fc3As defined in formula (13):
wherein, IFC> 0 denotes IFCIn the same direction as in fig. 2 (direction of the fuel cell output current), IFC0 or less represents IFCIn the opposite direction to that of figure 2; i isSC> 0 denotes ISCSame as in FIG. 3 (current flow direction when the supercapacitor is discharged), ISC0 or less represents ISCIn the opposite direction to that of fig. 3.
Load current ILoadDepending on the speed V of the electric vehicle, the total power requirement P of the electric vehicleLoadAs in formula (14):
load current I under the output powerLoadAs shown in formula (15):
wherein S is the windward area of the electric automobile, CXIs the coefficient of air resistance, ρaIs the density of air, frIs a rolling resistance constant, g is a gravitational acceleration, and V is a speed of the electric vehicle; and M is the total mass of the electric automobile, including the mass of a vehicle-mounted composite power supply and the mass of a DC-DC power converter (a Boost converter and a Buck-Boost converter).
Based on the system working model established by adopting the steps, in the working process, firstly, the working mode of the Buck-Boost converter is judged (the Buck-Boost converter is in a boosting mode when the power of the Buck-Boost converter flows from the low-voltage side to the high-voltage side of the super capacitor, and is in a voltage reduction mode when the load power flows to the super capacitor), and if the Buck-Boost converter works in the boosting mode, k is given to be 1, so that the system working model as the formula (10) is obtained; if the system works in a voltage reduction mode, giving k equal to 0 to obtain a system working model as the formula (11); then, according to the load current I acquired in real timeLoadGiven DC bus voltage VDCAnd the system working model controls the first control switch T1A second control switch T2And a third control switch T3The accurate management of the energy between the fuel cell and the super capacitor in the vehicle-mounted composite power supply is realized.
Claims (10)
1. A management control method for vehicle-mounted hybrid power supply energy is characterized by comprising the following steps:
s10, establishing a system working model according to the management control system of the vehicle-mounted composite power supply energy;
the vehicle-mounted hybrid power supply comprises a fuel cell for providing energy and a super capacitor for providing power; the management control system comprises a Boost converter connected with the fuel cell in series and a Buck-Boost converter connected with the super capacitor in series; the Buck-Boost converter comprises a second control switch and a third control switch;
s20, acquiring the load current of the electric automobile in real time;
and S30, controlling the on-off of the first control switch, the second control switch and the third control switch according to the load current and the system working model, and realizing the management of the output energy of one side of the fuel cell and the management of the output power of one side of the super capacitor.
2. The management and control method according to claim 1, wherein the step S10 of establishing the system operation model according to the management and control system of the vehicle-mounted hybrid power supply energy further comprises:
s11, respectively establishing working models for the fuel cell and the super capacitor;
s12, respectively establishing working models of a Boost converter and a Buck-Boost converter for managing and controlling a system in a Boost mode and a Buck mode according to working models of a fuel cell and a super capacitor, wherein the Boost mode is adopted when the power of the Buck-Boost converter flows from the low-voltage side to the high-voltage side of the super capacitor, and the Buck mode is adopted when the load power flows to the super capacitor;
and S13, further establishing a system working model according to the working models established when the Boost converter and the Buck-Boost converter work in the Boost mode and the Buck mode.
3. The supervisory control method of claim 2, wherein the Boost converter includes a first filter inductor L therein1A first control switch T1And a first diode D1Wherein the first filter inductor L1One end of which is connected to the anode of the fuel cell and the other end of which is connected to the first diode D1The positive electrode of (1) is connected; first diode D1The negative pole of the motor is connected with the direct current input end of the motor; first control switch T1Collector electrode of and the first diode D1The anode is connected with the emitter and the base is an on-off control end.
4. The supervisory control method as claimed in claim 3, wherein the Buck-Boost converter includes a second control switch T therein2A third control switch T3A second filter inductor L2A second diode D2And a third diode D3Wherein the second filter inductor L2One end of the first and second switches is connected with the positive electrode of the super capacitor, and the other end of the first and second switches is connected with the third control switch T3The emitter of (3) is connected; third control switch T3The collector of the motor is connected with the direct current input end of the motor, and the base is an on-off control end; second control switch T2Collector and third control switch T3The emitter is connected, the emitter is grounded, and the base is an on-off control end; second diode D2Connected in parallel to the second control switch T2Two ends, and the anode and the second control switch T2The emitter is connected, and the cathode is connected with the collector; third diode D3Connected in parallel to the third control switch T3Two terminals, and a positive electrode and a third control switch T3The emitter is connected and the cathode is connected with the collector.
5. The management control method according to claim 4, wherein in step S12, when the Buck-Boost converter operates in the Boost mode, the operation model of the management control system is:
wherein, UFCIs the total voltage of the fuel cell, IFCIs the current of the fuel cell, VDCIs a DC bus voltage, USCIs the output voltage of the supercapacitor, ISCIs the output current of the supercapacitor, IDCFor direct bus current, ILoadIs a load current, CfIs the capacitance of the filter capacitor; u. of1For the first control switch T1In which u1When it is 1, u is turned on1When the value is 0, the circuit is disconnected; u. of2For the second control switch T2Control ofA signal of u2When it is 1, u is turned on2When the value is 0, the circuit is disconnected; f. ofc1And fc2Are respectively a first diode D1And a second diode D2The state variable of (a), wherein,
6. the management control method according to claim 5, wherein in step S12, when the Buck-Boost converter operates in the Buck mode, the operation model of the management control system is:
wherein u is3For the third control switch T3In which u3When it is 1, u is turned on3When the value is 0, the circuit is disconnected; f. ofc3Is a third diode D3The state variable of (a) is changed,
7. the management control method according to claim 6, wherein in step S14, the system operation model established based on the operation model established when the Buck-Boost converter operates in the Boost mode and the Buck mode is:
when the Buck-Boost converter works in a Boost mode, k is 1; when operating in the buck mode, k is 0.
8. The supervisory control method as claimed in any one of claims 5 to 7, wherein the load current I on the output powerLoadComprises the following steps:
wherein S is the windward area of the electric automobile, CXIs the coefficient of air resistance, ρaIs the density of air, frThe rolling resistance constant is g, the gravity acceleration is g, the speed of the electric automobile is V, and the total mass of the electric automobile is M.
9. The management control method according to any one of claims 2 to 6, wherein in step S11, the operation model of the fuel cell is:
wherein, UFCIs the total voltage of a fuel cell, the fuel cell is a battery pack formed by a plurality of battery units connected in series and in parallel, VcellVoltage of the cell, E is the cell reversible circuit voltage, RcellOhmic losses of the cells, IpacThe parallel current of the battery pack is A is Tafel coefficient, IcellIs the leakage current of the battery cell;
in the fuel cell, the number of cells connected in seriesComprises the following steps:
wherein, VDCIs a DC bus voltage, EcellA limit voltage for the battery cell;
number of parallel batteriesComprises the following steps:
wherein,is the maximum power of the fuel cell,is the maximum power of the battery cell.
10. The management control method according to any one of claims 2 to 6, wherein in step S11, the operation model of the super capacitor is:
wherein,supplying the super capacitor with the maximum power of the electric vehicle, M being the total mass of the electric vehicle, taFor acceleration time, V is the speed of the electric vehicle;
the super capacitor is made ofAndwhen discharged, the maximum energy transferred by the super capacitorComprises the following steps:
wherein,andrespectively the minimum and maximum voltage of the supercapacitor cell, andNeleis the total number of supercapacitor cells, CeleIs the total rated capacity of the supercapacitor,is the maximum voltage of the supercapacitor;
total number N of supercapacitor cellseleComprises the following steps:
wherein N ispNumber of supercapacitor cells in series, NSThe number of the parallel super capacitor monomers.
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| CN115117973A (en) * | 2022-07-15 | 2022-09-27 | 首凯汽车零部件（江苏）有限公司 | Voltage superposition type composite power supply system |
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