CN203572669U - Energy recuperation measuring and control device for blade electric vehicles - Google Patents

Abstract

A pure electric vehicle energy recovery measurement and control device, including a test bench, a host computer with an operation interface, a lower computer measurement and control module communicating with the host computer, and a power battery. Measuring instrument, flywheel set, brake and ABS control module, eddy current dynamometer; the lower computer measurement and control module includes a voltage and current detection module, a rotational speed torque measurement module, an electromagnetic clutch control module, a braking module and an excitation current duty cycle ratio control module; the power battery is electrically connected to the drive motor through a power changing frequency converter. The beneficial effects of the utility model are: according to different vehicle models and different test loads, the driving operation control of the vehicle under different working conditions is realized, and the energy recovery amount, mechanical braking force and electromagnetic braking force coordinated braking of the regenerative braking mode are studied. The control strategy provides pure electric vehicle developers with a combination of "qualitative and quantitative" analysis data and curve technical data.

Description

A pure electric vehicle energy recovery measurement and control device

technical field

The utility model relates to a pure electric vehicle energy recovery measurement and control device.

Background technique

Short driving range is a major shortcoming that restricts the marketization of pure electric vehicles. Although research on high-performance, high-energy power batteries can improve the driving range of electric vehicles, it will inevitably increase research and development costs, and the development process is limited by materials. and technical constraints. By studying the inertial kinetic energy of electric vehicles in the process of deceleration, braking, and coasting, the electric motor can charge the power battery in the form of a generator (that is, energy recovery), which can increase the driving range of the vehicle and reduce the wear of the brake pads. The energy recovery test requires a real test environment to study the maximization of energy recovery efficiency in the recovery process and the coordination relationship between electromagnetic braking force and mechanical braking force, which not only ensures vehicle driving safety but also improves driving range.

The research on the key issues of electric vehicle regenerative braking (the amount of energy recovery and the coordinated distribution of mechanical braking force and electromagnetic braking force) is still in a predictive and qualitative simulation stage. The test of power battery charging acceptance requires a real test environment. Therefore, it is particularly urgent to develop a test bench that has strong versatility, can truly restore the driving conditions of electric vehicles, and can realize the analysis of energy recovery mechanism. Therefore, develop a pure electric vehicle test bench that can simulate different driving conditions according to different models, and conduct charging and discharging experiments. (vehicle speed, battery SOC, brake pedal travel) are fused data, through the fuzzy processing of the three parameters, the construction of membership, and reasoning, the power battery SOC and electromagnetic braking force distribution coefficient are displayed on the host computer in the form of curves or surface graphs. It provides a test platform for qualitative and quantitative analysis and research for better design of energy recovery mechanism and braking strategy before the development of new cars, so as to save development costs and reduce the development cycle.

Contents of the invention

Aiming at the lack of a real test environment for the energy recovery test of pure electric vehicles, the safety test of mechanical braking force and electromagnetic braking force, and the fact that the test platform cannot provide visual, dynamic and interactive test technologies, the utility model proposes a method based on Different models and different test loads realize the driving operation control of the vehicle under different working conditions, and the real pure electric vehicle energy recovery measurement and control device.

The pure electric vehicle energy recovery measurement and control device described in the utility model is characterized in that it includes a test bench, a host computer with an operation interface, a lower computer measurement and control module communicating with the host computer, and a power battery. A driving motor, a rotational speed torque measuring instrument, a flywheel group, a brake and an ABS control module, and an eddy current dynamometer are installed on the top, and the input end of the rotational speed torque measuring instrument is connected to the output shaft of the driving motor through a coupling 1. The output end is connected with the input end of the flywheel group through a shaft coupling; the output end of the flywheel group is connected with the input end of the brake through a shaft coupling, and the output end of the brake is connected through a shaft coupling The device is connected with the eddy current dynamometer;

The measurement and control module of the lower computer includes a voltage and current detection module, a rotational speed torque measurement module, an electromagnetic clutch control module, a braking module and an excitation current duty ratio control module, and the voltage and current detection module is connected to the drive motor , the speed torque measurement module is connected with the speed torque measuring instrument, the electromagnetic clutch control module is connected with the electromagnetic clutch of the flywheel group through a relay (its internally integrated relay power unit), and the The brake module mentioned above communicates bidirectionally with the brake and ABS control module through the brake solenoid valve (the power unit of the brake solenoid valve integrated in it), and the excitation current duty cycle control module communicates with the eddy current dynamometer The dynamometer of the machine is connected; the voltage and current detection module, the speed and torque measurement module, the electromagnetic clutch control module, the braking module and the excitation current duty cycle control module are respectively connected with the signal of the upper computer interaction module; The above-mentioned power battery is electrically connected with the above-mentioned driving motor through a power changing frequency converter.

The upper computer selects a Delphi-based visual development tool under the Windows XP environment, and adopts the Mscomm communication control transplanted from Visual Basic 6.0 to realize point-to-point serial communication between the upper and lower computers.

RS232 serial communication is used for communication between the upper computer and the measurement and control module of the lower computer.

The measurement and control module of the lower computer is an MCS-51 industrial control single-chip microcomputer.

Before the test, first set the test parameters matching the characteristic parameters of the vehicle to be tested on the operation interface of the upper computer according to the needs. It is transmitted to the lower computer through the serial port, and the dynamic parameters collected by the energy recovery test bench are displayed on the operation interface in real time by means of event query, response, and drive; the measurement and control module of the lower computer controls the corresponding electromagnetic clutch according to the communication command and address code to realize the vehicle Quality simulation; at the beginning of the test, the lower computer is powered on and reset and initialized, and is in the state of waiting to receive instructions from the upper computer; when receiving the sampling instruction from the upper computer through the serial port, it starts to wait for the timer, and when the time is up, the lower computer monitors and controls The module detects the opening of the accelerator and brake pedal of the vehicle to be tested in real time, and transmits it to the upper computer in real time; when receiving the control command from the upper computer, it will trigger the lower computer module to issue a control according to the physical address corresponding to the instruction. Signals for power inverter control and braking force distribution, and send control signals to the dynamometer of the eddy current dynamometer to simulate driving resistance in real time; when the vehicle is driving, the measurement and control module of the lower computer controls the duty of the power inverter according to the accelerator pedal Then adjust the average voltage at both ends of the armature of the driving motor and convert it to RS232 level to communicate with the upper computer to realize vehicle driving; when the vehicle brakes, the measurement and control module of the lower computer will control ), driving motor speed and other conditions to carry out braking force distribution, and at the same time control the armature voltage of the driving motor to realize energy recovery and communicate with the ABS control module, and send a braking force distribution signal to the ABS system to realize the adjustment and control of the mechanical braking force; at the end of the test, The upper computer sends a stop command to the lower computer measurement and control module, the timer is turned off, the lower computer initializes and is in a standby state, and the test is completed.

The beneficial effect of the utility model is that: according to different vehicle types and different test loads, the driving and operation control of the vehicle under different working conditions can be realized, and the energy recovery amount, mechanical braking force and electromagnetic braking force of the vehicle can be studied in the regenerative braking mode. The control strategy of power coordinated braking provides pure electric vehicle developers with a combination of "qualitative and quantitative" analysis data and curve technical data.

Description of drawings

Fig. 1 is a structural frame diagram of the utility model.

Fig. 2 is a control diagram of the lower computer measurement and control module of the utility model.

Fig. 3 is a communication program block diagram of the lower computer of the present invention.

Fig. 4 is a schematic diagram of the control interface of the upper computer of the present invention.

Fig. 5 is a fuzzy inference block diagram of braking force distribution and energy recovery.

Fig. 6 Regenerative braking distribution coefficient and SOC test surface diagram.

Detailed ways

Further illustrate the utility model below in conjunction with accompanying drawing

Referring to the attached picture:

Embodiment 1 The pure electric vehicle energy recovery measurement and control device described in the utility model includes a test bench 1, an upper computer 2 with an operation interface, a lower computer measurement and control module 3 communicating with the upper computer, and a power battery 4. A drive motor 11, a rotational speed torque measuring instrument 12, a flywheel group 13, a brake and ABS control module 14, and an eddy current dynamometer 15 are installed on the test bench 1, and the input end of the rotational speed torque measuring instrument 12 is passed through a shaft coupling 5 is connected to the output shaft of the drive motor 11, and the output end is connected to the input end of the flywheel set 13 through a coupling; the output end of the flywheel set 13 is connected to the brake through a coupling The input end is connected, and the output end of the brake is connected with the eddy current dynamometer 15 through a coupling;

The lower computer measurement and control module 3 includes a voltage and current detection module 31, a rotational speed torque measurement module 32, an electromagnetic clutch control module 33, a braking module 34 and an excitation current duty ratio control module 35, and the voltage and current detection module 31 It is connected with the drive motor 11, the speed torque measuring module 32 is connected with the speed torque measuring instrument 12, and the electromagnetic clutch control module 33 is connected with the electromagnetic clutch of the flywheel set 13 through a relay. connected, the brake module 34 communicates bidirectionally with the brake and ABS control module 14 through the brake solenoid valve, and the excitation current duty ratio control module 35 communicates with the dynamometer of the eddy current dynamometer 15 connected to the device; the voltage and current detection module 31, the rotational speed torque measurement module 32, the electromagnetic clutch control module 33, the braking module 34 and the excitation current duty ratio control module 35 are respectively connected with the interaction module signal of the upper computer 2 Connection; the power battery 4 is electrically connected to the driving motor 11 through a power changing frequency converter 41 .

Described upper computer 2 selects the visual development tool based on Delphi under the Windows XP environment, and adopts the Mscomm communication control of transplanting Visual Basic6.0 to realize the point-to-point serial communication of upper and lower computers.

RS232 serial communication is used for communication between the upper computer 2 and the measurement and control module 3 of the lower computer.

The measurement and control module 3 of the lower computer is an MCS-51 industrial control single-chip microcomputer.

Construction and output of embodiment 2 test parameters

(1) Parameter fuzzy construction and reasoning

There are many dynamic factors affecting the maximization of energy recovery and the optimization of electromagnetic braking force distribution coefficient in regenerative braking of pure electric vehicles, such as vehicle speed, power storage capacity of power battery, driver's operating conditions, road conditions, etc. Taking various factors into consideration can certainly improve the accuracy of experimental research, but it is difficult to model. This paper proposes a strategy model that takes vehicle speed V (motor speed), power battery SOC, and brake pedal stroke Pos as variable input, and regenerative braking distribution coefficient as variable output. Its reasoning framework is shown in Figure 5. Through the fuzzy processing of input and output, construct vehicle speed V (low, middle, high), brake pedal travel Pos (low, middle, high), battery SOC (low, middle, high), regenerative braking distribution coefficient The membership function of , using the rules of fuzzy reasoning to establish the degree of association, its expression is:

if (V is V _i ／and Pos is Pos _i and SOC is SOC _i ) then regen_frac isf _i ).

(2) Parameter output and defuzzification

According to the vehicle characteristic parameters input in Fig. 4, Fig. 5 deduces the fuzzy parameters, and the graph shown in Fig. 6 is obtained. Among them, graph d is the curve graph of SOC, charge and discharge current changing with test time in the charging and discharging test selected according to Fig. 4, and graphs a, b, and c are surface graphs of braking force distribution coefficient changing with input parameters. The surface graph can be continuously tested, compared, and optimized to improve the fuzzy membership function of the input and output parameters in the system, making the interface of the measurement and control system easy to operate, easy to analyze data, and easy to expand functions. The parameters output in Figure 6 are fuzzy quantities, and the measurement and control system needs an exact quantity to calculate the electromagnetic braking force. Therefore, the output parameters must be defuzzified. Considering the control and safety performance of the vehicle, the weighted average is used. The distribution coefficient of the motor in energy recovery is obtained by using the method.

The content described in the embodiments of this specification is only an enumeration of the realization forms of the utility model concept. The protection scope of the utility model should not be regarded as limited to the specific forms stated in the embodiments. The protection scope of the utility model also includes Equivalent technical means that those skilled in the art can think of according to the concept of the utility model.

Claims (3)

1. a pure electric automobile energy reclaims measure and control device, it is characterized in that: comprise test-bed, with the host computer of operation interface, slave computer control module, the electrokinetic cell of communicating by letter with host computer, drive motor, rotational speed and torque measuring instrument, flywheel group, detent and ABS control module, electric eddy current dynamometer are installed on described test-bed, described rotational speed and torque measuring instrument input end by shaft coupling be connected with the output shaft of described drive motor, output terminal is connected with the input end of described flywheel group by shaft coupling; The output terminal of described flywheel group is connected with the input end of described detent by shaft coupling, and the output terminal of described detent is connected with described electric eddy current dynamometer by shaft coupling;

Described slave computer control module comprises electric current and voltage detection module, rotational speed and torque is measured module, electromagnetic clutch control module, brake module and exciting current Duty ratio control module, described electric current and voltage detection module is connected with described drive motor, described rotational speed and torque is measured module and is connected with described rotational speed and torque measuring instrument, described electromagnetic clutch control module is connected with the electromagnetic clutch of described flywheel group by relay, described brake module is by detent solenoid valve and described detent and ABS control module two-way communication, described exciting current Duty ratio control module is connected with the dynamometer of described electric eddy current dynamometer, described electric current and voltage detection module, rotational speed and torque are measured module, electromagnetic clutch control module, brake module and exciting current Duty ratio control module and are connected with described host computer interactive module signal respectively, described electrokinetic cell changes frequency converter by power and described drive motor is electrically connected.

2. a kind of pure electric automobile energy as claimed in claim 1 reclaims measure and control device, it is characterized in that: between described host computer and described slave computer control module, adopt RS232 serial communication mode to communicate by letter.

3. a kind of pure electric automobile energy as claimed in claim 2 reclaims measure and control device, it is characterized in that: described slave computer control module is MCS-51 industry control single-chip microcomputer.

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