CN109649183A - A kind of pure electric automobile energy management and energy reclaiming method - Google Patents
A kind of pure electric automobile energy management and energy reclaiming method Download PDFInfo
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- CN109649183A CN109649183A CN201811408156.8A CN201811408156A CN109649183A CN 109649183 A CN109649183 A CN 109649183A CN 201811408156 A CN201811408156 A CN 201811408156A CN 109649183 A CN109649183 A CN 109649183A
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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
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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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- 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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Abstract
The present invention relates to pure electric automobile manufacturing technology fields, more particularly to a kind of pure electric automobile energy management and energy reclaiming method, under driving mode, the maximum charge power that battery pack allows is the minimum value in the case of following two: the maximum charge instantaneous power that one, BMS allow；Secondly, BMS allow maximum charge continuous power.TMM energy distribution, specifically, one, have defrosting-defogging request in the case where, preferential answering defrosting-defogging function；Secondly, without defrosting-defogging request, VCU judge firstly the need of the maximum discharge power allowed according to battery pack battery thermal management power and road horsepower distribution priority.During vehicle traveling and heat management, VCU controls battery according to demand preferentially to DCDC distribution power, and distributes the energy consumption between vehicle driving and heat management.And all controllers all keep co-ordination state, improve the energy ecology of electric vehicle, increase the course continuation mileage of electric vehicle.
Description
Technical field
The present invention relates to pure electric automobile manufacturing technology fields, especially electric automobile energy management domain, and in particular to
A kind of pure electric automobile energy management and energy reclaiming method.
Background technique
Due to electric vehicle structure complexity, there are many electric components, in vehicle traveling, electric discharge, heat management, driving, braking
Deng during, actual condition, environment and the variation of driving condition moment are bound to cause the waste of battery power.Secondly, sliding, making
If the kinetic energy of dynamic consumption does not recycle, heat energy dissipation will be generated in atmosphere, not only lead to climate warming but also waste of energy.
To solve the problems, such as that electric automobile energy wastes, although the prior art proposes energy management strategies, what it was directed to
It is only unilaterally, operating condition to be divided into city operating condition, rural operating condition, high-speed working condition and uncertain operating condition as the prior art exists
Deng energy content of battery distribution, which is arranged under different operating conditions, to be realized to energy management, but its limitation is strong, and is only under control drive mode
Energy distribution.
How electric energy is encouraged according to operating condition, environment and driving condition etc. effectively to distribute to for required operating mode, and
The purpose for saving electric energy is realized, currently without effective technical solution.
Summary of the invention
The present invention provides the method for a kind of pure electric automobile energy management and energy regenerating, effectively realizes and rationally manages to energy
Reason saves battery limited electric energy, and can be recycled kinetic energy in braking process and be converted into electric energy.
To realize the above-mentioned technical purpose, the technical scheme adopted by the invention is as follows, a kind of pure electric automobile energy management method,
It is powered on for vehicle high-voltage, comprising:
TMM energy distribution, specifically, one, have defrosting-defogging request in the case where, the preferential answering function, at this time
The heat management general power that TMM power is requested in the case where the maximum discharge power that battery pack allows allows for TMM；
Secondly, request without defrosting-defogging, VCU judges battery thermal according to the maximum discharge power that battery pack allows first
The priority of power and road horsepower distribution is managed, i.e., under the premise of meeting vehicle traveling lowest power, preferentially meets the heat of BMS
Regulatory requirement；
In the case where the maximum discharge power that battery pack allows allows, TMM limitation power≤battery pack that VCU is sent permits
Perhaps output power-motor real output of maximum discharge power-DCDC；In AC charging heat management or AC charging
When, the output voltage and electric current of VCU real-time reception OBC calculate the real-time output power of OBC, guarantee the limit for the TMM that VCU is sent
The output power of the output power-DCDC of power≤OBC processed；
The heat management power of passenger cabin demand is the battery pack heat pipe that VCU calculates that the general power that TMM is requested subtracts BMS request
Manage power；
The maximum discharge power that battery pack allows is the minimum value in the case of following two: one, BMS pass through CAN network
The maximum electric discharge instantaneous power of current permissions sent, secondly, the current permission maximum that is sent by CAN network of BMS discharge it is lasting
Discharge power；
The available discharge power of motor, the i.e. maximum discharge power of motor, calculating formula are as follows: the maximum discharge power of motor
Maximum discharge power-DCDC actual power-TMM the actual power that=battery pack allows；The maximum discharge power that battery pack allows
DCDC is used for highest priority when distribution.
As the improved technical solution of the present invention, TMM actual power includes PTC actual power and EAC actual power.
As the improved technical solution of the present invention, under drive mode, when BMS failure, maximums that VCU is only issued according to BMS
Power is allowed to be limited.
As the improved technical solution of the present invention, the power distribution mode of passenger cabin heat management is as follows,
Under Normal mode:
When SOC is higher than Normal Mode S ocHi, the maximum power that TMM should be allowed to request works；
When SOC is lower than Normal Mode S ocHi, and is higher than Normal Mode S ocLo, passenger cabin heat management is at most distributed
Power is that power 1 is limited under Normal mode；
When SOC be lower than Normal Mode S ocLo when, passenger cabin heat management at most can distribution power be Normal mode lower limit
Power 2 processed；
Under Sport mode:
1) when SOC be higher than Sport Mode S oc when, passenger cabin heat management at most can distribution power be Sport mode under limit
Power 1；
When SOC be lower than Sport Mode S oc when, passenger cabin heat management at most can distribution power be Sport mode under limit function
Rate 2；
Under Eco mode:
1) when SOC be higher than Eco Mode S oc when, passenger cabin heat management at most can distribution power be Eco mode under limit power
1；
2) when SOC be lower than Eco Mode S oc when, passenger cabin heat management at most can distribution power be Eco mode under limit power
2；SocHi, SocLo and Soc are calibrable variable value, and the above calibrable variable value is demarcated based on experience value.
It is a further object of the present invention to provide a kind of energy reclaiming methods of pure electric automobile, power on for the high pressure
After carry out energy regenerating, under driving mode, the maximum charge power that battery pack allows is the minimum in the case of following two
Value: the maximum charge instantaneous power that one, BMS allow；Secondly, BMS allow maximum charge continuous power；What battery pack allowed
Maximum charge power is also the power limit of energy regenerating,
Energy regenerating includes sliding energy recuperation mode and Brake energy recovery mode；Energy recuperation mode is slided for vehicle
Enter sliding state when energy regenerating；Brake energy recovery mode is suitable for energy regenerating under on-position.
As the improved technical solution of the present invention, vehicle is into the condition for sliding energy recuperation mode:
1) driver opens energy regenerating switch by IHU；
2) vehicle is in Ready mode；
3) gear is in D grades；
4) cruise function un-activation；
5) automatic parking function un-activation；
6) ABS/ESC function un-activation；
7) speed is greater than the entrance speed for sliding recycling；
8) accelerator pedal is not stepped on；
9) brake pedal is not stepped on；
10) system is without three-level fault；
11) charge power maximum allowable in short-term of BMS is greater than the maximum power that motor slides generation；
12) the minimum available torque of MCU slides peak torque less than motor.
As the improved technical solution of the present invention, vehicle enters Brake energy recovery mode, needs to meet following condition:
1) driver opens energy regenerating switch by IHU；
2) vehicle is in Ready mode；
3) gear is in D grades；
4) ABS/ESC function un-activation；
5) speed is greater than braking recycling and enters speed；
6) brake pedal is stepped on；
7) system is without three-level fault；
8) the maximum allowable charge power of BMS is greater than the maximum power that motor braking generates；
9) the minimum available torque of MCU is less than motor braking peak torque；
10) RBS function activation.
As the improved technical solution of the present invention, in Brake energy recovery mode, Brake energy recovery is carried out by ABS/ESC
Control, distribution machinery braking torque and electric braking torque；VCU executes the electric braking torque value of ABS/ESC distribution.
As the improved technical solution of the present invention, Brake energy recovery mode includes the electricity system that VCU executes ABS/ESC distribution
Dynamic torque value, specifically includes:
VCU detection brake pedal switch signal, brake pedal position signal and accelerator pedal switching signal are simultaneously sent to
ABS/ESC；
Meanwhile VCU according to the maximum allowable charge power of battery pack, the minimum allowable torque value of motor, acquisition gear
Information calculates Brake energy recovery maximum negative torque value, and is sent to ABS/ESC in real time；
ABS/ESC acquires brake pedal switch and stroke, calculates braking torque demand, judges RBS state, receive simultaneously
After the information that VCU is sent, judge whether to be able to carry out Brake energy recovery；
When allowing Brake energy recovery, ABS/ESC calculates total demand braking force according to current vehicle on-position, and
Hydraulic braking and the distribution of motor regenerative braking torque are carried out, by motor regenerative braking torque, RBS activation signal to VCU；
VCU is carried out when RBS activation signal is effective according to the motor regenerative braking torque control motors of ABS/ESC distribution
The torque value of the practical Brake energy recovery of motor is fed back to ABS/ESC by feedback braking, VCU；
VCU only controls hydraulic braking when RBS activation signal is invalid.
Beneficial effect
Technical solution of the present invention saves battery power using two methods, first is that, in real time, Reasonable calculating charging, put
The power of electricity, the electrical energy demands of the modules such as motor, heat management, and carry out energy management；Second is that being produced using alternating current generator negative torque
The mechanical heat energy that vehicle sliding or braking generate is converted to electric energy and is recovered in battery, gone forward side by side by the principle of raw current electric power generation
One step is converted to driving energy, and the continual mileage of electric car can be improved.
During vehicle traveling and heat management, VCU controls battery and preferentially powers according to demand to DCDC, and reasonable distribution vehicle
Traveling heat management between energy consumption.In the process of moving, electric current principle is generated using motor negative torque, VCU can be controlled
Mechanical heat energy is recovered as electric energy by way of sliding or braking by motor processed.All controllers all keep co-ordination shape
State improves the energy ecology of electric vehicle, increases the course continuation mileage of electric vehicle.
Detailed description of the invention
The energy management of Fig. 1 the application and energy recycling system block diagram；
Fig. 2 the application Brake energy recovery model process figure.
Specific embodiment
To keep purpose and the technical solution of the embodiment of the present invention clearer, below in conjunction with the attached of the embodiment of the present invention
Figure, is clearly and completely described the technical solution of the embodiment of the present invention.Obviously, described embodiment is of the invention
A part of the embodiment, instead of all the embodiments.Based on described the embodiment of the present invention, those of ordinary skill in the art
Every other embodiment obtained, shall fall within the protection scope of the present invention under the premise of being not necessarily to creative work.
Those skilled in the art of the present technique are appreciated that unless otherwise defined, all terms used herein (including technology art
Language and scientific term) there is meaning identical with the general understanding of those of ordinary skill in fields of the present invention.Should also
Understand, those terms such as defined in the general dictionary, which should be understood that, to be had and the meaning in the context of the prior art
The consistent meaning of justice, and unless defined as here, it will not be explained in an idealized or overly formal meaning.
The vehicle energy management strategies of the application, energy management is mainly according to the SOC state of battery pack, voltage, temperature etc.
Information calculates maximum allowable feedback power of the vehicle under different operational modes (Eco, Sport, Normal), driving most
The big limitation power for allowing air-conditioning under discharge power and different condition.The electric automobile energy management method proposed, including control
Battery discharge power processed, maximum discharge power；Motor discharge power, priority；Energy management under feedback mode of driving a vehicle；TMM heat
Heating, cooling power distribution under management；The entry condition for sliding energy regenerating slides calculating and the change procedure of torque；
The entrance of Brake energy recovery/release condition, the information collection of Brake energy recovery, torque arithmetic, module interaction, execute and from
Dynamic feedback procedure.
Energy management includes the electric discharge of battery pack and the priority of charging and motor, thermal management module consumption energy, also
The state of with good grounds battery carries out optimal the problems such as using power.
Unevaluated words, possible battery pack feedback electric energy is excessive, causes temperature excessively high or even catches fire；Or battery capacity mistake
When low, guarantee travel priority automatically, the equipment for closing remaining consumption electric energy such as air-conditioning.
In the application text, explanation of nouns:
Abbreviation full name in English Chinese name
VCU Vehicle Control Unit full-vehicle control unit
BMS Battery Management System battery management system
MCU Motor Control Unit motor control unit
PTC PTC electric heater
DCDC DCDC DC converter
OBC On Board Charging control unit Vehicular charger
TMM Temperature Management Module thermal management module
ABS Anti-lock Brake System anti-lock braking system
OBC On-Board Charger Vehicular charger
RBS liquid braking device
As shown in Figure 1, the overall system view of pure electric automobile energy management and energy regenerating, including entire car controller
(VCU), DCDC, battery management (BMS), thermal management module (TMM), heater (PTC), compressor of air conditioner (EAC), gear control
Device (GSM), electric machine controller (MCU), acceleration/deceleration pedal, electric stabilizing system (ESP), brake actuator；
Wherein, DCDC, BMS, TMM, MCU and ESP can carry out two-way communication link with VCU, and participate in energy feedback
Mode, TMM also distinguishes controlling and connects PTC and EAC in energy feedback mode；
In hydraulic braking mode, brake actuator and ESP two-way communication link；Acceleration/deceleration pedal, GSM are sent out to VCU
The number of delivering letters.
The maximum discharge power that battery pack allows includes that the power of electrical consumption and heat management consume power；Motor can be used back
Receiving power is the process of energy regenerating, including Brake energy recovery and slides energy regenerating.
Maximum discharge power-DCDC actual power-EAC the actual power-that the maximum discharge power of motor=battery allows
PTC actual power
Battery discharge is supplied to two major parts: motor (consumption) electric discharge, to drive running car；Heat management consumption
(air-conditioning module (TMM)=heating (PTC)+refrigeration (EAC)).
It is powered on for vehicle high-voltage, a kind of pure electric automobile energy management method, comprising:
Under driving mode, the maximum charge power that battery pack allows is the minimum value in the case of following two: one, BMS
The maximum charge instantaneous power of permission；Secondly, BMS allow maximum charge continuous power；The maximum discharge power that battery allows
For the minimum value in the case of following 2 kinds:
Specifically, the calculating of the maximum charge power (feedback charging) of motor:
When vehicle mode is in drive mode, the available regenerative power of motor is the maximum charge function that battery pack allows
Rate；Under driving mode, the maximum charge power that battery pack allows is the minimum value in the case of following 2 kinds: VCU is sent according to BMS
Current permission maximum charge instantaneous power and it is current allow maximum charge continuous power, calculate the maximum charge that battery pack allows
Power.Maximum charge power, which should be no more than BMS, allows maximum charge instantaneous power；When practical charge power is more than that VCU allows most
At big charging continuous power 15 seconds, maximum charge power, which should be no more than BMS, allows maximum charge continuous power.According to current failure
Situation limits current maximum charge power；For the failure for carrying out limitation power of VCU judgement, power should be carried out here
Limitation.(VCU is only limited according to the maximum allowable power that BMS is issued when BMS failure, and is no longer individually limited).
It is explained in detail are as follows: when BMS does not have in the event of failure, BMS can calculate in real time battery feedback power according to the state of battery,
VCU control motor feeds back to the power of battery no more than this real value；When BMS breaks down, BMS sends a fixation
It is worth and is no more than this fixed value to VCU, the VCU power for controlling motor feedback, does not need to be calculated in real time again.
TMM energy distribution, specifically, one, have defrosting-defogging request in the case where, the preferential answering function, at this time
The heat management general power that the maximum discharge power for being limited in battery pack permission of TMM power is requested in the case of allowing for TMM；
Secondly, request without defrosting-defogging, VCU judges battery firstly the need of the maximum discharge power allowed according to battery pack
The priority of heat management power and road horsepower distribution preferentially meets BMS that is, under the premise of meeting vehicle traveling lowest power
Thermal management requirements；If the discharge power of battery is smaller, in order to prevent by power distribution in some cases, as temperature is lower
After BMS heat management, be insufficient for the traveling lowest power demand of vehicle, cause vehicle that can not travel, so when should be excellent
First meet vehicle road horsepower demand.When battery discharge power is higher, BMS thermal management requirements and row can be met simultaneously
Power demand is sailed, then preferentially meets the thermal management requirements of BMS.
In the case where the maximum discharge power that battery pack allows allows, TMM limitation power≤battery pack that VCU is sent permits
Perhaps output power-motor real output of maximum discharge power-DCDC；In AC charging heat management or AC charging
When, the output voltage and electric current of VCU real-time reception OBC calculate the real-time output power of OBC, guarantee the limit for the TMM that VCU is sent
The output power of the output power-DCDC of power≤OBC processed；The maximum discharge power that battery pack allows is according to battery pack
The information such as SOC state, voltage, temperature are calculated by complicated algorithm.It is any that the selection of algorithm is chosen as the prior art
It is able to achieve the algorithm of the function.
The heat management power of passenger cabin demand is the battery pack heat pipe that VCU calculates that the general power that TMM is requested subtracts BMS request
Manage power；VCU should be allocated passenger cabin heat management power according to different driving modes.Allow in battery pack general power
In the case of, the battery pack heat management power that total permission power that VCU sends TMM should be BMS request is warm plus passenger cabin is distributed to
The power of management.
In the energy management of above-mentioned driving feedback mode and TMM, the maximum discharge power that battery pack allows is following two
Minimum value in the case of kind: current the permissions maximum that one, BMS are sent by CAN network is discharged instantaneous power, secondly, BMS leads to
Cross the maximum electric discharge continuous discharge power of current permission of CAN network transmission；
Specifically, the maximum discharge power that battery allows is the minimum value in the case of following 2 kinds:
The maximum electric discharge instantaneous power of current permission and the maximum electric discharge of current permission that VCU is sent according to BMS by CAN network
Continuous discharge power calculates the maximum discharge power that battery pack allows.The maximum discharge power that battery pack allows should be no more than BMS
Allow maximum electric discharge instantaneous power；When actual discharge power is more than that VCU allows maximum electric discharge continuous power 15 seconds, maximum electric discharge
Power, which should be no more than BMS, allows maximum electric discharge continuous power.
Current maximum discharge power is limited according to current failure situation；For VCU judgement carry out limit power
Failure should carry out power limit here.(VCU is only limited according to the maximum allowable power that BMS is issued when BMS failure, and
It is no longer individually limited)
The available discharge power of motor, the i.e. maximum discharge power of motor, calculating formula are as follows: the maximum discharge power of motor
Maximum discharge power-DCDC actual power-TMM the actual power that=battery pack allows；TMM actual power includes the practical function of PTC
Rate and EAC actual power.DCDC is used for highest priority when the maximum discharge power that battery pack allows is distributed.Specific motor
The calculating of available discharge power to consider the different operational mode of vehicle (Eco, Normal, Sport), in different mode,
The priority of each device power distribution is different.DCDC possesses highest priority always, and power distribution in different modes
Different and priority, is embodied by the limitation difference to TMM.
The power distribution mode of passenger cabin heat management is as follows,
Under Normal mode:
When SOC is higher than Normal Mode S ocHi (can calibration value), maximum power work that TMM should be allowed to request；
When SOC is lower than Normal Mode S ocHi (can calibration value), and when being higher than Normal Mode S ocLo (can calibration value),
The most distribution powers of passenger cabin heat management are that power 1 (can calibration value) be limited under Normal mode；
When SOC is lower than Normal Mode S ocLo (can calibration value), passenger cabin heat management at most can distribution power be
It is limited under Normal mode power 2 (can calibration value).
Under Sport mode:
1) when SOC is higher than Sport Mode S oc (can calibration value), passenger cabin heat management at most can distribution power be Sport
It is limited under mode power 1 (can calibration value)；
When SOC is lower than Sport Mode S oc (can calibration value), passenger cabin heat management at most can distribution power be Sport mould
It is limited under formula power 2 (can calibration value).
Under Eco mode:
1) when SOC is higher than Eco Mode S oc (can calibration value), passenger cabin heat management at most can distribution power be Eco mode
Lower limitation power 1 (can calibration value)；
2) when SOC is lower than Eco Mode S oc (can calibration value), passenger cabin heat management at most can distribution power be Eco mode
Lower limitation power 2 (can calibration value).
The above calibrable variable value is demarcated based on experience value.
Calibrable variable value is all the value that can be demarcated.Namely rule of thumb, one is set under different driving modes
Battery SOC threshold value, if current battery SOC is higher than this threshold value, the power of passenger compartment heat management distribution is limits value 1；If
Current battery SOC is lower than this threshold value, then the power of passenger compartment heat management distribution is limits value 2.
Vehicle energy recycling system can be used as generator when the torque of motor and opposite rotary speed direction, in vehicle sliding
The heat generated in capable or braking process, and it is translated into electric energy storage in the battery, make for driving or other equipment
With.
Therefore, the another object of the application is to provide a kind of energy reclaiming method of pure electric automobile, is used for high pressure
Energy regenerating is carried out after electricity, including slides energy recuperation mode and Brake energy recovery mode；Slide energy recuperation mode
Energy regenerating when entering sliding state for vehicle；Brake energy recovery mode is suitable for energy regenerating under on-position.
As the improved technical solution of the present invention, vehicle is into the condition for sliding energy recuperation mode:
1) driver opens energy regenerating switch by IHU；
2) vehicle is in Ready mode；
3) gear is in D grades；
4) cruise function un-activation；
5) automatic parking function un-activation；
6) ABS/ESC function un-activation；
7) speed is greater than the entrance speed for sliding recycling；
8) accelerator pedal is not stepped on；
9) brake pedal is not stepped on；
10) system is without three-level fault；
11) charge power maximum allowable in short-term of BMS is greater than the maximum power that motor slides generation；
12) the minimum available torque of MCU slides peak torque less than motor.
Different Map need to be looked under different vehicle mode according to speed acquisition of tabling look-up to ensure by sliding energy regenerating torque
Different dynamic property and economy demand.To guarantee to drive ride comfort, recycling torque is smaller when low speed, recycles with speed increase
Torque is gradually increased, and after speed reaches certain value, is slided energy regenerating torque and is no longer increased and (slide body in energy regenerating Map
It is existing).
Vehicle enters Brake energy recovery mode, needs to meet following condition:
1) driver opens energy regenerating switch by IHU；
2) vehicle is in Ready mode；
3) gear is in D grades；
4) ABS/ESC function un-activation；
5) speed is greater than braking recycling and enters speed；
6) brake pedal is stepped on；
7) system is without three-level fault；
8) the maximum allowable charge power of BMS is greater than the maximum power that motor braking generates；
9) the minimum available torque of MCU is less than motor braking peak torque；
10) RBS function activation.
As shown in Fig. 2, Brake energy recovery is controlled by ABS/ESC, distribution machinery system in Brake energy recovery mode
Dynamic torque and electric braking torque；VCU executes the electric braking torque value of ABS/ESC distribution.
In detail, Brake energy recovery mode includes the electric braking torque value that VCU executes ABS/ESC distribution, is specifically included:
VCU detection brake pedal switch signal, brake pedal position signal and accelerator pedal switching signal are simultaneously sent to
ABS/ESC；
Meanwhile VCU according to the maximum allowable charge power of battery pack, the minimum allowable torque value of motor, acquisition gear
Information calculates Brake energy recovery maximum negative torque value, and is sent to ABS/ESC in real time；
ABS/ESC acquires brake pedal switch and stroke, calculates braking torque demand, judges RBS state, receive simultaneously
After the information that VCU is sent, judge whether to be able to carry out Brake energy recovery；
When allowing Brake energy recovery, ABS/ESC calculates total demand braking force according to current vehicle on-position, and
Hydraulic braking and the distribution of motor regenerative braking torque are carried out, by motor regenerative braking torque, RBS activation signal to VCU；
VCU is carried out when RBS activation signal is effective according to the motor regenerative braking torque control motors of ABS/ESC distribution
The torque value of the practical Brake energy recovery of motor is fed back to ABS/ESC by feedback braking, VCU；
VCU only controls hydraulic braking when RBS activation signal is invalid.
It more specifically explains are as follows: Brake energy recovery is controlled by ABS/ESP, distribution machinery braking torque and electric braking
Torque, VCU execute the electric braking torque of ABS/ESP distribution.
VCU detects brake pedal switch, brake pedal position signal, and acceleration pedal position signal is simultaneously sent to ABS/ESP.
VCU calculates dynamical system maximum braking recycling torque according to the maximum allowable charge power of BMS, the minimum allowable torque of MCU
And it is sent to ABS/ESP in real time.VCU judges that system enters Brake energy recovery, sends braking recycling available mode to ABS/
ESP。
ABS/ESP calculates total demand braking force according to current vehicle on-position, and carries out hydraulic braking and motor time
The torque distribution of feedback braking, by motor regenerative braking torque, RBS activation signal to VCU.
VCU carries out feedback braking when RBS activation signal is effective, according to the torque value control motor of ABS/ESP distribution.
VCU does not control motor and carries out feedback braking when RBS activation signal is invalid.VCU is by the torque of the practical Brake energy recovery of motor
Value feeds back to ABS/ESP.
The above is only embodiments of the present invention, and the description thereof is more specific and detailed, and but it cannot be understood as right
The limitation of the invention patent range.It should be pointed out that for those of ordinary skill in the art, not departing from the present invention
Under the premise of design, various modifications and improvements can be made, these are all belonged to the scope of protection of the present invention.
Claims (9)
1. a kind of pure electric automobile energy management method, powers on for vehicle high-voltage characterized by comprising TMM energy point
Match, specifically, one, have defrosting-defogging request in the case where, the preferential answering function, at this time TMM power battery pack permit
Perhaps the heat management general power that maximum discharge power is requested in the case where allowing for TMM；
Secondly, request without defrosting-defogging, VCU judges battery thermal management function according to the maximum discharge power that battery pack allows first
The priority of rate and road horsepower distribution preferentially meets the heat management of BMS that is, under the premise of meeting vehicle traveling lowest power
Demand；
In the case where the maximum discharge power that battery pack allows allows, TMM limitation power≤battery pack that VCU is sent allows
Output power-motor real output of maximum discharge power-DCDC；In AC charging heat management or AC charging,
The output voltage and electric current of VCU real-time reception OBC calculates the real-time output power of OBC, guarantees the limitation function for the TMM that VCU is sent
The output power of rate≤OBC output power-DCDC；
The heat management power of passenger cabin demand is the battery pack heat management function that VCU calculates that the general power that TMM is requested subtracts BMS request
Rate；
The maximum discharge power that battery pack allows is the minimum value in the case of following two: one, BMS are sent by CAN network
The maximum electric discharge instantaneous power of current permission, secondly, the current permission maximum that is sent by CAN network of BMS discharges continuous discharge
Power；
The available discharge power of motor, the i.e. maximum discharge power of motor, calculating formula are as follows: maximum discharge power=electricity of motor
Maximum discharge power-DCDC actual power-TMM the actual power that Chi Bao allows；The maximum discharge power that battery pack allows is distributed
When DCDC be used for highest priority.
2. a kind of pure electric automobile energy management method according to claim 1, which is characterized in that TMM actual power packet
Include PTC actual power and EAC actual power.
3. a kind of pure electric automobile energy management method according to claim 1, which is characterized in that under drive mode, BMS
When failure, VCU is only limited according to the maximum allowable power that BMS is issued.
4. a kind of pure electric automobile energy management method according to claim 1, which is characterized in that passenger cabin heat management
Power distribution mode is as follows,
Under Normal mode:
When SOC is higher than Normal Mode S ocHi, the maximum power that TMM should be allowed to request works；
When SOC is lower than Normal Mode S ocHi, and is higher than Normal Mode S ocLo, the most distribution powers of passenger cabin heat management
To limit power 1 under Normal mode；
When SOC be lower than Normal Mode S ocLo when, passenger cabin heat management at most can distribution power be Normal mode under limit function
Rate 2；
Under Sport mode:
1) when SOC be higher than Sport Mode S oc when, passenger cabin heat management at most can distribution power be Sport mode under limit power
1；
When SOC be lower than Sport Mode S oc when, passenger cabin heat management at most can distribution power be Sport mode under limit power 2；
Under Eco mode:
1) when SOC be higher than Eco Mode S oc when, passenger cabin heat management at most can distribution power be Eco mode under limit power 1；
2) when SOC be lower than Eco Mode S oc when, passenger cabin heat management at most can distribution power be Eco mode under limit power 2；
SocHi, SocLo and Soc are calibrable variable value, and the above calibrable variable value is demarcated based on experience value.
5. a kind of energy reclaiming method of pure electric automobile carries out energy after powering on for high pressure described in claim 1
Recycling, which is characterized in that under driving mode, the maximum charge power that battery pack allows is the minimum value in the case of following two:
The maximum charge instantaneous power that one, BMS allow；Secondly, BMS allow maximum charge continuous power；Battery pack allows most
Big charge power is also the power limit of energy regenerating,
Energy regenerating includes sliding energy recuperation mode and Brake energy recovery mode；Slide energy recuperation mode for vehicle into
Energy regenerating when entering sliding state；Brake energy recovery mode is suitable for energy regenerating under on-position.
6. a kind of energy reclaiming method of pure electric automobile according to claim 5, which is characterized in that vehicle, which enters, to be slided
The condition of energy recuperation mode is:
1) driver opens energy regenerating switch by IHU；
2) vehicle is in Ready mode；
3) gear is in D grades；
4) cruise function un-activation；
5) automatic parking function un-activation；
6) ABS/ESC function un-activation；
7) speed is greater than the entrance speed for sliding recycling；
8) accelerator pedal is not stepped on；
9) brake pedal is not stepped on；
10) system is without three-level fault；
11) charge power maximum allowable in short-term of BMS is greater than the maximum power that motor slides generation；
12) the minimum available torque of MCU slides peak torque less than motor.
7. a kind of energy reclaiming method of pure electric automobile according to claim 5, which is characterized in that vehicle enters braking
Energy recuperation mode needs to meet following condition:
1) driver opens energy regenerating switch by IHU；
2) vehicle is in Ready mode；
3) gear is in D grades；
4) ABS/ESC function un-activation；
5) speed is greater than braking recycling and enters speed；
6) brake pedal is stepped on；
7) system is without three-level fault；
8) the maximum allowable charge power of BMS is greater than the maximum power that motor braking generates；
9) the minimum available torque of MCU is less than motor braking peak torque；
10) RBS function activation.
8. a kind of energy reclaiming method of pure electric automobile according to claim 5, which is characterized in that Brake energy recovery
In mode, Brake energy recovery is controlled by ABS/ESC, distribution machinery braking torque and electric braking torque；VCU executes ABS/
The electric braking torque value of ESC distribution.
9. a kind of energy reclaiming method of pure electric automobile according to claim 5 or 8, which is characterized in that braking energy
Take-back model includes the electric braking torque value that VCU executes ABS/ESC distribution, is specifically included:
VCU detection brake pedal switch signal, brake pedal position signal and accelerator pedal switching signal are simultaneously sent to ABS/
ESC；
Meanwhile VCU according to the maximum allowable charge power of battery pack, the minimum allowable torque value of motor, acquisition gear information,
Brake energy recovery maximum negative torque value is calculated, and is sent to ABS/ESC in real time；
ABS/ESC acquires brake pedal switch and stroke, calculates braking torque demand, judges RBS state, while receiving VCU hair
After the information sent, judge whether to be able to carry out Brake energy recovery；
When allowing Brake energy recovery, ABS/ESC calculates total demand braking force according to current vehicle on-position, and carries out
Hydraulic braking and the distribution of motor regenerative braking torque, by motor regenerative braking torque, RBS activation signal to VCU；
VCU is braked when RBS activation signal is effective according to the motor regenerative braking torque control motors that ABS/ESC is distributed
The torque value of the practical Brake energy recovery of motor is fed back to ABS/ESC by feedback, VCU；
VCU only controls hydraulic braking when RBS activation signal is invalid.
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