CN109649183B - Energy management and energy recovery method for pure electric vehicle - Google Patents
Energy management and energy recovery method for pure electric vehicle Download PDFInfo
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- CN109649183B CN109649183B CN201811408156.8A CN201811408156A CN109649183B CN 109649183 B CN109649183 B CN 109649183B CN 201811408156 A CN201811408156 A CN 201811408156A CN 109649183 B CN109649183 B CN 109649183B
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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 invention relates to the technical field of pure electric vehicle manufacturing, in particular to a method for energy management and energy recovery of a pure electric vehicle, wherein in a driving mode, the maximum charging power allowed by a battery pack is the minimum value under the following two conditions: first, maximum charging instantaneous power allowed by BMS; and secondly, the maximum charging continuous power allowed by the BMS. TMM energy allocation, specifically, firstly, in the case of a defrosting and demisting request, a defrosting and demisting function is responded preferentially; and secondly, without a defrosting and defogging request, the VCU firstly needs to judge the priority of battery thermal management power and running power distribution according to the maximum discharge power allowed by the battery pack. In the whole vehicle running and thermal management process, the VCU controls the battery to preferentially distribute power to the DCDC according to the requirement, and distributes energy consumption between the vehicle running and the thermal management. And all controllers keep a coordinated working state, so that the energy use efficiency of the electric vehicle is improved, and the endurance mileage of the electric vehicle is increased.
Description
Technical Field
The invention relates to the technical field of pure electric vehicle manufacturing, in particular to the field of electric vehicle energy management, and specifically relates to a method for energy management and energy recovery of a pure electric vehicle.
Background
Due to the complex structure and many electric parts of the electric automobile, the waste of battery energy is caused by the change of actual working conditions, environment and driving state all the time in the processes of driving, discharging, heat management, driving, braking and the like of the whole automobile. Secondly, if the kinetic energy consumed by sliding and braking is not recovered, the generated heat energy is dissipated into the atmosphere, which causes climate warming and wastes energy.
In order to solve the problem of energy waste of the electric automobile, although an energy management strategy is provided in the prior art, the energy management strategy is only one-way, for example, in the prior art, the working conditions are divided into urban working conditions, rural working conditions, high-speed working conditions, uncertain working conditions and the like, battery energy distribution under different working conditions is set to realize energy management, but the limitation is strong, and the energy distribution is only controlled in a driving mode.
How to effectively distribute the electric energy to the required working modes according to the prize such as the working condition, the environment, the driving state and the like and realize the purpose of saving the electric energy, no effective technical scheme exists at present.
Disclosure of Invention
The invention provides a method for energy management and energy recovery of a pure electric vehicle, which effectively realizes reasonable energy management, saves limited electric energy of a battery, and can recycle kinetic energy in the braking process and convert the kinetic energy into electric energy.
In order to achieve the technical purpose, the invention adopts the technical scheme that the energy management method of the pure electric vehicle is used for electrifying the vehicle at high voltage, and comprises the following steps:
TMM energy allocation, specifically, one of them, in case of a defrosting and defogging request, responds to the function preferentially, where the TMM power is the total thermal management power requested by the TMM in case of the maximum discharge power allowed by the battery pack;
secondly, no defrosting and defogging request is made, the VCU firstly judges the priority of battery heat management power and running power distribution according to the maximum discharge power allowed by the battery pack, namely the heat management requirement of the BMS is preferentially met on the premise of meeting the lowest running power of the whole vehicle;
under the condition that the maximum discharge power allowed by the battery pack is allowed, the TMM limit power sent by the VCU is less than or equal to the maximum discharge power allowed by the battery pack, namely the output power of the DCDC (direct current drive) and the actual output power of the motor; when the alternating current charging thermal management or alternating current charging is carried out, the VCU receives the output voltage and current of the OBC in real time, calculates the real-time output power of the OBC, and ensures that the limit power of the TMM sent by the VCU is less than or equal to the output power of the OBC, namely the output power of the DCDC;
the thermal management power required by the passenger cabin is the total power of the TMM request minus the battery pack thermal management power of the BMS request calculated by the VCU;
the maximum discharge power allowed by the battery pack is the minimum value of the following two conditions: firstly, the BMS sends the current maximum discharge instantaneous power through the CAN network, and secondly, the BMS sends the current maximum discharge continuous discharge power through the CAN network;
the available discharge power of the motor, namely the maximum discharge power of the motor, is calculated by the following formula: the maximum discharge power of the motor is the maximum discharge power allowed by the battery pack-DCDC actual power-TMM actual power; DCDC is used for the highest priority when the maximum discharge power allocation allowed for the battery pack.
As an improved technical scheme of the invention, the TMM actual power comprises PTC actual power and EAC actual power.
As an improved technical scheme of the invention, in a driving mode, when the BMS fails, the VCU only limits according to the maximum allowable power sent by the BMS.
As an improved technical scheme of the invention, the power distribution mode of the heat management of the passenger cabin is as follows,
in Normal mode:
when the SOC is higher than Normal mode SocHi, the TMM should be allowed to operate at the requested maximum power;
when the SOC is lower than the Normal mode SocHi and higher than the Normal mode SocLo, the passenger cabin thermal management distributes the maximum power to limit the power to 1 in the Normal mode;
when the SOC is lower than the Normal mode SocLo, the passenger cabin thermal management can distribute the power to limit the power to 2 at most under the Normal mode;
in Sport mode:
1) when the SOC is higher than the Sport mode Soc, the maximum distributable power of the passenger cabin thermal management is limited power 1 in the Sport mode;
when the SOC is lower than the Sport mode Soc, the maximum distributable power of the passenger cabin thermal management is limited power 2 in the Sport mode;
in Eco mode:
1) when the SOC is higher than the Eco mode SOC, the passenger cabin thermal management can distribute power to limit power 1 in the Eco mode at most;
2) when the SOC is lower than the Eco mode SOC, the passenger cabin thermal management can distribute power to limit power 2 in the Eco mode at most; SocHi, SocLo and Soc are all calibratable variable values, and the calibratable variable values are calibrated according to empirical values.
Another object of the present invention is to provide an energy recovery method for a pure electric vehicle, which is used for recovering energy after the high-voltage power-on is completed, and in a driving mode, a maximum charging power allowed by a battery pack is a minimum value in the following two cases: first, maximum charging instantaneous power allowed by BMS; secondly, maximum charging continuous power allowed by the BMS; the maximum charging power allowed for the battery pack is also the power limit for energy recovery,
the energy recovery comprises a sliding energy recovery mode and a braking energy recovery mode; the coasting energy recovery mode is used for recovering energy when the vehicle enters a coasting state; the braking energy recovery mode is suitable for energy recovery in a braking state.
As an improved technical scheme of the invention, the conditions for the vehicle to enter the coasting energy recovery mode are as follows:
1) the driver turns on an energy recovery switch through the IHU;
2) the vehicle is in Ready mode;
3) the gear is in the D gear;
4) the cruise function is not activated;
5) the auto park function is not activated;
6) ABS/ESC function is not activated;
7) the speed of the vehicle is greater than the entering speed of the sliding recovery;
8) the accelerator pedal is not stepped on;
9) the brake pedal is not stepped on;
10) the system has no three-stage fault;
11) the short-time maximum allowable charging power of the BMS is larger than the maximum power generated by the motor in sliding;
12) the minimum available torque of the MCU is smaller than the motor sliding peak torque.
As an improved technical scheme of the invention, when a vehicle enters a braking energy recovery mode, the following conditions need to be met:
1) the driver turns on an energy recovery switch through the IHU;
2) the vehicle is in Ready mode;
3) the gear is in the D gear;
4) ABS/ESC function is not activated;
5) the vehicle speed is greater than the brake recovery entering vehicle speed;
6) the brake pedal is stepped on;
7) the system has no three-stage fault;
8) the maximum allowable charging power of the BMS is larger than the maximum power generated by motor braking;
9) the minimum available torque of the MCU is smaller than the braking peak torque of the motor;
10) the RBS function is activated.
As an improved technical scheme of the invention, in a braking energy recovery mode, the braking energy recovery is controlled by ABS/ESC, and mechanical braking torque and electric braking torque are distributed; the VCU executes the ABS/ESC assigned electric brake torque value.
As an improved technical scheme of the invention, the braking energy recovery mode comprises that the VCU executes an electric braking torque value distributed by the ABS/ESC, and the braking energy recovery mode specifically comprises the following steps:
the VCU detects a brake pedal switch signal, a brake pedal position signal and an accelerator pedal switch signal and sends the signals to the ABS/ESC;
meanwhile, the VCU calculates a maximum negative torque value of braking energy recovery according to the maximum allowable charging power of the battery pack, the minimum allowable torque value of the motor and the acquired gear information, and sends the maximum negative torque value to the ABS/ESC in real time;
the ABS/ESC collects the brake pedal switch and the travel, calculates the brake torque demand, judges the RBS state, and simultaneously judges whether the brake energy can be recovered after receiving the information sent by the VCU;
when the braking energy recovery is allowed, the ABS/ESC calculates the total braking force demand according to the current vehicle braking state, performs hydraulic braking and motor feedback braking torque distribution, and transmits motor feedback braking torque and RBS activation signals to the VCU;
when the RBS activation signal is effective, the VCU controls the motor to perform brake feedback according to the motor feedback brake torque distributed by the ABS/ESC, and feeds back the torque value recovered by the actual brake energy of the motor to the ABS/ESC;
the VCU controls only the hydraulic braking when the RBS activation signal is inactive.
Advantageous effects
The technical scheme of the invention adopts two methods to save the electric energy of the battery, firstly, the electric energy requirements of the modules such as the charging power, the discharging power, the motor and the heat management are reasonably calculated in real time, and the energy management is carried out; secondly, the principle of generating electricity by using the current generated by the negative torque of the alternating current motor is utilized, mechanical heat energy generated by sliding or braking of the vehicle is converted into electric energy to be recycled into the battery, and further converted into driving energy, so that the driving range of the electric vehicle can be increased.
In the whole vehicle running and thermal management process, the VCU controls the battery to preferentially supply power to the DCDC according to the requirement, and reasonably distributes the energy consumption between the vehicle running and the thermal management. In the driving process, the VCU can control the motor to recover mechanical heat energy into electric energy in a sliding or braking mode by utilizing the principle that the negative torque of the motor generates current. All controllers are in a coordinated working state, so that the energy utilization efficiency of the electric vehicle is improved, and the endurance mileage of the electric vehicle is increased.
Drawings
FIG. 1 is a block diagram of an energy management and energy recovery system of the present application;
FIG. 2 is a flow chart of a braking energy recovery mode of the present application.
Detailed Description
In order to make the purpose and technical solution of the embodiments of the present invention clearer, the technical solution of the embodiments of the present invention will be clearly and completely described below with reference to the drawings of the embodiments of the present invention. It is to be understood that the embodiments described are only a few embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the described embodiments of the invention without any inventive step, are within the scope of protection of the invention.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
According to the whole vehicle energy management strategy, the maximum allowable feedback power and the maximum allowable driving discharge power of the vehicle in different running modes (Eco, Sport, Normal) and the limit power of the air conditioner under different conditions are calculated according to the information of the SOC state, the voltage, the temperature and the like of the battery pack. The proposed energy management method for the electric automobile comprises the steps of controlling the discharge power and the maximum discharge power of a battery; the discharge power and priority of the motor; managing energy in a driving feedback mode; heating and refrigerating energy distribution under TMM thermal management; the method comprises the following steps of (1) entering conditions of sliding energy recovery, and calculating and changing processes of sliding torque; the method comprises the steps of brake energy recovery entering/pushing conditions, information acquisition of brake energy recovery, torque calculation, module interaction, execution and automatic feedback.
The energy management comprises the discharging and charging of the battery pack, the priority of the motor and the energy consumption of the thermal management module, and the optimal power utilization according to the state of the battery.
If not calculated, the battery pack may feed back too much electric energy to cause too high temperature and even fire; or when the battery power is too low, the running priority is automatically ensured, and other devices consuming electric energy, such as an air conditioner, are turned off.
In the context of this application, the terms explain:
english abbreviation Chinese full scale
VCU (Vehicle Control Unit) Vehicle Control Unit
BMS Battery Management System
MCU Motor Control Unit
PTC PTC electric heater
DCDC DCDC direct current converter
OBC On Board charting control unit vehicle charger
TMM Temperature Management Module
ABS Anti-lock Brake System
OBC On-Board Charger
RBS hydraulic brake
As shown in fig. 1, the overall system diagram of energy management and energy recovery of the pure electric vehicle includes a Vehicle Control Unit (VCU), a DCDC, a battery management unit (BMS), a Thermal Management Module (TMM), a heater (PTC), an air conditioning compressor (EAC), a gear controller (GSM), a Motor Controller (MCU), an acceleration/deceleration pedal, an electronic stability system (ESP), and a brake actuator;
the DCDC, the BMS, the TMM, the MCU and the ESP can be in bidirectional communication connection with the VCU and participate in an energy feedback mode, and the TMM is also in control connection with the PTC and the EAC respectively in the energy feedback mode;
in the hydraulic braking mode, the braking actuator is in bidirectional communication connection with the ESP; the accelerator/decelerator pedal, GSM, sends a signal to the VCU.
The maximum discharge power allowed by the battery pack comprises power consumed by the motor and heat management consumed power; the available recovered power of the motor is the process of energy recovery, including braking energy recovery and coasting energy recovery.
Maximum discharge power of the motor-maximum discharge power allowed by the battery-DCDC actual power-EAC actual power-PTC actual power
The battery discharge provides two major parts: the motor (consumption) discharges to drive the automobile to run; thermal management consumption (air conditioning module (TMM) ═ heating (PTC) + cooling (EAC)).
The energy management method of the pure electric vehicle is used for high-voltage power-on of the vehicle, and comprises the following steps:
in the driving mode, the maximum allowable charging power of the battery pack is the minimum value of the following two conditions: first, maximum charging instantaneous power allowed by BMS; secondly, maximum charging continuous power allowed by the BMS; the maximum discharge power allowed by the battery is the minimum value in the following 2 cases:
specifically, calculation of the maximum charging power (regenerative charging) of the motor:
when the whole vehicle mode is in the driving mode, the available recovery power of the motor is the maximum charging power allowed by the battery pack; in the driving mode, the maximum charging power allowed by the battery pack is the minimum value in the following 2 cases: the VCU calculates the maximum charging power allowed for the battery pack according to the currently allowed maximum charging instantaneous power and the currently allowed maximum charging continuous power transmitted by the BMS. The maximum charging power should not exceed the maximum charging instantaneous power allowed by the BMS; when the actual charging power exceeds the VCU allowable maximum charging continuous power for 15 seconds, the maximum charging power should not exceed the BMS allowable maximum charging continuous power. Limiting the current maximum charging power according to the current fault condition; for a fault where the VCU determines that power is to be limited, power limitation should be performed at this point. (the VCU is only limited by the maximum allowed power delivered by the BMS upon BMS failure and is no longer limited individually).
Explained in detail as: when the BMS has no fault, the BMS can calculate the battery feedback power in real time according to the state of the battery, and the VCU controls the motor to feed back the power of the battery, wherein the power of the battery cannot exceed the real-time value; when the BMS breaks down, the BMS sends a fixed value to the VCU, and the VCU controls the power fed back by the motor to be not more than the fixed value, so that real-time calculation is not needed.
TMM power allocation, specifically, one of them, in case of a defrosting and defogging request, responds to the function preferentially, and the limit of TMM power is the total thermal management power requested by the TMM in case of the maximum discharge power allowed by the battery pack;
secondly, no defrosting and defogging request is made, the VCU firstly needs to judge the priority of battery heat management power and running power distribution according to the maximum discharge power allowed by the battery pack, namely the heat management requirement of the BMS is preferentially met on the premise of meeting the lowest running power of the whole vehicle; if some conditions, such as low temperature, the discharge power of the battery is small, in order to prevent that after the power is distributed to the BMS thermal management, the lowest power requirement of the whole vehicle in running cannot be met, and the whole vehicle cannot run, so that the running power requirement of the whole vehicle should be met preferentially. When the battery discharge power is higher, the BMS heat management requirement and the running power requirement can be simultaneously met, and then the BMS heat management requirement is preferentially met.
Under the condition that the maximum discharge power allowed by the battery pack is allowed, the TMM limit power sent by the VCU is less than or equal to the maximum discharge power allowed by the battery pack, namely the output power of the DCDC (direct current drive) and the actual output power of the motor; when the alternating current charging thermal management or alternating current charging is carried out, the VCU receives the output voltage and current of the OBC in real time, calculates the real-time output power of the OBC, and ensures that the limit power of the TMM sent by the VCU is less than or equal to the output power of the OBC, namely the output power of the DCDC; the maximum discharge power allowed by the battery pack is calculated by a complex algorithm according to the information of the SOC state, the voltage, the temperature and the like of the battery pack. The selection of the algorithm may be selected from any algorithm known in the art that can achieve this function.
The thermal management power required by the passenger cabin is the total power of the TMM request minus the battery pack thermal management power of the BMS request calculated by the VCU; the VCU should allocate passenger cabin thermal management power according to different driving modes. In the case of total battery pack power allowance, the VCU sends the total allowed power for the TMM should be the battery pack thermal management power requested by the BMS plus the power allocated to the passenger cabin thermal management.
In the above described feedback mode and TMM energy management, the maximum discharge power allowed for the battery pack is the minimum of the following two cases: firstly, the BMS sends the current maximum discharge instantaneous power through the CAN network, and secondly, the BMS sends the current maximum discharge continuous discharge power through the CAN network;
specifically, the maximum discharge power allowed by the battery is the minimum value in the following 2 cases:
the VCU calculates the maximum discharge power allowed for the battery pack based on the currently allowed maximum discharge instantaneous power and the currently allowed maximum discharge sustain discharge power transmitted from the BMS through the CAN network. The maximum discharge power allowed by the battery pack should not exceed the maximum discharge instantaneous power allowed by the BMS; when the actual discharge power exceeds the VCU allowable maximum discharge sustaining power for 15 seconds, the maximum discharge power should not exceed the BMS allowable maximum discharge sustaining power.
Limiting the current maximum discharge power according to the current fault condition; for a fault where the VCU determines that power is to be limited, power limitation should be performed at this point. (in BMS failure the VCU is only limited according to the maximum allowed power sent by the BMS and no longer limited individually)
The available discharge power of the motor, namely the maximum discharge power of the motor, is calculated by the following formula: the maximum discharge power of the motor is the maximum discharge power allowed by the battery pack-DCDC actual power-TMM actual power; the TMM real power includes the PTC real power and the EAC real power. DCDC is used for the highest priority when the maximum discharge power allocation allowed for the battery pack. The calculation of the available discharge power of a particular electric machine takes into account the different operating modes (Eco, Normal, Sport) of the vehicle, in which the priority of the power distribution of the various components is different. The DCDC always has the highest priority, and the difference and priority of power allocation in different modes is reflected by different limitations on the TMM.
The power distribution for passenger cabin thermal management is as follows,
in Normal mode:
when the SOC is higher than Normal mode SocHi (calibratable value), the TMM should be allowed to operate at the maximum power requested;
when the SOC is below Normal mode SocHi (calibratable value) and above Normal mode SocLo (calibratable value), the passenger cabin thermal management allocates maximum power to limit power 1 (calibratable value) in Normal mode;
when the SOC is below Normal mode SocLo (calibratable), the passenger cabin thermal management may allocate power up to limit power 2 (calibratable) in Normal mode.
In Sport mode:
1) when the SOC is higher than the Sport mode SOC (calibratable), the passenger cabin thermal management may allocate the maximum power to limit power 1 (calibratable) in Sport mode;
when SOC is below Sport mode SOC (calibratable), passenger cabin thermal management may allocate maximum power for Sport mode limit power 2 (calibratable).
In Eco mode:
1) when the SOC is higher than the Eco mode SOC (calibratable value), the passenger cabin thermal management may allocate power up to the limit power 1 in the Eco mode (calibratable value);
2) when SOC is lower than Eco mode SOC (calibratable), passenger cabin thermal management may allocate up to limit power 2 (calibratable) in Eco mode.
The above calibratable variable value is calibrated according to the empirical value.
The calibratable variable values are calibratable values. That is, empirically, a battery SOC threshold is set in different driving modes, and if the current battery SOC is higher than the threshold, the power allocated for thermal management of the passenger compartment is limited to 1; if the current battery SOC is below this threshold, then the power allocated for passenger compartment thermal management is limit 2.
When the torque and the rotating speed of the motor are opposite, the whole vehicle energy recovery system can be used as a generator, heat generated in the sliding or braking process of the vehicle is converted into electric energy to be stored in a battery for being used by driving or other equipment.
Therefore, another object of the present application is to provide an energy recovery method for a pure electric vehicle, which is used for energy recovery after high-voltage power-on is completed, and includes a coasting energy recovery mode and a braking energy recovery mode; the coasting energy recovery mode is used for recovering energy when the vehicle enters a coasting state; the braking energy recovery mode is suitable for energy recovery in a braking state.
As an improved technical scheme of the invention, the conditions for the vehicle to enter the coasting energy recovery mode are as follows:
1) the driver turns on an energy recovery switch through the IHU;
2) the vehicle is in Ready mode;
3) the gear is in the D gear;
4) the cruise function is not activated;
5) the auto park function is not activated;
6) ABS/ESC function is not activated;
7) the speed of the vehicle is greater than the entering speed of the sliding recovery;
8) the accelerator pedal is not stepped on;
9) the brake pedal is not stepped on;
10) the system has no three-stage fault;
11) the short-time maximum allowable charging power of the BMS is larger than the maximum power generated by the motor in sliding;
12) the minimum available torque of the MCU is smaller than the motor sliding peak torque.
The sliding energy recovery torque is obtained by looking up a table according to the vehicle speed, and different maps are required to be looked up under different vehicle modes so as to ensure different dynamic performance and economic performance requirements. In order to ensure the driving smoothness, the recovery torque is smaller when the vehicle speed is low, the recovery torque is gradually increased along with the increase of the vehicle speed, and the sliding energy recovery torque is not increased (reflected in the sliding energy recovery Map) after the vehicle speed reaches a certain value.
When the vehicle enters a braking energy recovery mode, the following conditions need to be met:
1) the driver turns on an energy recovery switch through the IHU;
2) the vehicle is in Ready mode;
3) the gear is in the D gear;
4) ABS/ESC function is not activated;
5) the vehicle speed is greater than the brake recovery entering vehicle speed;
6) the brake pedal is stepped on;
7) the system has no three-stage fault;
8) the maximum allowable charging power of the BMS is larger than the maximum power generated by motor braking;
9) the minimum available torque of the MCU is smaller than the braking peak torque of the motor;
10) the RBS function is activated.
As shown in fig. 2, in the braking energy recovery mode, the braking energy recovery is controlled by the ABS/ESC, distributing the mechanical braking torque and the electrical braking torque; the VCU executes the ABS/ESC assigned electric brake torque value.
In detail, the braking energy recovery mode includes that the VCU executes an electric braking torque value distributed by the ABS/ESC, and specifically includes:
the VCU detects a brake pedal switch signal, a brake pedal position signal and an accelerator pedal switch signal and sends the signals to the ABS/ESC;
meanwhile, the VCU calculates a maximum negative torque value of braking energy recovery according to the maximum allowable charging power of the battery pack, the minimum allowable torque value of the motor and the acquired gear information, and sends the maximum negative torque value to the ABS/ESC in real time;
the ABS/ESC collects the brake pedal switch and the travel, calculates the brake torque demand, judges the RBS state, and simultaneously judges whether the brake energy can be recovered after receiving the information sent by the VCU;
when the braking energy recovery is allowed, the ABS/ESC calculates the total braking force demand according to the current vehicle braking state, performs hydraulic braking and motor feedback braking torque distribution, and transmits motor feedback braking torque and RBS activation signals to the VCU;
when the RBS activation signal is effective, the VCU controls the motor to perform brake feedback according to the motor feedback brake torque distributed by the ABS/ESC, and feeds back the torque value recovered by the actual brake energy of the motor to the ABS/ESC;
the VCU controls only the hydraulic braking when the RBS activation signal is inactive.
The more specific explanation is: the braking energy recovery is controlled by the ABS/ESP, mechanical braking torque and electric braking torque are distributed, and the VCU executes the electric braking torque distributed by the ABS/ESP.
The VCU detects a brake pedal switch, a brake pedal position signal and an accelerator pedal position signal and sends the signals to the ABS/ESP. And the VCU calculates the maximum braking recovery torque of the power system according to the maximum allowable charging power of the BMS and the minimum allowable torque of the MCU and sends the maximum braking recovery torque to the ABS/ESP in real time. And the VCU judges that the system enters brake energy recovery, and sends a brake recovery available state to the ABS/ESP.
The ABS/ESP calculates the total braking force demand according to the current vehicle braking state, performs torque distribution of hydraulic braking and motor regenerative braking, and transmits motor regenerative braking torque and RBS activation signals to the VCU.
And the VCU controls the motor to carry out brake feedback according to the torque value distributed by the ABS/ESP when the RBS activation signal is effective. The VCU does not control the motor to brake the feedback when the RBS activation signal is invalid. And the VCU feeds back the torque value of the actual braking energy recovery of the motor to the ABS/ESP.
The above are merely embodiments of the present invention, which are described in detail and with particularity, and therefore should not be construed as limiting the scope of the invention. It should be noted that, for those skilled in the art, various changes and modifications can be made without departing from the spirit of the present invention, and these changes and modifications are within the scope of the present invention.
Claims (9)
1. A pure electric vehicle energy management method is used for vehicle high-voltage power-on, and is characterized by comprising the following steps: the method comprises the following steps that TMM energy distribution, specifically, firstly, a defrosting and demisting function is responded preferentially under the condition that a defrosting and demisting request exists, and at the moment, the TMM power is the total thermal management power requested by the TMM under the condition that the maximum discharging power allowed by a battery pack allows;
secondly, no defrosting and defogging request is made, the VCU firstly judges the priority of battery heat management power and running power distribution according to the maximum discharge power allowed by the battery pack, namely the heat management requirement of the BMS is preferentially met on the premise of meeting the lowest running power of the whole vehicle;
under the condition that the maximum discharge power allowed by the battery pack is allowed, the TMM limit power sent by the VCU is less than or equal to the maximum discharge power allowed by the battery pack, namely the output power of the DCDC (direct current drive) and the actual output power of the motor; during alternating current charging thermal management, the VCU receives the output voltage and current of the OBC in real time, calculates the real-time output power of the OBC, and ensures that the limit power of the TMM sent by the VCU is less than or equal to the output power of the OBC, namely the output power of the DCDC;
the thermal management power required by the passenger cabin is the total power of the TMM request minus the battery pack thermal management power of the BMS request calculated by the VCU;
the maximum discharge power allowed by the battery pack is the minimum value of the following two conditions: firstly, the BMS sends the current maximum discharge instantaneous power through the CAN network, and secondly, the BMS sends the current maximum discharge continuous power through the CAN network;
the available discharge power of the motor, namely the maximum discharge power of the motor, is calculated by the following formula: the maximum discharge power of the motor is the maximum discharge power allowed by the battery pack-DCDC actual power-TMM actual power; DCDC is used for the highest priority when the maximum discharge power allocation allowed for the battery pack.
2. A pure electric vehicle energy management method according to claim 1, wherein the TMM actual power comprises PTC actual power and EAC actual power.
3. The energy management method for the pure electric vehicle according to claim 1, wherein in the driving mode, when the BMS fails, the VCU limits the maximum allowable power only according to the maximum allowable power sent by the BMS.
4. The energy management method for the pure electric vehicle according to claim 1, characterized in that the power distribution manner of the passenger cabin heat management is as follows,
in Normal mode:
when the SOC is higher than Normal mode SocHi, the TMM should be allowed to operate at the requested maximum power;
when the SOC is lower than the Normal mode SocHi and higher than the Normal mode SocLo, the passenger cabin thermal management distributes the maximum power to limit the power to 1 in the Normal mode;
when the SOC is lower than the Normal mode SocLo, the passenger cabin thermal management can distribute the power to limit the power to 2 at most under the Normal mode;
in Sport mode:
1) when the SOC is higher than the Sport mode Soc, the maximum distributable power of the passenger cabin thermal management is limited power 1 in the Sport mode;
when the SOC is lower than the Sport mode Soc, the maximum distributable power of the passenger cabin thermal management is limited power 2 in the Sport mode;
in Eco mode:
1) when the SOC is higher than the Eco mode SOC, the passenger cabin thermal management can distribute power to limit power 1 in the Eco mode at most;
2) when the SOC is lower than the Eco mode SOC, the passenger cabin thermal management can distribute power to limit power 2 in the Eco mode at most; SocHi, SocLo and Soc are all calibratable variable values, and the calibratable variable values are calibrated according to empirical values.
5. An energy recovery method of a pure electric vehicle is used for energy recovery after high-voltage power-on in the energy management method of the pure electric vehicle according to claim 1, and is characterized in that in a driving mode, the maximum charging power allowed by a battery pack is the minimum value of the following two conditions: first, maximum charging instantaneous power allowed by BMS; secondly, maximum charging continuous power allowed by the BMS; the maximum charging power allowed for the battery pack is also the power limit for energy recovery,
the energy recovery comprises a sliding energy recovery mode and a braking energy recovery mode; the coasting energy recovery mode is used for recovering energy when the vehicle enters a coasting state; the braking energy recovery mode is suitable for energy recovery in a braking state.
6. The energy recovery method for the pure electric vehicle according to claim 5, characterized in that the conditions for the vehicle to enter the coasting energy recovery mode are as follows:
1) the driver turns on an energy recovery switch through the IHU;
2) the vehicle is in Ready mode;
3) the gear is in the D gear;
4) the cruise function is not activated;
5) the auto park function is not activated;
6) ABS/ESC function is not activated;
7) the speed of the vehicle is greater than the entering speed of the sliding recovery;
8) the accelerator pedal is not stepped on;
9) the brake pedal is not stepped on;
10) the system has no three-stage fault;
11) the short-time maximum allowable charging power of the BMS is larger than the maximum power generated by the motor in sliding;
12) the minimum available torque of the MCU is smaller than the motor sliding peak torque.
7. The energy recovery method for the pure electric vehicle according to claim 5, wherein the vehicle enters a braking energy recovery mode, and the following conditions are satisfied:
1) the driver turns on an energy recovery switch through the IHU;
2) the vehicle is in Ready mode;
3) the gear is in the D gear;
4) ABS/ESC function is not activated;
5) the vehicle speed is greater than the brake recovery entering vehicle speed;
6) the brake pedal is stepped on;
7) the system has no three-stage fault;
8) the maximum allowable charging power of the BMS is larger than the maximum power generated by motor braking;
9) the minimum available torque of the MCU is smaller than the braking peak torque of the motor;
10) the RBS function is activated.
8. The energy recovery method of the pure electric vehicle according to claim 5, wherein in the braking energy recovery mode, the braking energy recovery is controlled by the ABS/ESC to distribute the mechanical braking torque and the electric braking torque; the VCU executes the ABS/ESC assigned electric brake torque value.
9. The energy recovery method for the pure electric vehicle according to claim 5 or 8, wherein the braking energy recovery mode includes that the VCU executes an electric braking torque value distributed by the ABS/ESC, and specifically includes:
the VCU detects a brake pedal switch signal, a brake pedal position signal and an accelerator pedal switch signal and sends the signals to the ABS/ESC;
meanwhile, the VCU calculates a maximum negative torque value of braking energy recovery according to the maximum allowable charging power of the battery pack, the minimum allowable torque value of the motor and the acquired gear information, and sends the maximum negative torque value to the ABS/ESC in real time;
the ABS/ESC collects the brake pedal switch and the travel, calculates the brake torque demand, judges the RBS state, and simultaneously judges whether the brake energy can be recovered after receiving the information sent by the VCU;
when the braking energy recovery is allowed, the ABS/ESC calculates the total braking force demand according to the current vehicle braking state, performs hydraulic braking and motor feedback braking torque distribution, and sends motor feedback braking torque and RBS activation signals to the VCU;
when the RBS activation signal is effective, the VCU controls the motor to perform brake feedback according to the motor feedback brake torque distributed by the ABS/ESC, and feeds back the torque value recovered by the actual brake energy of the motor to the ABS/ESC;
the VCU controls only the hydraulic braking when the RBS activation signal is inactive.
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