CN120348139A - Photovoltaic-double-motor hybrid power system and hybrid power vehicle - Google Patents

Photovoltaic-double-motor hybrid power system and hybrid power vehicle

Info

Publication number
CN120348139A
CN120348139A CN202510840175.1A CN202510840175A CN120348139A CN 120348139 A CN120348139 A CN 120348139A CN 202510840175 A CN202510840175 A CN 202510840175A CN 120348139 A CN120348139 A CN 120348139A
Authority
CN
China
Prior art keywords
photovoltaic
energy
motor
power
hybrid
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202510840175.1A
Other languages
Chinese (zh)
Inventor
彭倩
张永帅
王丙雨
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Xiamen University of Technology
Original Assignee
Xiamen University of Technology
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Xiamen University of Technology filed Critical Xiamen University of Technology
Priority to CN202510840175.1A priority Critical patent/CN120348139A/en
Publication of CN120348139A publication Critical patent/CN120348139A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明公开了一种光伏‑双电机混合动力系统及混合动力车辆，混合动力系统包括：输入侧，包括光伏发电系统和内燃机组，所述输入侧通过能量路由器连接至储能侧以及输出侧；所述输出侧，包括前轴主驱动电机与后轴辅助电机；中央控制器，与所述能量路由器信号连接，并配置为能够根据各个传感器采集的信号控制能量路由器向所述前轴主驱动电机或者后轴辅助电机输出能量以及确定当前的驱动模式；其中，所述驱动模式包括光伏直驱模式、混合模式以及增程模式。本发明解决了现有技术中的效率低、光伏利用率低、控制策略不灵活等问题。

The present invention discloses a photovoltaic-dual-motor hybrid power system and a hybrid vehicle, wherein the hybrid power system comprises: an input side, comprising a photovoltaic power generation system and an internal combustion engine, wherein the input side is connected to an energy storage side and an output side through an energy router; the output side comprises a front axle main drive motor and a rear axle auxiliary motor; a central controller, which is signal-connected to the energy router and is configured to control the energy router to output energy to the front axle main drive motor or the rear axle auxiliary motor and determine the current drive mode according to signals collected by various sensors; wherein the drive modes include a photovoltaic direct drive mode, a hybrid mode, and an extended range mode. The present invention solves the problems of low efficiency, low photovoltaic utilization, and inflexible control strategy in the prior art.

Description

Photovoltaic-double-motor hybrid power system and hybrid power vehicle
Technical Field
The invention relates to the technical field of vehicles, in particular to a photovoltaic-double-motor hybrid power system and a hybrid power vehicle.
Background
Traditional hybrid vehicles employ a combination of a single electric machine (drive motor) with an internal combustion engine, the electric machine being primarily used for low speed driving and limited energy recovery, the energy source being dependent on fuel or grid charging. The photovoltaic system is only used as an auxiliary power supply (such as power supply of an on-vehicle electrical appliance) and does not directly participate in vehicle driving.
In the single-motor energy management, the driving and power generation functions are required to be simultaneously considered, so that efficiency is easy to break. For example, energy cannot be recovered during driving, and the generated power is limited during braking. The energy distribution strategy is based on a fixed threshold (such as an SOC threshold), and cannot dynamically combine road conditions with photovoltaic power generation fluctuations. The photovoltaic electric energy of the existing photovoltaic system needs to be charged into a battery and then used by a motor, and two energy conversion losses exist.
In summary, the energy management of the conventional hybrid vehicle has the following drawbacks:
The energy source is single, and the energy source is mainly charged by fuel oil or a power grid, so that renewable energy sources (such as vehicle-mounted photovoltaic) cannot be fully utilized, and the carbon emission cannot be reduced substantially.
The energy conversion efficiency is low, namely, a single motor system cannot realize high-efficiency driving and energy recovery at the same time, the braking energy recovery efficiency is generally lower than 70%, the photovoltaic electric energy can drive the motor only through battery charging and discharging, and the overall efficiency loss reaches 15% -20%.
Disclosure of Invention
The invention aims to provide a road side unit deployment method and device based on an intersection node layering activation mechanism, which are used for solving the defects of the existing method, improving the coverage range and the flow monitoring capability of the road side unit, minimizing the deployment quantity and reducing the cost.
In order to solve the technical problems, the invention is realized by the following technical scheme:
A photovoltaic-bi-motor hybrid system, comprising:
the system comprises an input side, an output side and a power supply, wherein the input side comprises a photovoltaic power generation system and an internal combustion engine set, and is connected to an energy storage side and an output side through an energy router;
The output side comprises a front shaft main driving motor and a rear shaft auxiliary motor;
The central controller is in signal connection with the energy router and is configured to control the energy router to output energy to the front axle main driving motor or the rear axle auxiliary motor according to signals acquired by the sensors and determine a current driving mode;
the driving mode comprises a photovoltaic direct driving mode, a hybrid mode and a range extending mode;
in a photovoltaic direct-drive mode, electric energy generated by the photovoltaic power generation system directly drives an output side to realize power output;
In a hybrid mode, the power output is realized by the electric energy generated by the photovoltaic power generation system and the battery driving the output side;
in the range-extending mode, the output side is driven by the internal combustion engine set to realize power output.
Preferably, if the photovoltaic power generation power is greater than the requirement of the front axle main driving motor, entering a photovoltaic direct driving mode, and feeding back the rest energy to the energy storage side for charging through an energy router while driving;
if the photovoltaic power generation power is smaller than or equal to the requirement of the front axle main driving motor and the battery SOC is larger than a preset minimum threshold value, a hybrid mode is entered, and the energy router controls the synchronous discharge energy supplement of the energy storage side to ensure the driving continuity;
and if the photovoltaic power generation power is smaller than or equal to the requirement of the front axle main driving motor and the battery SOC is smaller than a preset minimum threshold value, entering a range-extending mode, and realizing power output by the driving output side of the internal combustion engine unit.
Preferably, when the photovoltaic irradiance is more than or equal to 800W/m 2 and the vehicle speed is more than 60km/h, judging that the photovoltaic direct-drive mode is entered, and boosting the photovoltaic electric energy to 600V through three-level Boost DC/DC, and directly driving a front axle main driving motor;
And when the photovoltaic irradiance is less than or equal to 500W/m 2 and less than 800W/m 2 and the battery SOC is greater than a preset minimum threshold, entering a hybrid mode.
Preferably, the photovoltaic array of the photovoltaic power generation system adopts a flexible perovskite-crystalline silicon lamination, and is bonded with the curved surfaces of the vehicle roof and the vehicle window through 3D printing conductive adhesive, and the coverage area reaches more than 65% of the surface area of the vehicle body.
Preferably, the real-time temperature of the photovoltaic panel of the photovoltaic array is collected by a temperature sensor and sent to a central controller, and the central controller executes the following rules according to a preset temperature interval:
When the temperature T of the photovoltaic panel is more than or equal to 45 ℃, a liquid cooling pump of a liquid cooling system is controlled to be started, and the flow rate of cooling liquid is regulated to be 2L/min so as to achieve rapid cooling;
When the temperature of the photovoltaic panel is 35 ℃ or less and T is less than 45 ℃ and the current liquid cooling inlet-outlet temperature difference delta T is 15 ℃ or more, controlling the liquid cooling pump to run at a low speed of 1L/min, and maintaining the temperature stable;
When the temperature T of the photovoltaic panel is less than 35 ℃, the liquid cooling system is controlled to be closed so as to reduce energy consumption;
The heat absorbed by the liquid cooling system enters the integrated thermoelectric module, energy conversion is started according to the refrigerating/heating requirements in the vehicle, the thermoelectric module supplies energy to the air conditioner compressor preferentially under the effective heating condition, and if the residual electricity of the system is sufficient, the residual output of the thermoelectric module is fed back to the direct current bus, so that the energy utilization rate of the whole vehicle is improved.
Preferably, the photovoltaic power generation system is connected to the energy router through a DC/DC boost module;
The MPPT control algorithm built in the photovoltaic power generation system adopts a 'table look-up preset + disturbance fine adjustment' strategy:
the method comprises the steps of firstly, searching a table according to temperature and illumination intensity to set an initial working point, and then finely adjusting the direction and the step length of an output voltage in real time through a disturbance-observation method, wherein the disturbance direction is automatically judged according to power change, and the step length is adaptively adjusted according to power gain.
Preferably, the energy router supports 200-800V wide voltage range dynamic adjustment based on a double-active-bridge topological structure and is provided with a SiC MOSFET module, the energy storage side further comprises a super capacitor, the battery bears main energy storage and supports 10C rate fast charging, the super capacitor provides instantaneous power compensation, pulse current for braking energy recovery is preferentially absorbed, and battery circulation loss is reduced.
Preferably, the central controller is specifically configured to:
acquiring the current vehicle speed and the accelerator opening in real time through a vehicle speed sensor and an accelerator opening sensor;
determining a current torque distribution strategy according to a table look-up of a current vehicle speed interval;
and controlling the pressure of the hydraulic clutch according to the current torque distribution strategy, and determining whether the rear axle motor is connected and the working strength of the rear axle motor, wherein when the pressure of the hydraulic clutch is as follows:
When the speed is 0 Bar, the auxiliary motor of the rear axle is disconnected, and only the main driving motor of the front axle is driven;
1 Bar, the rear axle auxiliary motor participates in cooperation at a low speed;
1.5 When Bar, the torque is output at high speed, and the device is suitable for high-speed climbing and acceleration working conditions.
Preferably, the central controller is further specifically configured to:
the method comprises the steps of obtaining residual energy storage and surplus of a battery collected by a battery SOC sensor, and obtaining photovoltaic power generation potential collected by a photovoltaic irradiance sensor;
predicting the average gradient and slope section distribution of a future N kilometer road through fusion of a high-precision navigation map and an IMU inertial measurement unit;
The vehicle density in the lane is identified in real time through the camera and the radar, the congestion index is calculated, and the Gao Pinqi shutdown condition is identified so as to obtain the predicted average vehicle speed;
Synthesizing average gradient, gradient section distribution and congestion index, dynamically calculating the lowest threshold value of the current battery according to the following formula :
Wherein, the As the reference SOC lower limit value,For the average slope of the future path,Accumulating length for the uphill segment; Accumulating length for the downhill segment; to predict an average vehicle speed; for the current total mass of the vehicle, The weight coefficient is used for adjusting the influence of each factor on the SOC; correcting the term for the high load state; And determining the congestion state correction term according to the congestion index.
The embodiment of the invention also provides a hybrid vehicle, which comprises the photovoltaic-double motor hybrid power system.
In summary, the present embodiment has at least the following advantages:
In the photovoltaic direct-drive mode, photovoltaic electric energy is directly transmitted to the motor through the DC/DC converter, a battery charging and discharging link is bypassed, and the energy utilization efficiency is improved.
And the double motors are multiplexed in a time-sharing way, namely a front shaft main driving motor (a permanent magnet synchronous motor) and a rear shaft auxiliary motor (a switch reluctance motor) are adopted, so that decoupling of driving, power generation and recovery functions is realized, and the overall efficiency of the system is improved.
The curved surface flexible photovoltaic module is formed by bonding a flexible perovskite-crystalline silicon laminated material with a curved surface of a vehicle roof and a vehicle window through 3D printing conductive adhesive, wherein the coverage area reaches more than 65% of the surface area of the vehicle body, and the photovoltaic power generation power is maximized.
The dynamic control logic based on the multidimensional threshold and the table lookup comprises a mode switching module, a torque distribution module and a hydraulic clutch, wherein the mode switching module is used for forcedly switching to a photovoltaic direct drive, mixed motion or charging mode according to the SOC, irradiance and gradient real-time matching with a preset threshold table, the torque distribution module is used for determining the output proportion of the double motors through the table lookup of the speed and the torque, and the hydraulic clutch is used for controlling rear axle intervention.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some examples of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of a photovoltaic-dual-motor hybrid power system according to an embodiment of the present invention;
FIG. 2 is a flow chart of the dual motor torque cooperative control provided by the embodiment of the invention;
fig. 3 is a flow chart of energy flow in a photovoltaic direct-drive mode according to an embodiment of the present invention;
Fig. 4 is a flow chart of photovoltaic-thermal management linkage provided by an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1, a first embodiment of the present invention provides a photovoltaic-dual motor hybrid system, comprising:
An input side, comprising a photovoltaic power generation system and an internal combustion engine-generator set, is connected to an energy storage side and an output side by an energy router.
In this embodiment, the photovoltaic power generation system includes a photovoltaic array and a control system thereof, wherein a photovoltaic panel of the photovoltaic array adopts a flexible perovskite-crystalline silicon laminate (bendable ±30 0), and is bonded with a vehicle roof and a vehicle window curved surface through 3D printing conductive adhesive, and the coverage area reaches more than 65% of the vehicle body surface area. Therefore, the photovoltaic power generation power can be maximized on the premise of not influencing the design of the vehicle body.
In this embodiment, referring to table 1, the MPPT control algorithm built in the control system adopts a "look-up table preset+disturbance fine adjustment" strategy.
Table 1 photovoltaic MPPT control voltage lookup table
Specifically, the control system firstly sets an initial working point according to the table lookup of the temperature and the illumination intensity, and then finely adjusts the direction and the step length of the output voltage in real time through a disturbance-observation method, so that high-precision dynamic tracking is realized.
In the table lookup preset stage, the system acquires the maximum power point voltage (MPP voltage) closest to the current environment from a built-in photovoltaic performance lookup table according to the illumination intensity and temperature parameters measured in real time, and the MPP voltage is used as an initial working point and is rapidly approximate to the optimal output. And in the disturbance fine tuning stage, a disturbance-observation method (P & O) is adopted to carry out small-amplitude voltage adjustment on the basis of an initial working point. If the output power rises, the current disturbance direction is continuously maintained, otherwise, the current disturbance direction is reversely adjusted, and the maximum power point is gradually approximated.
In this embodiment, the disturbance direction is automatically determined according to the power variation, and the step size can be adaptively adjusted according to the power gain, so as to ensure the balance between the tracking precision and the convergence speed.
The disturbance step length can be dynamically adjusted according to the power variation amplitude, tracking is quickened when the variation is large, and the step length is reduced when the variation is small so as to reduce steady-state fluctuation. And if the illumination environment is suddenly changed, the table look-up initialization is re-executed, so that the dynamic response capability is ensured.
In this embodiment, the design of the photovoltaic power generation system has the advantages of fast start response and small steady-state fluctuation, and is suitable for the working condition that illumination changes frequently in vehicle operation.
In this embodiment, a hybrid system is employed in power, with the internal combustion engine as a backup energy source, and is only started (extended range) when the battery SOC is less than a preset threshold or extreme power demand. When the photovoltaic energy generation system works, the internal combustion engine drives the alternating current generated by the generator, the alternating current is converted into 600V direct current through the high-frequency rectifier, and the 600V direct current and the photovoltaic energy are combined into the energy router through the same bus.
In this embodiment, the energy storage side includes a lithium battery and a supercapacitor. The lithium battery can be, for example, a lithium titanate battery, and is used for bearing main energy storage (the capacity is larger than or equal to 30 kWh), and supporting 10C rate fast charge (the SOC is 0-80% and only needs 8 minutes). The super capacitor plays a role in instantaneous power compensation (peak power is 200kW/5 s), and preferentially absorbs the pulse current for braking energy recovery, so that the battery circulation loss is reduced.
In the embodiment, the energy router is used as an intelligent power distribution core, supports 200-800V wide voltage range dynamic regulation based on a Double Active Bridge (DAB) topological structure, and is provided with a SiC MOSFET module. The functions of the method include:
And the voltage self-adaption is realized by dynamically matching the output voltages of photovoltaic, battery and super capacitor (200-800V range adjustment) through the IGBT module.
Priority control, namely, according to the instruction of the central controller, the photovoltaic electric energy is preferentially used for directly driving the motor (bypassing the battery charging and discharging links).
Bi-directional energy flow-supporting the distribution of electrical energy from any input source (photovoltaic/internal combustion engine) to any load (motor/battery/grid).
The output side comprises a front shaft main driving motor and a rear shaft auxiliary motor.
In this embodiment, the output side employs a dual motor drive system in which a front axle main drive motor is used as a main motor, and a permanent magnet synchronous motor (peak power 150kW, continuous power 80 kW) may be used to drive the front wheels through a 2-speed transmission.
The operating modes include a drive mode (receiving the electrical power output of the energy router) and a power generation mode (recovering kinetic energy during coasting/braking).
The rear axle auxiliary motor can be a switched reluctance motor (peak power 50kW, continuous power 30 kW) which is directly connected with the rear wheels.
The functions of the method comprise drive enhancement (a four-drive mode is formed with a front axle motor during rapid acceleration) and electric power regulation (voltage fluctuation of a photovoltaic direct current bus is regulated through magnetic field weakening control).
The central controller is in signal connection with the energy router and is configured to control the energy router to output energy to the front axle main driving motor or the rear axle auxiliary motor according to signals acquired by the sensors and determine a current driving mode;
the driving mode comprises a photovoltaic direct driving mode, a hybrid mode and a range extending mode;
in a photovoltaic direct-drive mode, electric energy generated by the photovoltaic power generation system directly drives an output side to realize power output;
In a hybrid mode, the power output is realized by the electric energy generated by the photovoltaic power generation system and the battery driving the output side;
in the range-extending mode, the output side is driven by the internal combustion engine set to realize power output.
In this embodiment, the central controller may function to control the energy output. In terms of energy output, it is possible to control the output of energy to the front axle main drive motor or the rear axle auxiliary motor on the one hand, and to control the use of a photovoltaic power generation system, an internal combustion engine or a generator as an energy source on the other hand.
In the aspect of controlling energy output, the central controller acquires the vehicle speed and the accelerator opening in real time through the vehicle speed sensor and the accelerator opening sensor as key control input, calculates the current total torque demand in real time, and controls the front axle main driving motor or the rear axle auxiliary motor to output energy.
Specifically, as shown in Table 2 and FIG. 2, the central controller first looks up the matching torque ratio, and determines the current torque distribution strategy according to the current vehicle speed interval (divided into 0-30, 30-60, > 60) look-up table.
Table 2 double motor torque distribution look-up table
The table look-up result is used for controlling the hydraulic clutch pressure (0-1.5 Bar) to determine whether the rear axle motor is connected and the working strength of the rear axle motor:
0 Bar, the rear axle is disconnected, and only the front axle main motor is driven;
1 Bar, the rear axle participates in cooperation at a low speed;
1.5 Bar, rear axle high torque output, adapting to high-speed climbing and accelerating working condition.
In the aspect of controlling energy sources, the central controller firstly determines a current working mode according to signals acquired by all the sensors, and then drives according to the working mode.
Referring to table 3:
table 3 working mode switching threshold table
If the photovoltaic power generation power is greater than the requirement of the front axle main driving motor, a photovoltaic direct driving mode is carried out, and when the driving is carried out, the residual energy is fed back to the energy storage side through the energy router to be charged.
For example, referring to fig. 3, when the photovoltaic irradiance is greater than or equal to 800W/m 2 and the vehicle speed is greater than 60km/h, it is determined that the photovoltaic direct-drive mode is activated, the photovoltaic electric energy is boosted to 600V through the three-level Boost DC/DC, the front axle main driving motor is directly driven, and at the same time, the remaining energy is fed back to the energy storage side through the energy router to be charged.
If the photovoltaic power generation power is smaller than or equal to the requirement of the front axle main driving motor and the battery SOC is larger than a preset threshold value, a hybrid mode is entered, and the energy router controls the energy storage side to synchronously discharge and supplement energy, so that the driving continuity is ensured.
For example, when the photovoltaic irradiance is less than or equal to 500W/m 2 and less than 800W/m 2 and the battery SOC is greater than 40%, the hybrid mode is entered, and at the moment, the energy router controls the synchronous discharge energy supplementing of the energy storage side, so that the driving continuity is ensured.
And if the photovoltaic power generation power is smaller than or equal to the requirement of the front axle main driving motor and the battery SOC is smaller than a preset minimum threshold value, entering a range-extending mode, and realizing power output by the driving output side of the internal combustion engine unit.
In this embodiment, the minimum threshold is a dynamic threshold, which is adaptively changed according to actual situations.
In a specific embodiment, to improve the energy safety margin in a mountain area, a ramp, etc., the lowest threshold may be determined by:
first, acquiring key input signals in real time through the following sensors:
A battery SOC sensor for reflecting the energy storage surplus;
monitoring the potential of photovoltaic power generation;
the gradient sensor and the navigation module are used for judging the gradient change of the current or front road section;
speed sensor, combined with power demand assistance decision making.
The central controller then predicts the average gradient and slope segment distribution (including the total length of the up/down slope) of the road for 5 km in the future by fusing the high-precision navigation map (gradient resolution 0.1%) with the IMU inertial measurement unit (model ADXL 355). In addition, a camera (AR 0234) and a radar (ARS 540) are used for identifying the vehicle density in a lane in real time, calculating a congestion index and identifying a high-frequency start-stop working condition.
The central controller is also specifically configured to:
the method comprises the steps of obtaining residual energy storage and surplus of a battery collected by a battery SOC sensor, and obtaining photovoltaic power generation potential collected by a photovoltaic irradiance sensor;
predicting the average gradient and slope section distribution of a future N kilometer road through fusion of a high-precision navigation map and an IMU inertial measurement unit;
The vehicle density in the lane is identified in real time through the camera and the radar, the congestion index is calculated, and the Gao Pinqi shutdown condition is identified so as to obtain the predicted average vehicle speed;
Synthesizing average gradient, gradient section distribution and congestion index, dynamically calculating the lowest threshold value of the current battery according to the following formula :
Wherein, the As the reference SOC lower limit value,For the average slope of the future path,Accumulating length for the uphill segment; Accumulating length for the downhill segment; to predict an average vehicle speed; for the current total mass of the vehicle, The weight coefficient is used for adjusting the influence of each factor on the SOC; correcting the term for the high load state; And determining the congestion state correction term according to the congestion index.
The embodiment comprehensively considers the future road gradient characteristics, the running working condition and the load condition, and realizes the dynamic optimization control of the SOC threshold value. The control logic of the system is that when the large gradient or long ascending road section is predicted, the system automatically increases the SOC threshold value and increases the energy storage, and if the long descending or congestion working condition is predicted, the threshold value is moderately adjusted down, and the battery space is released so as to receive the recovered energy and improve the energy efficiency.
Through the formula modeling strategy, the energy management system can realize the self-adaptive adjustment of the battery working threshold under multiple scenes without depending on an AI model, and the energy distribution intelligent level of the whole vehicle under complex road conditions is remarkably improved.
Some preferred embodiments of the invention are described further below.
On the basis of the above embodiment, in a preferred embodiment of the present invention, further comprising:
and the thermal management linkage system is used for realizing liquid cooling and heat dissipation of the photovoltaic panel.
Referring to fig. 4, the real-time temperature of the photovoltaic panel of the photovoltaic array is collected by a temperature sensor and sent to a central controller, and the central controller executes the following rules according to a preset temperature interval:
When the temperature T of the photovoltaic panel is more than or equal to 45 ℃, the liquid cooling system is controlled to be started, and the flow rate of the cooling liquid is regulated to be 2L/min so as to achieve rapid cooling;
when the temperature of the photovoltaic panel is 35 ℃ or less and T is less than 45 ℃ and the current liquid cooling inlet-outlet temperature difference delta T is 15 ℃ or more, the liquid cooling pump runs at a low speed of 1L/min, and the temperature is kept stable;
When the temperature T of the photovoltaic panel is less than 35 ℃, the liquid cooling system is controlled to be closed so as to reduce energy consumption;
The heat absorbed by the liquid cooling system enters the integrated thermoelectric module, energy conversion is started according to the refrigerating/heating requirements in the vehicle, the thermoelectric module supplies energy to the air conditioner compressor preferentially under the effective heating condition, and if the residual electricity of the system is sufficient, the residual output of the thermoelectric module is fed back to the direct current bus, so that the energy utilization rate of the whole vehicle is improved.
The mechanism is coupled with the thermoelectric module through the micro-channel liquid cooling plate, so that the efficiency attenuation rate of the photovoltaic module is reduced from 25% to about 7% at high temperature, and the power generation performance of the system is remarkably improved.
In summary, the present embodiment has at least the following advantages:
In the photovoltaic direct-drive mode, photovoltaic electric energy is directly transmitted to the motor through the DC/DC converter, a battery charging and discharging link is bypassed, and the energy utilization efficiency is improved.
And the double motors are multiplexed in a time-sharing way, namely a front shaft main driving motor (a permanent magnet synchronous motor) and a rear shaft auxiliary motor (a switch reluctance motor) are adopted, so that decoupling of driving, power generation and recovery functions is realized, and the overall efficiency of the system is improved.
The curved surface flexible photovoltaic module is formed by bonding a flexible perovskite-crystalline silicon laminated material with a curved surface of a vehicle roof and a vehicle window through 3D printing conductive adhesive, wherein the coverage area reaches more than 65% of the surface area of the vehicle body, and the photovoltaic power generation power is maximized.
The dynamic control logic based on the multidimensional threshold and the table lookup comprises a mode switching module, a torque distribution module and a hydraulic clutch, wherein the mode switching module is used for forcedly switching to a photovoltaic direct drive, mixed motion or charging mode according to the SOC, irradiance and gradient real-time matching with a preset threshold table, the torque distribution module is used for determining the output proportion of the double motors through the table lookup of the speed and the torque, and the hydraulic clutch is used for controlling rear axle intervention.
The second embodiment of the present invention also provides a hybrid vehicle including the photovoltaic-two motor hybrid system as described above.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1.一种光伏-双电机混合动力系统，其特征在于，包括：1. A photovoltaic-dual-motor hybrid power system, characterized by comprising: 输入侧，包括光伏发电系统和内燃机组，所述输入侧通过能量路由器连接至储能侧以及输出侧；所述储能侧包括电池；The input side includes a photovoltaic power generation system and an internal combustion engine set, and the input side is connected to the energy storage side and the output side through an energy router; the energy storage side includes a battery; 所述输出侧，包括前轴主驱动电机与后轴辅助电机；The output side includes a front axle main drive motor and a rear axle auxiliary motor; 中央控制器，与所述能量路由器信号连接，并配置为能够根据各个传感器采集的信号控制能量路由器向所述前轴主驱动电机或者后轴辅助电机输出能量以及确定当前的驱动模式；A central controller, connected to the energy router by signal, and configured to control the energy router to output energy to the front axle main drive motor or the rear axle auxiliary motor and determine the current drive mode according to the signals collected by each sensor; 其中，所述驱动模式包括光伏直驱模式、混合模式以及增程模式；Wherein, the driving modes include photovoltaic direct drive mode, hybrid mode and extended range mode; 在光伏直驱模式下，由所述光伏发电系统产生的电能直接驱动输出侧实现动力输出；In the photovoltaic direct drive mode, the electric energy generated by the photovoltaic power generation system directly drives the output side to realize power output; 在混合模式下，由所述光伏发电系统和电池产生的电能驱动输出侧实现动力输出；In hybrid mode, the electric energy generated by the photovoltaic power generation system and the battery drives the output side to achieve power output; 在增程模式下，由内燃机组驱动输出侧实现动力输出。In the extended-range mode, the internal combustion engine drives the output side to achieve power output. 2.根据权利要求1所述的光伏-双电机混合动力系统，其特征在于，2. The photovoltaic-dual-motor hybrid power system according to claim 1, characterized in that: 若光伏发电功率大于前轴主驱动电机的需求，则进入光伏直驱模式，并在驱动的同时，将剩余能量通过能量路由器反馈至储能侧进行充电；If the photovoltaic power generation power is greater than the demand of the front axle main drive motor, the system will enter the photovoltaic direct drive mode, and while driving, the remaining energy will be fed back to the energy storage side through the energy router for charging; 若光伏发电功率小于等于前轴主驱动电机的需求且电池SOC大于预设最低阈值时，则进入混合模式，能量路由器控制储能侧同步放电补能，确保驱动连续性；If the photovoltaic power generation power is less than or equal to the demand of the front axle main drive motor and the battery SOC is greater than the preset minimum threshold, the hybrid mode is entered, and the energy router controls the energy storage side to discharge and replenish energy synchronously to ensure driving continuity; 若光伏发电功率小于等于前轴主驱动电机的需求且电池SOC小于预设最低阈值时，则进入增程模式，由内燃机组驱动输出侧实现动力输出。If the photovoltaic power generation power is less than or equal to the demand of the front axle main drive motor and the battery SOC is less than the preset minimum threshold, the extended-range mode is entered, and the internal combustion engine drives the output side to achieve power output. 3.根据权利要求1所述的光伏-双电机混合动力系统，其特征在于，当光伏辐照度≥800W/m2且车速>60km/h时，判断进入光伏直驱模式，光伏电能经三电平Boost DC/DC升压至600V，直驱前轴主驱动电机；3. The photovoltaic-dual-motor hybrid system according to claim 1 is characterized in that when the photovoltaic irradiance is ≥800W/ m2 and the vehicle speed is >60km/h, it is judged to enter the photovoltaic direct drive mode, and the photovoltaic power is boosted to 600V by the three-level Boost DC/DC to directly drive the front axle main drive motor; 当500W/m2≤光伏辐照度<800W/m2且电池SOC大于预设最低阈值时，则进入混合模式。When 500W/m 2 ≤ PV irradiance < 800W/m 2 and the battery SOC is greater than the preset minimum threshold, the hybrid mode is entered. 4.根据权利要求1所述的光伏-双电机混合动力系统，其特征在于，所述光伏发电系统的光伏阵列采用柔性钙钛矿-晶硅叠层，通过3D打印导电胶与车顶、车窗曲面粘接，覆盖面积达车体表面积的65%以上。4. The photovoltaic-dual-motor hybrid power system according to claim 1 is characterized in that the photovoltaic array of the photovoltaic power generation system adopts a flexible perovskite-crystalline silicon stack, which is bonded to the roof and window curved surfaces through 3D printed conductive adhesive, and the coverage area is more than 65% of the vehicle body surface area. 5.根据权利要求4所述的光伏-双电机混合动力系统，其特征在于，所述光伏阵列的光伏板的实时温度由温度传感器采集，并送入中央控制器，所述中央控制器根据预设的温度区间，执行如下规则：5. The photovoltaic-dual-motor hybrid power system according to claim 4 is characterized in that the real-time temperature of the photovoltaic panels of the photovoltaic array is collected by a temperature sensor and sent to a central controller, and the central controller executes the following rules according to a preset temperature range: 当光伏板的温度T≥45℃时，控制液冷系统的液冷泵开启，并将其冷却液流量调至2 L/min，以达到快速降温；When the temperature of the photovoltaic panel is T≥45℃, the liquid cooling pump of the liquid cooling system is controlled to start, and its coolant flow rate is adjusted to 2 L/min to achieve rapid cooling; 当光伏板的温度处于35℃≤T < 45℃ 且当前液冷进出口温差ΔT≥15℃时，控制液冷泵以1 L/min低速运行，维持温度稳定；When the temperature of the photovoltaic panel is 35℃≤T < 45℃ and the current liquid cooling inlet and outlet temperature difference ΔT≥15℃, the liquid cooling pump is controlled to run at a low speed of 1 L/min to maintain temperature stability; 当光伏板的温度T < 35℃，控制液冷系统关闭，以减少能耗；When the temperature of the photovoltaic panel is less than 35℃, the liquid cooling system is controlled to shut down to reduce energy consumption; 其中，液冷系统吸收的热量进入集成的热电模块，根据车内制冷/制热需求启动能量转换：在发热有效条件下，热电模块优先供能给空调压缩机；若系统余电充足，热电模块多余输出反馈至直流母线，提高整车能源利用率。Among them, the heat absorbed by the liquid cooling system enters the integrated thermoelectric module, and energy conversion is started according to the cooling/heating needs in the vehicle: under effective heat generation conditions, the thermoelectric module preferentially supplies energy to the air-conditioning compressor; if the system has sufficient residual power, the excess output of the thermoelectric module is fed back to the DC bus, thereby improving the energy utilization rate of the entire vehicle. 6.根据权利要求1所述的光伏-双电机混合动力系统，其特征在于，所述光伏发电系统通过DC/DC升压模块连接至所述能量路由器；6. The photovoltaic-dual-motor hybrid power system according to claim 1, characterized in that the photovoltaic power generation system is connected to the energy router via a DC/DC boost module; 所述光伏发电系统内置的MPPT控制算法采用“查表预设+扰动微调”策略：The MPPT control algorithm built into the photovoltaic power generation system adopts the "table lookup preset + disturbance fine-tuning" strategy: 所述“查表预设+扰动微调”策略首先根据温度与光照强度查表设定初始工作点，再通过扰动-观察法实时微调输出电压方向与步长；其中，扰动的方向根据功率变化自动判断，步长大小根据功率增益自适应调整。The "table lookup preset + disturbance fine-tuning" strategy first sets the initial working point according to the temperature and light intensity table lookup, and then fine-tunes the output voltage direction and step size in real time through the disturbance-observation method; wherein the direction of the disturbance is automatically determined according to the power change, and the step size is adaptively adjusted according to the power gain. 7.根据权利要求1所述的光伏-双电机混合动力系统，其特征在于，所述能量路由器基于双有源桥拓扑结构，支持200-800V宽电压范围动态调节，配备SiC MOSFET模块；所述储能侧还包括超级电容，所述电池承担主储能，支持10C倍率快充；所述超级电容提供瞬时功率补偿，优先吸收制动能量回收的脉冲电流，减少电池循环损耗。7. The photovoltaic-dual-motor hybrid power system according to claim 1 is characterized in that the energy router is based on a dual active bridge topology, supports dynamic adjustment in a wide voltage range of 200-800V, and is equipped with a SiC MOSFET module; the energy storage side also includes a supercapacitor, the battery is responsible for the main energy storage, and supports 10C fast charging; the supercapacitor provides instantaneous power compensation, preferentially absorbs the pulse current of braking energy recovery, and reduces battery cycle loss. 8.根据权利要求1所述的光伏-双电机混合动力系统，其特征在于，所述中央控制器具体用于：8. The photovoltaic-dual-motor hybrid power system according to claim 1, characterized in that the central controller is specifically used for: 通过车速传感器与油门开度传感器实时获取当前的车速以及油门开度；The current vehicle speed and throttle opening are obtained in real time through the vehicle speed sensor and the throttle opening sensor; 根据当前车速区间查表确定当前扭矩分配策略；Determine the current torque distribution strategy based on the current vehicle speed range by looking up the table; 根据当前扭矩分配策略控制液压离合器压力，决定后轴电机是否接入及其工作强度：其中，当液压离合器压力为：The hydraulic clutch pressure is controlled according to the current torque distribution strategy to determine whether the rear axle motor is connected and its working intensity: When the hydraulic clutch pressure is: 0 Bar时：后轴辅助电机断开，仅前轴主驱动电机驱动；At 0 Bar: the rear axle auxiliary motor is disconnected, and only the front axle main drive motor is driven; 1 Bar时：后轴辅助电机低速参与协同；At 1 Bar: the rear axle auxiliary motor participates in coordination at low speed; 1.5 Bar时：时高扭输出，适应高速爬坡、加速工况。1.5 Bar: High torque output, suitable for high-speed climbing and acceleration conditions. 9.根据权利要求1所述的光伏-双电机混合动力系统，其特征在于，所述中央控制器还具体用于：9. The photovoltaic-dual-motor hybrid power system according to claim 1, characterized in that the central controller is further used for: 获取电池SOC传感器采集的电池的剩余储能剩余，获取光伏辐照度传感器采集的光伏发电潜力；Obtain the remaining energy storage of the battery collected by the battery SOC sensor, and obtain the photovoltaic power generation potential collected by the photovoltaic irradiance sensor; 通过高精度导航地图与IMU惯性测量单元融合，预测未来N公里道路的平均坡度与坡段分布；By integrating high-precision navigation maps with IMU inertial measurement units, the average slope and slope distribution of N kilometers of roads in the future can be predicted; 通过摄像头与雷达实时识别车道内车辆密度，计算拥堵指数，识别高频启停工况；Use cameras and radars to identify vehicle density in lanes in real time, calculate congestion index, and identify high-frequency start-stop conditions; 综合平均坡度、坡段分布以及拥堵指数，依据以下公式动态计算当前电池的最低阈值：Based on the average slope, slope distribution and congestion index, the current battery minimum threshold is dynamically calculated according to the following formula: : 其中，为基准SOC下限值，为未来路径平均坡度，为上坡段累计长度；为下坡段累计长度；为预测平均车速；为当前车辆总质量，为权重系数，用于调节各因素对SOC的影响；为高负载状态修正项；为拥堵状态修正项，根据拥堵指数确定。in, is the lower limit value of the benchmark SOC, is the average slope of the future path, is the cumulative length of the uphill section; is the cumulative length of the downhill section; To predict the average vehicle speed; is the current total vehicle mass, is the weight coefficient, which is used to adjust the impact of each factor on SOC; It is a correction item for high load condition; It is a congestion status correction item, which is determined according to the congestion index. 10.一种混合动力车辆，其特征在于，包括如权利要求1至9任意一项所述的光伏-双电机混合动力系统。10. A hybrid vehicle, characterized by comprising a photovoltaic-dual-motor hybrid system as claimed in any one of claims 1 to 9.
CN202510840175.1A 2025-06-23 2025-06-23 Photovoltaic-double-motor hybrid power system and hybrid power vehicle Pending CN120348139A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202510840175.1A CN120348139A (en) 2025-06-23 2025-06-23 Photovoltaic-double-motor hybrid power system and hybrid power vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202510840175.1A CN120348139A (en) 2025-06-23 2025-06-23 Photovoltaic-double-motor hybrid power system and hybrid power vehicle

Publications (1)

Publication Number Publication Date
CN120348139A true CN120348139A (en) 2025-07-22

Family

ID=96400610

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202510840175.1A Pending CN120348139A (en) 2025-06-23 2025-06-23 Photovoltaic-double-motor hybrid power system and hybrid power vehicle

Country Status (1)

Country Link
CN (1) CN120348139A (en)

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01109125A (en) * 1987-10-23 1989-04-26 Fuji Heavy Ind Ltd Four-wheel-steering four-wheel-drive vehicle
JP2003094971A (en) * 2001-09-27 2003-04-03 Hitachi Constr Mach Co Ltd Front-rear wheel driving force distribution control device for hydraulically driven vehicle
JP2005295711A (en) * 2004-03-31 2005-10-20 Takeo Saito Hybrid electric automobile
CN101367383A (en) * 2007-08-17 2009-02-18 李茂丰 Passenger train with solar power air conditioner
CN203543701U (en) * 2013-10-25 2014-04-16 黄俊嘉 Solar electric vehicle
CN109631204A (en) * 2018-12-16 2019-04-16 北京工业大学 Caravan/family wind-optical-electronic complementation energy-storage system and its thermal management algorithm
CN109910866A (en) * 2019-03-05 2019-06-21 中国第一汽车股份有限公司 Energy management method and system for hybrid electric vehicle based on road condition prediction
WO2021250979A1 (en) * 2020-06-09 2021-12-16 株式会社スリーダム Power supply system, mobile object, and power supply system control method
CN119821146A (en) * 2025-01-22 2025-04-15 长城汽车股份有限公司 Vehicle power supply method and device, vehicle and storage medium

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01109125A (en) * 1987-10-23 1989-04-26 Fuji Heavy Ind Ltd Four-wheel-steering four-wheel-drive vehicle
JP2003094971A (en) * 2001-09-27 2003-04-03 Hitachi Constr Mach Co Ltd Front-rear wheel driving force distribution control device for hydraulically driven vehicle
JP2005295711A (en) * 2004-03-31 2005-10-20 Takeo Saito Hybrid electric automobile
CN101367383A (en) * 2007-08-17 2009-02-18 李茂丰 Passenger train with solar power air conditioner
CN203543701U (en) * 2013-10-25 2014-04-16 黄俊嘉 Solar electric vehicle
CN109631204A (en) * 2018-12-16 2019-04-16 北京工业大学 Caravan/family wind-optical-electronic complementation energy-storage system and its thermal management algorithm
CN109910866A (en) * 2019-03-05 2019-06-21 中国第一汽车股份有限公司 Energy management method and system for hybrid electric vehicle based on road condition prediction
WO2021250979A1 (en) * 2020-06-09 2021-12-16 株式会社スリーダム Power supply system, mobile object, and power supply system control method
CN119821146A (en) * 2025-01-22 2025-04-15 长城汽车股份有限公司 Vehicle power supply method and device, vehicle and storage medium

Similar Documents

Publication Publication Date Title
US6362602B1 (en) Strategy to control battery state of charge based on vehicle velocity
US6580977B2 (en) High efficiency fuel cell and battery for a hybrid powertrain
US8761985B2 (en) Method of operating a dual motor drive and control system for an electric vehicle
US9290107B2 (en) System and method for energy management in an electric vehicle
CN109747625B (en) Hybrid power vehicle combined type energy management method
US9162671B2 (en) Hybrid vehicle control unit
JP2019180207A (en) Power supply system for vehicle
CN109383222B (en) Hybrid refrigeration device and control method thereof
Ide et al. Development of SPORT HYBRID i-MMD control system for 2014 model year accord
JP2019180208A (en) Power supply system for vehicle
CN116811831A (en) Energy stable output control strategy for extended-range power system
CN108340901A (en) More power combination drive engineering transportation vehicle controls and its control method
CN108248365B (en) Hybrid gas-electric hybrid vehicle power system and control method
Shekhawat et al. An extensive review on hybrid electric vehicles powered by fuel cell-enabled hybrid energy storage system
Gulhane et al. Design of electric vehicle regenerative braking system
JP2012240566A (en) Electric travel controller for hybrid vehicle
CN112757916B (en) Energy balance control method for multi-energy power system of hydrogen fuel cell automobile
Burnett et al. A power system combining batteries and supercapacitors in a solar/hydrogen hybrid electric vehicle
RU2557686C1 (en) Coordinated control over hybrid vehicle electromechanical transmission
CN116985637A (en) Series hybrid power system and control method thereof
CN111497630A (en) Rail transit vehicle hybrid power supply system, control method thereof and rail transit vehicle
CN120348139A (en) Photovoltaic-double-motor hybrid power system and hybrid power vehicle
CN111130185B (en) A combined power supply system and power supply control method
Malaizé et al. Optimization-based control design for hybrid energy storage systems in electric vehicles
CN111703307B (en) A high-power energy storage and thermal management system for electric vehicles based on EDLC modularization

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
RJ01 Rejection of invention patent application after publication

Application publication date: 20250722