CN110920418B - Subsystem and method for realizing autonomous power generation range extension on pure electric vehicle - Google Patents

Subsystem and method for realizing autonomous power generation range extension on pure electric vehicle Download PDF

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CN110920418B
CN110920418B CN201911137022.1A CN201911137022A CN110920418B CN 110920418 B CN110920418 B CN 110920418B CN 201911137022 A CN201911137022 A CN 201911137022A CN 110920418 B CN110920418 B CN 110920418B
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controller
engine
power generation
battery
generator
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CN110920418A (en
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王佳元
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Ricardo Technology Consulting Shanghai Co ltd
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Ricardo Technology Consulting Shanghai Co ltd
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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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • 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
    • Y02T10/62—Hybrid vehicles
    • 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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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention provides a subsystem and a method for realizing autonomous power generation range extension on a pure electric vehicle, which comprise the following steps: an engine: a device for generating energy; an engine controller EMS: the ignition time sequence, the oil injection time sequence and the air valve time sequence of the engine are controlled, the working temperature of the engine is optimized by controlling components such as a water pump, an oil pump, a fan and the like of the engine, and the energy efficiency of fuel oil conversion is improved; the power generation control coordinator ASC: receiving the generated power required by the whole vehicle, converting the generated power into the working rotating speed or torque of the engine and the working rotating speed or torque requirement of the generator through calculation, and performing coordination control on the working points of the engine and the generator; the power generation coordination controller also needs to receive a battery state measurement or calculation signal of the battery controller, comprehensively calculates the comprehensive output capacity of the whole range-extended energy system, and sends the comprehensive output capacity to the whole vehicle controller through the whole vehicle controller local area network. The invention reserves the drive control framework of the modified pure electric vehicle, and the newly added range extender does not influence the software and hardware design of the original pure electric vehicle controller and battery controller.

Description

Subsystem and method for realizing autonomous power generation range extension on pure electric vehicle
Technical Field
The invention relates to a subsystem and a method for realizing autonomous power generation range extension on a pure electric vehicle. And more particularly, to a subsystem and method principles for implementing the retrofitting of a full electric vehicle into an extended range electric vehicle.
Background
The pure electric vehicle is an electric vehicle which is completely driven by the power storage battery. The vehicle-mounted power supply is used for driving the wheels to run by using the motor. The pure electric vehicle has smaller influence on the environment compared with the traditional vehicle, so the pure electric vehicle has wide prospect, but the current technology is not mature.
In the pure electric vehicle drive control system, the following nodes are mainly included: the vehicle comprises a vehicle main controller VCU, a motor controller MCU, a battery controller BMS, a high-voltage to low-voltage DC/DC controller, a vehicle-mounted charging controller OBCM, a high-voltage electric compressor, a heater ACCM/PTC and the like.
The VCU controls the global role of the vehicle drive system. The VCU receives the information of the sensors on the automobile, calculates and codes the information into a CAN message after ADC conversion, and sends the CAN message to the bus to control the work of other nodes. Meanwhile, some vehicle related information (such as vehicle speed, battery capacity, pedal position and the like) is displayed on the combination instrument. The most core is that a proper motor torque value is calculated through the input value of the sensor, the current state of the system, the working condition of the automobile and other conditions, and is sent to a motor control system through a CAN bus to command the motor to work correctly. In addition, the VCU is also responsible for high-voltage safety and controls the switch of a high-voltage main relay, so that the whole system is powered on and powered off.
The MCU mainly works by taking a torque value sent by the main controller as an input value and adopting double closed-loop control to regulate the speed of the motor, so that the motor works at a required rotating speed. And a cooling water pump and a cooling fan of the motor are controlled according to the temperature change of the motor, thereby effectively adjusting the temperature of the motor.
The battery of the pure electric vehicle is supplied by dozens or even thousands of single batteries in a group, and the voltage of each single battery does not exceed 5V. Therefore, due to the difference of the performances of the single batteries, the battery voltage needs to be balanced frequently in the charging and discharging processes of the batteries, and the performances of the batteries are ensured. The battery equalization problem is assumed by the BMS. The battery and the BMS provide energy required by the system, and also provide current information of the VCU battery and the maximum value of the charge-discharge capacity of the battery for the VCU to calculate the available torque of the motor.
An extended range electric vehicle is an electric vehicle that uses other energy sources (such as gasoline) to supply electric energy when the battery is short of charge. The main working characteristics (idea) of the range-extended electric automobile are that the range-extended electric automobile works in a pure electric mode under most conditions (high probability) and works in a range-extended mode under few conditions (low probability), namely, electric energy generated by a range extender is supplied to a motor for driving through a storage battery, and meanwhile, the electric energy can be supplied to a battery for charging. In a common range-extended electric automobile, an engine and a generator are combined to be called a range extender.
Due to the policy popularization strength in recent years, the pure electric vehicles have already occupied a certain ratio in the market. With the rising of the number of users and the frequency, the defects of the pure electric vehicle are increasingly shown under the technical conditions of the current power battery: the cruising mileage is short, the charging time is long, the charging facilities are preferential, and the price of the battery is high.
The extended range electric vehicle can exactly compensate the current defects of the pure electric vehicles to a certain extent. Compared with the common hybrid electric vehicle, the extended range electric vehicle has a simple configuration system, and more importantly, more reliable performance and lower cost; compared with a pure electric vehicle, the extended-range electric vehicle has the advantages of careless driving range and lower cost. From the current technical environment and market demand, the range-extended electric vehicle is one of the most promising products for industrialization.
A generally conventional range extender system APU includes the following subsystems and components as shown in the drawings:
1. engine
2. Engine controller EMS
3. Power generation control coordinator ASC
4. Generator controller
5. Generator
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a subsystem and a method for realizing autonomous power generation range extension on a pure electric vehicle.
The invention provides a subsystem for realizing autonomous power generation range extension on a pure electric vehicle, which comprises:
an engine: a device for generating energy;
an engine controller EMS: the ignition time sequence, the oil injection time sequence and the air valve time sequence of the engine are controlled, the working temperature of the engine is optimized by controlling components such as a water pump, an oil pump, a fan and the like of the engine, and the energy efficiency of fuel oil conversion is improved;
the power generation control coordinator ASC: receiving the generated power required by the whole vehicle, converting the generated power into the working rotating speed or torque of the engine and the working rotating speed or torque requirement of the generator through calculation, and performing coordination control on the working points of the engine and the generator; the power generation coordination controller also needs to receive a battery state measurement or calculation signal of the battery controller, comprehensively calculates the comprehensive output capacity of the whole range-extended energy system, and sends the comprehensive output capacity to the whole vehicle controller through the whole vehicle controller local area network;
a generator controller: regulating the rotating speed and torque of the generator to generate power, and receiving an instruction from a power generation control coordinator from a range extender controller local area network;
a generator: the rotor of the generator is connected with the crankshaft of the engine, is driven by the engine to rotate and is controlled by a generator controller to convert mechanical work from the engine into electric energy to be output to the whole vehicle;
a battery controller: and the battery controller sends a battery state measurement or calculation signal of the current power battery to the power generation coordination controller on the range extender controller local area network.
Preferably, the engine comprises: the spark-ignited engine may also be a compression-ignited engine.
Preferably, the engine controller EMS receives a rotation speed/torque command of the power generation control coordinator from the range extender controller local area network to operate.
Preferably, the generation control coordinator ASC may exist as a separate controller hardware, or may integrate functionality into the engine controller or the generator controller.
Preferably, the battery state measurement or calculation signal comprises: voltage, current, charge, temperature and charge-discharge capability.
According to the method for comprehensively calculating the charging and discharging capacity of the power generation range extender and the power battery, the subsystem for realizing autonomous power generation range extension on the pure electric vehicle comprises the following steps:
step S1: transferring the battery controller from the vehicle control unit local area network to a range extender controller local area network, and sending all functional signals to a power generation control coordinator instead of the vehicle control unit;
step S2: after receiving the battery state information calculated by the battery controller, the power generation control coordinator timely adjusts the working points and the power generation capacity of the engine and the generator according to the state of the battery;
step S3: the power generation control coordinator collects and calculates the power generation capacity of the range extender and the power battery output capacity calculated by the battery controller into the comprehensive state or capacity of the energy storage system required by the vehicle controller, and sends the comprehensive state or capacity to the vehicle controller for use through a vehicle controller local area network in the form of a state signal of a power battery pack;
step S4: the vehicle control unit sends a control instruction to the power battery high-voltage contactor through the power generation control coordinator, and performs secondary calculation and forwards the control instruction to the battery controller by combining the high-voltage state of the generator.
Compared with the prior art, the invention has the following beneficial effects:
1. the range extender and the power battery pack are supplied to the whole vehicle in a hybrid energy storage system (fuel oil + electric energy) mode, and for the whole vehicle, the energy flow is still the electric energy mode of a pure electric vehicle.
2. The driving control framework of the modified pure electric vehicle is reserved, and the software and hardware design of the original pure electric vehicle controller and battery controller is not influenced by the newly added range extender.
3. The existing low-voltage electric network of the modified pure electric vehicle is basically reserved, the controller local area network connection except the battery controller is transferred from the whole vehicle to the interior of the range extender (realized by changing a communication wiring harness), and the power supply and the communication of the other controllers are kept unchanged.
4. The heat management system of the modified pure electric vehicle is reserved, and the newly added engine/generator cooling system is independently controlled by the power generation control coordinator system.
Drawings
Other features, objects and advantages of the invention will become more apparent upon reading of the detailed description of non-limiting embodiments with reference to the following drawings:
fig. 1 is a schematic structural diagram of a conventional range extender system APU provided in the present invention.
Fig. 2 is a schematic diagram of the method for processing the existing BMS and vehicle signals and determining autonomous control power generation according to the present invention.
Fig. 3 is a schematic diagram of a method for processing existing BMS and vehicle signals and determining autonomous control power generation according to the present invention.
Detailed Description
The present invention will be described in detail with reference to specific examples. The following examples will assist those skilled in the art in further understanding the invention, but are not intended to limit the invention in any way. It should be noted that it would be obvious to those skilled in the art that various changes and modifications can be made without departing from the spirit of the invention. All falling within the scope of the present invention.
The invention provides a subsystem for realizing autonomous power generation range extension on a pure electric vehicle, which comprises:
an engine: a device for generating energy;
an engine controller EMS: the ignition time sequence, the oil injection time sequence and the air valve time sequence of the engine are controlled, the working temperature of the engine is optimized by controlling components such as a water pump, an oil pump, a fan and the like of the engine, and the energy efficiency of fuel oil conversion is improved;
the power generation control coordinator ASC: receiving the generated power required by the whole vehicle, converting the generated power into the working rotating speed or torque of the engine and the working rotating speed or torque requirement of the generator through calculation, and performing coordination control on the working points of the engine and the generator; the power generation coordination controller also needs to receive a battery state measurement or calculation signal of the battery controller, comprehensively calculates the comprehensive output capacity of the whole range-extended energy system, and sends the comprehensive output capacity to the whole vehicle controller through the whole vehicle controller local area network;
a generator controller: regulating the rotating speed and torque of the generator to generate power, and receiving an instruction from a power generation control coordinator from a range extender controller local area network;
a generator: the rotor of the generator is connected with the crankshaft of the engine, is driven by the engine to rotate and is controlled by a generator controller to convert mechanical work from the engine into electric energy to be output to the whole vehicle;
a battery controller: and the battery controller sends a battery state measurement or calculation signal of the current power battery to the power generation coordination controller on the range extender controller local area network.
Specifically, the engine includes: the spark-ignited engine may also be a compression-ignited engine.
Specifically, the engine controller EMS receives a rotation speed/torque command from the range extender controller lan to operate.
In particular, the generation control coordinator ASC may exist as a separate controller hardware, or may integrate functionality into the engine controller or the generator controller.
In particular, the battery state measurement or calculation signal comprises: voltage, current, charge, temperature and charge-discharge capability.
According to the method for comprehensively calculating the charging and discharging capacity of the power generation range extender and the power battery, the subsystem for realizing autonomous power generation range extension on the pure electric vehicle comprises the following steps:
step S1: transferring the battery controller from the vehicle control unit local area network to a range extender controller local area network, and sending all functional signals to a power generation control coordinator instead of the vehicle control unit;
step S2: after receiving the battery state information calculated by the battery controller, the power generation control coordinator timely adjusts the working points and the power generation capacity of the engine and the generator according to the state of the battery;
step S3: the power generation control coordinator collects and calculates the power generation capacity of the range extender and the power battery output capacity calculated by the battery controller into the comprehensive state or capacity of the energy storage system required by the vehicle controller, and sends the comprehensive state or capacity to the vehicle controller for use through a vehicle controller local area network in the form of a state signal of a power battery pack;
step S4: the vehicle control unit sends a control instruction to the power battery high-voltage contactor through the power generation control coordinator, and performs secondary calculation and forwards the control instruction to the battery controller by combining the high-voltage state of the generator.
The present invention will be described more specifically below with reference to preferred examples.
Preferred example 1:
as shown in fig. 1, the present invention describes a method and a hybrid energy storage subsystem capable of transforming a pure electric vehicle into an extended range electric vehicle, which can maximally maintain the existing controller node and communication interface of the transformed pure electric vehicle unchanged, and increase the additional fuel endurance mileage of the modified pure electric vehicle.
The invention comprises a set of complete range extender subsystems and a method for reforming the existing pure electric automobile. Wherein, the related system that involves on the pure electric motor car that is reformed transform includes:
the system comprises a battery manager, a power battery pack and a vehicle control unit VCU;
the modified pure electric vehicle is provided with a space for installing the range extender subsystem (1-5) and an installation fixing point, and comprises an interface design capable of meeting air inlet and exhaust and cooling heat dissipation of an engine.
1. Engine
The engine is a device for generating energy by the whole range-extended system. In the present invention, the engine may be either a spark-ignition engine or a compression-ignition engine.
2. Engine controller EMS
The engine controller is used for controlling the ignition timing (ignition type), the oil injection timing and the valve timing of the engine. And the working temperature of the engine is optimized by controlling components such as a water pump, an oil pump and a fan of the engine, and the energy efficiency of fuel conversion is improved. The system can receive a rotating speed/torque instruction of a power generation control coordinator from a range extender controller local area network to work.
3. Power generation control coordinator ASC
The power generation coordination controller is used for receiving power generation power required by the whole vehicle, converting the power generation power into the working rotating speed/torque of the engine and the working rotating speed/torque requirement of the generator through calculation, and carrying out coordination control on the working points of the engine and the generator. The coordinator may exist as a separate controller hardware or the functions may be integrated into the engine controller or the generator controller. In addition, the power generation coordination controller needs to receive a battery state measurement/calculation signal of the battery controller, comprehensively calculate the comprehensive output capacity of the whole range-extended energy system (fossil energy + electric energy storage), and send the comprehensive output capacity to the whole vehicle controller through the whole vehicle controller local area network.
4. Generator controller
The generator controller is used as a controllable power electronic component for adjusting the rotating speed and the torque of the generator to achieve the purpose of generating power, and receives instructions from the power generation control coordinator from the range extender controller local area network.
5. Generator
The rotor of the generator is connected with the crankshaft of the engine, is driven by the engine to rotate and is controlled by the generator controller to convert mechanical work from the engine into electric energy to be output to the whole vehicle.
The present invention differs from conventional range extenders in that, in addition to the subsystems/components described above, a battery controller is included in the range extender system.
6. Battery controller
The battery controller sends current state measurement/calculation signals of the power battery, including voltage/current/electric quantity/temperature/charging and discharging capacity, to the power generation coordination controller on the range extender controller area network.
Compared with the traditional range extender design, the invention has the innovation points that:
a method for comprehensively calculating the charging and discharging capacities of a power generation range extender and a power battery and a range extender device design are provided, so that a pure electric vehicle can be transformed into a range extender electric vehicle at the lowest cost
Step 1, the battery controller is transferred from the vehicle control unit local area network to the range extender controller local area network, and all function signals are sent to the power generation control coordinator instead of the vehicle control unit. In the process, only the controller area network wiring harness of the battery controller is changed, and the software and hardware design of the battery controller does not need to be changed.
And 2, after receiving the battery state information calculated by the battery controller, the power generation control coordinator can timely adjust the working points and the power generation capacity of the engine and the generator according to the state of the battery. In other words, in this mode, the operating point and the power generation capacity of the range extender are completely determined by the power generation controller coordinator, and the vehicle control unit does not participate in the control.
And 3, the power generation control coordinator collects and calculates the power generation capacity of the range extender and the power battery output capacity calculated by the battery controller into the comprehensive state/capacity of the energy storage system required by the vehicle controller, and sends the comprehensive state/capacity to the vehicle controller for use through a vehicle controller local area network in the form of a state signal of a power battery pack. The vehicle control unit does not need to change the original functions/software and signal interfaces designed for the power battery pack and the battery controller.
And 4, the vehicle control unit performs secondary calculation and forwards control instructions such as the power battery high-voltage contactor to the battery controller through the power generation control coordinator in combination with the high-voltage state of the generator. The whole vehicle controller does not need to be added with a power generation control function and a high-voltage safety function caused by the addition of a generator.
Preferred example 2:
as shown in fig. 2 and 3, the following embodiments will be described in detail how to process the existing BMS and vehicle signals and determine the method for autonomously controlling power generation:
1. redefining the charge and discharge capacity (HVB Current Capability) of the system, wherein the hybrid energy storage comprehensive charge and discharge capacity is combined with the charge and discharge capacity of the power battery, the output capacity of the generator and the response time.
(1) In order to adapt to signals of battery controllers of different pure electric vehicles, a calculation method for converting the charge and discharge power capability of a power battery into the charge and discharge current capability is needed, the calculation method is as follows, and the long-term charge and discharge capability and the short-term charge and discharge capability of the battery need to be calculated respectively:
Figure BDA0002279854570000071
wherein the content of the first and second substances,
HVB Current CapabilityChr/Dchrepresents the charging and discharging current capability of the power battery pack, and the unit is ampere A
HVB Power CapabilityChr/DchThe unit of the charge and discharge power capacity of the power battery pack is kilowatt kW
HVB Voltage CapabilityChr/DchRepresents the limit value of the charging and discharging voltage of the power battery pack, and the unit is volt V
Factor represents a protection Factor which needs to be increased when power capacity is converted into current capacity and is between 0 and 1
(2) A first-in first-out queue with a certain length is arranged in the controller to store the Current generator Current FIFO GCU Current and the power battery charging and discharging Current Capability FIFO HVB Current Capability, and the previous stored values are updated
(3) The response speed of the APU is slower than that of the power battery, so that the current working state of the APU can be considered when the comprehensive long-term charge and discharge capacity of the APU and the power battery is calculated:
Merged Current Capability LTChr
＝Min(FIFO HVB Current Capability LTChr)-Min(FIFO GCU Current)
Merged Current Capability LTDch
＝Min(FIFO HVB Current Capability LTDch)+Min(FIFO GCU Current)
wherein the content of the first and second substances,
Merged Current Capability LTChrthe current input capability of the hybrid energy storage system integrating the power battery pack and the output of the generator is shown, and LT represents the capability of a long time (10 seconds to 30 seconds).
FIFO HVB Current Capability LTChrRepresenting the long-term charging capacity of the power battery pack stored in a FIFO queue manner for the last period of time (calculated by the battery controller and uploaded to the power generation control coordinator)
Merged Current Capability LTDchThe current output capability of the hybrid energy storage system integrating the output of the power battery pack and the generator is shown, and LT represents the capability of a long time (10 seconds to 30 seconds).
FIFO HVB Current Capability LTDchRepresenting the long-term discharge capacity of the power battery pack stored in a FIFO queue for the last period of time (calculated by the battery controller and uploaded to the generation control coordinator)
(4) The response speed of the APU is slower than that of the power battery, and the current working state of the APU is not considered when the comprehensive short-term charge and discharge capacity of the APU and the power battery is calculated:
Merged Current Capability STChr＝Min(FIFO HVB Current Capability STChr)
Merged Current Capability STDch＝Min(FIFO HVB Current Capability STDch)
wherein the content of the first and second substances,
Merged Current Capability STChrcurrent input capability of the extended range subsystem is shown integrating the power battery pack and generator output, and ST represents the capability for shorter times (< 10 seconds).
FIFO HVB Current Capability STChrRepresenting the short-term charging capability of the power battery pack stored in a FIFO queue mode in the last period of time (calculated by a battery controller and uploaded to a power generation control coordinator)
Merged Current Capability STDchThe representation represents the current output capability of the extended range subsystem that combines the power battery pack and generator output, and ST represents the capability for shorter times (< 10 seconds).
FIFO HVB Current Capability STDchRepresenting the short-term discharge capacity of the power battery pack stored in a FIFO queue mode in the last period of time (calculated by a battery controller and uploaded to a power generation control coordinator)
(5) In order to adapt the output signal to the requirement of converting the result of the charge-discharge current capability into the result of the charge-discharge power capability, the calculation method refers to the method described in (1) to reversely calculate
2. Redefining a hybrid energy storage system SOC (HVB SOC), wherein the hybrid energy storage system SOC (high voltage alternating current) is used for converting the state of charge of a power battery and the residual power generation amount of a fuel power generation system into the residual energy of the whole hybrid energy storage system and expressing the residual energy in the form of the state of charge of the battery
(1) The APU is responsible for controlling the upper and lower limits of the charging and discharging SOC of the power battery, and scaling the HVB SOC signal of the power battery to the upper and lower limits which can be charged and discharged:
Figure BDA0002279854570000091
wherein the content of the first and second substances,
SOCscaledrepresenting battery pack state of charge scaled according to battery pack available state of charge range
HVB SOC represents the current state of charge of the power battery pack (calculated by the battery controller and uploaded to the generation control coordinator)
UseableSOCLBIndicating the lowest available state of charge of the power cell pack (calculated by the battery controller and uploaded to the generation control coordinator)
UseableSOCHBIndicating the highest available state of charge of the power cell pack (calculated by the battery controller and uploaded to the generation control coordinator)
(2) The APU needs to receive a charging enable signal, Charge active, sent by the BMS, and when charging is enabled, the SOC is the Scaled HVB SOC after scaling
(3) The APU needs to comprehensively calculate the SOC according to the oil consumption/oil quantity of the range extender:
Figure BDA0002279854570000092
wherein the content of the first and second substances,
FuelEnergyremainindicating the remaining power that can be generated by the range extender
FueltankVolume represents the tank volume of the range extender, L
Fuellevel represents the remaining fuel volume of the range extender in L
FuelConsumptionavgRepresents the average power generation oil consumption in a period of time, L/h
GCUPoweravgRepresenting the average generated power, kW, over a period of time
The oil quantity is the current real-time residual oil quantity, and the oil consumption and the power generation power are average values in the latest APU working time.
(4) When charging is not enabled, and the converted pure electric vehicle uses available energy HVBEnergyremainWhen the endurance mileage is calculated, the SOC trust weight can be directly calculated according to the remaining oil quantity of the oil tank:
Figure BDA0002279854570000093
wherein the content of the first and second substances,
WSOCindicating values for adjusting the integrated state of charge calculation ratio
scaledHVBSOC representation of power battery state of charge scaled by (2)
(5) When charging is not enabled, and the modified electric vehicle does not use available energy, but uses the SOC to calculate the endurance mileage, the SOC trust weight is calculated according to the residual energy of the oil tank:
Figure BDA0002279854570000101
wherein the content of the first and second substances,
FuelEnergyremainindicating the remaining electrical energy that may be generated by the range extender
HVBEnergyremainIndicating the remaining power of the power battery pack
Here, HVBEnergyremainFrom HVB SOC and total energy HVBEnergy of power batterytotalAnd the product of the state of aging SOH. HVBenergytotalIt may be available on the bus or queried through a calibration data table.
(6) When charging is enabled, then WSOC＝1
(7) W obtained according to (4) to (6)SOCThe state of the integrated SOC is calculated,
SOCcombi＝WSOC×SOCscaled+(1-WSOC)×FuelLevel
wherein the content of the first and second substances,
SOCcombihybrid energy storage comprehensive charge state after representing and integrating power battery pack charge state and total available energy of range-extended generator
When the vehicle shifts from running to a charged state or from charging to a running state, since WSOCThe change of the calculation method will cause WSOCA relatively large change occurs, when W should be limitedSOCThe rate of change of the.If the modified electric vehicle itself contains a SOC validity signal, this signal should be sent as invalid during the switching process.
3. Redefining hybrid energy storage system available energy APUEnergyremain(HVBEnergyremain)
A substantial portion of all-electric vehicles use power batteries to deliver available energy HVBEnergyremainTo calculate the range, and therefore redefines this signal.
(1) APUEnergy when charging is not enabledremain＝HVBEnergyremain+FuelEnergyremain
(2) When charging is enabled, APUEnergyremain＝HVBEnergyremain
(3) In (1)<->(2) APUEnergy should be limited during inter-conversionremainWill replace the HVBEnergy on the modified electric vehicleremainSignals are sent out
Wherein the content of the first and second substances,
APUEnergyremainindicating remaining available power of a hybrid energy storage system
HVBEnergyremainIndicating remaining available power of the battery pack
FuelEnergyremainIndicating the remaining power that can be generated by the range extender
4. Calculating comprehensive charge and discharge current of hybrid energy storage system
The APU should superpose the current charging and discharging current of the power battery and the current charging and discharging current of the generator and then sends the current charging and discharging current as an HVBCurrent signal
5. Autonomous power generation control
And (4) performing autonomous power generation control by the APU. The APU reads signals of vehicle speed, pedal, high-voltage driving/auxiliary power load and the like from the CAN network of the whole vehicle, and carries out timely charging maintenance and auxiliary driving by taking a certain power battery SOC interval as a target. The APU will autonomously select an economical power point to operate. The vehicle control unit still regards the range extender and the power battery pack as a passive energy storage system, and the power generation requirement cannot be calculated.
6. Power battery control and status forwarding
Original signals of the power battery, such as a contactor opening and closing instruction, a contactor state, an equilibrium state, an insulation detection state and the like, can still be directly forwarded. The high-voltage fault grade of the generator is superposed with the high-voltage fault grade of the power battery into the same signal according to the fault grade definition of the whole vehicle, and the signal is still sent in the form of the high-voltage fault signal of the power battery.
Through redefining calculation and transmission of the related power battery signals of 1-4, the APU can realize range-extended power generation and expand the endurance mileage of the pure electric vehicle under the condition that the driving control structure of the pure electric vehicle is not changed and even instrument display is not changed.
Those skilled in the art will appreciate that, in addition to implementing the systems, apparatus, and various modules thereof provided by the present invention in purely computer readable program code, the same procedures can be implemented entirely by logically programming method steps such that the systems, apparatus, and various modules thereof are provided in the form of logic gates, switches, application specific integrated circuits, programmable logic controllers, embedded microcontrollers and the like. Therefore, the system, the device and the modules thereof provided by the present invention can be considered as a hardware component, and the modules included in the system, the device and the modules thereof for implementing various programs can also be considered as structures in the hardware component; modules for performing various functions may also be considered to be both software programs for performing the methods and structures within hardware components.
The foregoing description of specific embodiments of the present invention has been presented. It is to be understood that the present invention is not limited to the specific embodiments described above, and that various changes or modifications may be made by one skilled in the art within the scope of the appended claims without departing from the spirit of the invention. The embodiments and features of the embodiments of the present application may be combined with each other arbitrarily without conflict.

Claims (6)

1. A subsystem for realizing autonomous power generation range extension on a pure electric vehicle is characterized by comprising:
an engine: a device for generating energy;
an engine controller EMS: the ignition time sequence, the oil injection time sequence and the air valve time sequence of the engine are controlled, the working temperature of the engine is optimized by controlling a water pump, an oil pump and a fan of the engine, and the energy efficiency of fuel oil conversion is improved;
a power generation control coordinator: receiving the generated power required by the whole vehicle, converting the generated power into the working rotating speed or torque of the engine and the working rotating speed or torque requirement of the generator through calculation, and performing coordination control on the working points of the engine and the generator; the power generation control coordinator also needs to receive a battery state measurement or calculation signal of the battery controller, comprehensively calculates the comprehensive output capacity of the whole range-extended energy system, and sends the comprehensive output capacity to the whole vehicle controller through the whole vehicle controller local area network;
the generator controller is used for adjusting the rotating speed and the torque of the generator to generate electricity and receiving an instruction from the electricity generation control coordinator from the range extender controller local area network;
a generator: the rotor of the generator is connected with the crankshaft of the engine, is driven by the engine to rotate and is controlled by a generator controller to convert mechanical work from the engine into electric energy to be output to the whole vehicle;
a battery controller: and the battery controller sends a current battery state measurement or calculation signal of the power battery to the power generation control coordinator on the range extender controller local area network.
2. The subsystem for enabling autonomous power generation range extension on a pure electric vehicle of claim 1, wherein the engine comprises: the spark-ignited engine may also be a compression-ignited engine.
3. The subsystem for realizing autonomous power generation range extension on a pure electric vehicle according to claim 1, wherein the engine controller EMS receives a rotating speed/torque instruction of a power generation control coordinator from a range extender controller local area network for operation.
4. The subsystem for autonomous power generation range extension in a pure electric vehicle according to claim 1, wherein the power generation control coordinator can exist as a separate controller hardware, and can integrate functions into an engine controller or a generator controller.
5. The subsystem for enabling autonomous power generation range extension on a pure electric vehicle of claim 1, wherein the battery state measurement or calculation signal comprises: voltage, current, charge, temperature and charge-discharge capability.
6. A method for comprehensively calculating charging and discharging capacities of a power generation range extender and a power battery adopts the subsystem for realizing autonomous power generation range extension on a pure electric vehicle, which is characterized by comprising the following steps of:
step S1: transferring the battery controller from the vehicle control unit local area network to a range extender controller local area network, and sending all functional signals to a power generation control coordinator instead of the vehicle control unit;
step S2: after receiving the battery state information calculated by the battery controller, the power generation control coordinator timely adjusts the working points and the power generation capacity of the engine and the generator according to the state of the battery;
step S3: the power generation control coordinator collects and calculates the power generation capacity of the range extender and the power battery output capacity calculated by the battery controller into the comprehensive state or capacity of the energy storage system required by the vehicle controller, and sends the comprehensive state or capacity to the vehicle controller for use through a vehicle controller local area network in the form of a state signal of a power battery pack;
step S4: the vehicle control unit sends a control instruction to the power battery high-voltage contactor through the power generation control coordinator, and performs secondary calculation and forwards the control instruction to the battery controller by combining the high-voltage state of the generator.
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