CN110979031A - Intelligent energy management method for double-source trackless vehicle - Google Patents
Intelligent energy management method for double-source trackless vehicle Download PDFInfo
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- CN110979031A CN110979031A CN201911394559.6A CN201911394559A CN110979031A CN 110979031 A CN110979031 A CN 110979031A CN 201911394559 A CN201911394559 A CN 201911394559A CN 110979031 A CN110979031 A CN 110979031A
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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
- B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
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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
- 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]
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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
- B60L9/00—Electric propulsion with power supply external to the vehicle
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Abstract
The invention discloses an intelligent energy management method of a double-source trackless vehicle, which is characterized in that road information and vehicle running load information are considered in a combined manner, and DC/DC is effectively controlled, so that the planning of an SOC running interval is better controlled, the power utilization efficiency of the double-source trackless vehicle is effectively improved, and the safety of a wire network is ensured.
Description
Technical Field
The invention belongs to the technical field of intelligent vehicle management systems, and particularly relates to an intelligent energy management method for a double-source trackless vehicle.
Background
A trolley bus (trollybus) is a road public transport vehicle which is generally powered by an overhead contact line system, driven by a motor and does not depend on a fixed track to run. Generally, the power of a trolley bus is lost when a receiving pole is disconnected; the double-power-source trolley bus provided with the power storage battery, the super capacitor or the diesel generator can realize off-line running on a road section without an overhead contact network. At this time, it is necessary to manage the vehicle through an intelligent management system, and as shown in fig. 1, when the vehicle is on-line, an EMU (electric multiple unit) controls the transmission electric power of the grid according to the current controlling the DC/DC voltage converter, and charges the battery while satisfying the vehicle operation requirement. When the SOC of the vehicle (the amount of charge of the battery) is charged to a target value, the vehicle is electrically driven using the grid, so that the SOC of the battery is controlled to be in a current state. When the vehicle is off-line, the system may drive the vehicle via the battery. However, the control method still has the following defects: depending on the characteristics of the battery, torque feedback is limited when the SOC is high, and if there is a large amount of feedback energy while the vehicle is running, the feedback energy is lost due to the SOC. Meanwhile, the efficiency of the electric transmission system is hardly considered by the current control method.
Disclosure of Invention
The invention aims to solve the problems in the prior art and provides an intelligent energy management method for a double-source trackless vehicle.
The purpose of the invention is realized by the following technical scheme:
the intelligent energy management method of the double-source trackless vehicle is characterized by comprising the following steps of: comprises the following steps of (a) carrying out,
s1, determining the wire mesh coverage condition of the road through vehicle-mounted equipment and remote communication aiming at the target road section where the vehicle runs, and determining the length of the on-line section and the length of the off-line section;
s2, determining the energy consumption generated by the vehicle load in each section, wherein the load torque of the vehicle is as follows:
Tload＝mg(sinθ+μcosθ)+ma+κAσV2；
wherein m is the weight of the vehicle, g is the gravitational acceleration, θ is the road slope angle, μ is the frictional resistance, a is the acceleration of the vehicle, κ is the wind resistance coefficient of the vehicle, a is the windward area, σ is the air density, and V is the speed of the vehicle;
s3, planning change tracks of SOC values corresponding to different road section positions according to road energy consumption of vehicles;
and S4, judging and acquiring the usage amount of each running point on the grid power through the DC/DC by referring to the SOC planned track in real time when the vehicle runs, and adjusting.
Preferably, the different segments of step S3 include a segment and a segment which are disconnected, and before planning the trajectory, a value of SOC corresponding to a turning point between the segment and the segment which are disconnected in the whole operation segment is first determined.
Preferably, the off-line segment SOC trajectory planning includes the steps of, first, obtaining an SOC value required to be consumed by the vehicle when the vehicle runs on the off-line segment according to a load characteristic of the vehicle on a road of the off-line segment; and then, acquiring a value which needs to be reached by the SOC when the vehicle is about to enter the off-line segment according to the consumption value.
Preferably, the SOC trajectory planning of the off-line segment further includes a step of decreasing the SOC value when entering the on-line segment from the off-line segment, and restoring the SOC value to a 40% -70% interval in a subsequent on-line segment.
Preferably, the trajectory planning of the SOC in the network segment includes the steps of planning a running trajectory based on different target values in the network segment under the premise of considering vehicle running economy, controlling the SOC of the battery in the network segment to maximally meet energy feedback requirements, allocating the SOC to each running small segment according to a change rate required by the SOC of the whole segment, and controlling the output electric power of the DC/DC according to the required torque of the vehicle in combination with the efficiency of the DC/DC and the battery.
Preferably, the trajectory planning of the SOC in the network segment further includes the step of planning the SOC value of the battery in advance before the vehicle enters the off-line segment, so as to meet the driving requirement for ensuring the continuous operation of the vehicle after entering the off-line segment.
The technical scheme of the invention has the advantages that: the invention provides a brand-new energy management control method aiming at an energy management system of a double-source trackless vehicle, which can effectively give consideration to the efficiency of an electric transmission system and is suitable for industrial popularization and use.
Drawings
FIG. 1 is a prior art vehicle topology utilizing an intelligent energy management system.
FIG. 2 is a vehicle topology utilizing the intelligent energy management system of the present invention.
Figure 3 is a graph of the operating efficiency of the DC/DC of the present invention at different powers,
fig. 4 is a graph of the operating efficiency of the cell of the present invention at different powers.
FIG. 5 is a graph showing energy consumption distribution of vehicles, SOC trajectory planning and power usage planning of the network under different network states.
Detailed Description
Objects, advantages and features of the present invention will be illustrated and explained by the following non-limiting description of preferred embodiments. The embodiments are merely exemplary for applying the technical solutions of the present invention, and any technical solution formed by replacing or converting the equivalent thereof falls within the scope of the present invention claimed.
The invention discloses an intelligent energy management method for a double-source trackless vehicle, which is based on a system formed by the mutual association of an electric motor train unit, a battery, a driving motor, a DC/DC and a wire network and is shown in a figure 2.
Referring to fig. 3-5, the intelligent energy management method for a dual-source trackless vehicle according to the present invention includes the following steps,
s1, determining the road double-source trackless wire net coverage condition through vehicle-mounted equipment and remote communication (such as an electronic map, a GPS (global positioning system), a cloud server and the like) aiming at a target road section where a vehicle runs, and determining the length of the on-line section and the length of the off-line section;
s2, determining the energy consumption generated by the vehicle load in each section, wherein the load torque of the vehicle is as follows:
Tload＝mg(sinθ+μcosθ)+ma+κAσV2，
wherein m is the weight of the vehicle, g is the gravitational acceleration, θ is the road slope angle, μ is the frictional resistance, a is the acceleration of the vehicle, κ is the wind resistance coefficient of the vehicle, a is the windward area, σ is the air density, and V is the speed of the vehicle;
wherein: the slope θ of the road, and the frictional resistance μ are related to the characteristics of the road; the vehicle acceleration a, the vehicle speed V and the vehicle load m (including the vehicle weight and the total weight of passengers) are related to road characteristics of different road sections, and the acceleration is large in the vehicle starting acceleration process. Therefore, the load of the vehicle is different at different road running points, and has certain distribution characteristics according to the running characteristics. This feature can be obtained by data acquisition during vehicle operation.
S3, planning change tracks of SOC values corresponding to different road section positions according to road energy consumption of vehicles; different road sections comprise a network section and an off-line section, and before planning a track, the SOC values corresponding to three positions of a turning point A, B, C between the network section and the off-line section in the whole operation road section are firstly determined;
and S4, judging and obtaining the use amount of the DC/DC to the grid power at each running point through the real-time reference of the planned track of the SOC to adjust when the vehicle runs, and properly adjusting the transmission power of the DC/DC by combining the driving requirement of the current vehicle when the current state SOC deviates from the planned SOC so as to keep the running track consistent with the actual condition.
Firstly, acquiring an SOC value required to be consumed by the vehicle in the off-line section according to the load characteristic of the vehicle on the off-line section road; and then, acquiring a value which needs to be reached by the SOC when the vehicle is about to enter the off-line segment according to the consumption value. In order to ensure the comprehensiveness of the offline section planning, the planning step should consider that when the offline section enters the network segment, the SOC value is reduced to a certain extent, and then when the offline section subsequently enters the network segment, the SOC value needs to be restored to the optimal operation interval. The optimal operation interval is that the maintenance electric quantity is 40% -70%.
Specifically, since the optimum operation interval of the SOC internal resistance is determined by the operation characteristics of the battery, when the internal resistance characteristics are the minimum, the loss of the battery is the minimum when the battery is generally between 40% and 70% direct. Battery life can be affected when the battery is running at a higher or lower level. Therefore, the hybrid power system maintains the electric quantity in a range of 40% -70%, on one hand, the energy consumption is low, the service life is long, on the other hand, the driving requirement of the vehicle can be met, and the feedback capacity is realized.
The network segment SOC trajectory planning comprises the following steps of planning a running trajectory on the premise of considering vehicle running economy according to different target values in network segments, and controlling the SOC value of the battery in the network segment to maximally meet energy feedback requirements. If the position of a long downward slope exists, the SOC value is needed, and the overlarge phenomenon is avoided; if the situation of continuous uphill exists, the higher the SOC value of the battery is, the stronger the discharging capacity of the battery is, and if the SOC value is lower, the weaker the discharging capacity of the battery is. Since continuous output power is required to be large when the vehicle continuously climbs a slope, it is necessary to charge the vehicle in advance to maintain a high SOC value in order to ensure power output.
And distributing the required change rate of the SOC value of the whole road section to each running small road section, and controlling the output electric power of the DC/DC according to the required torque of the vehicle and the efficiency of the DC/DC and the battery.
When the required power is low, the vehicle can be driven by the battery independently, so that the high efficiency of power supply is ensured;
when the required power is general, the battery can be charged through the DC/DC high-power output under the condition of meeting the vehicle running;
when the demanded power is greater than the DC/DC output power, the battery output power assists the system in operation.
The network segment SOC trajectory planning also comprises the step of planning the SOC value of the battery in advance before the vehicle enters the off-line segment, so that the driving requirement for ensuring the continuous operation of the vehicle after entering the off-line segment can be met.
The method combines the control strategy with the road working condition aiming at the double-source vehicle, can optimize the SOC operation interval according to the road condition of the arrangement road, and can well ensure that the vehicle has good energy recovery capability; meanwhile, the service life of the battery can be further prolonged; the internal resistance of the battery is reduced, and the internal loss of the battery is reduced. The efficiency of electric power transmission can be optimized, and the total efficiency of system output is improved; and the battery can also ensure that the battery has enough electric quantity to support the normal running of the vehicle at the off-line section.
The invention has various embodiments, and all technical solutions formed by adopting equivalent transformation or equivalent transformation are within the protection scope of the invention.
Claims (6)
1. The intelligent energy management method of the double-source trackless vehicle is characterized by comprising the following steps of: comprises the following steps of (a) carrying out,
s1, determining the wire mesh coverage condition of the road through vehicle-mounted equipment and remote communication aiming at the target road section where the vehicle runs, and determining the length of the on-line section and the length of the off-line section;
s2, determining the energy consumption generated by the vehicle load in each section, wherein the load torque of the vehicle is as follows:
Tload＝mg(sinθ+μcosθ)+ma+κAσV2；
wherein m is the weight of the vehicle, g is the gravitational acceleration, θ is the road slope angle, μ is the frictional resistance, a is the acceleration of the vehicle, κ is the wind resistance coefficient of the vehicle, a is the windward area, σ is the air density, and V is the speed of the vehicle;
s3, planning change tracks of SOC values corresponding to different road section positions according to road energy consumption of vehicles;
and S4, judging and acquiring the usage amount of each running point on the grid power through the DC/DC by referring to the SOC planned track in real time when the vehicle runs, and adjusting.
2. The intelligent energy management method of a dual-source trackless vehicle of claim 1, wherein: the different sections of the step S3 include a network section and a disconnected section, and before planning the trajectory, a value of the SOC corresponding to a turning point between the network section and the disconnected section in the entire operation section is first determined.
3. The intelligent energy management method of a dual-source trackless vehicle of claim 2, wherein: firstly, acquiring an SOC value required to be consumed by the vehicle in the off-line section according to the load characteristic of the vehicle on the off-line section road; and then, acquiring a value which needs to be reached by the SOC when the vehicle is about to enter the off-line segment according to the consumption value.
4. The intelligent energy management method of a dual-source trackless vehicle of claim 3, wherein: the SOC trajectory planning of the off-line segment further comprises the following steps that when the off-line segment enters the on-line segment, the SOC value is reduced, and when the on-line segment is subsequently carried out, the SOC value is recovered to be in a range of 40% -70%.
5. The intelligent energy management method of a dual-source trackless vehicle of claim 2, wherein: the trajectory planning of the SOC in the network segment comprises the following steps of planning an operation trajectory according to different target values in the network segment on the premise of considering vehicle operation economy, controlling the SOC of a battery in the network segment to maximally meet energy feedback requirements, distributing the SOC to each small running segment according to the change rate required by the SOC of the whole segment, and controlling the output electric power of the DC/DC according to the required torque of a vehicle and the efficiencies of the DC/DC and the battery.
6. The intelligent energy management method of a dual-source trackless vehicle of claim 1, wherein: the trajectory planning of the SOC in the network segment also comprises the following step of planning the SOC value of the battery in advance before the vehicle enters the off-line segment, so that the driving requirement for ensuring the continuous running of the vehicle after entering the off-line segment can be met.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112152246A (en) * | 2020-09-22 | 2020-12-29 | 上海申沃客车有限公司 | Energy management optimization method based on double-source trackless vehicle scheduling system |
| CN113787917A (en) * | 2021-10-20 | 2021-12-14 | 上海申沃客车有限公司 | Power distribution regulation and control method for same-network-segment double-source trolley bus |
| CN114394000A (en) * | 2022-02-22 | 2022-04-26 | 上海申沃客车有限公司 | Method for regulating and controlling online charging power of double-source trolley bus |
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Application publication date: 20200410 |