CN111245084B - Impact current resistant hybrid power supply device based on CAN bus and control method - Google Patents

Impact current resistant hybrid power supply device based on CAN bus and control method Download PDF

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CN111245084B
CN111245084B CN202010067380.6A CN202010067380A CN111245084B CN 111245084 B CN111245084 B CN 111245084B CN 202010067380 A CN202010067380 A CN 202010067380A CN 111245084 B CN111245084 B CN 111245084B
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bipolar transistor
insulated gate
vehicle
gate bipolar
capacitor
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CN111245084A (en
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谭罡风
杨菁珉
王昊宇
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Wuhan University of Technology WUT
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Wuhan University of Technology WUT
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/345—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering using capacitors as storage or buffering devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/10—Temporary overload
    • B60L2260/16—Temporary overload of electrical drive trains
    • B60L2260/162—Temporary overload of electrical drive trains of electrical cells or capacitors
    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility

Abstract

The invention discloses an impact current resistant hybrid power supply device based on a CAN (controller area network) bus and a control method, belonging to the technical field of energy power, and comprising an impact capacitor module, a battery module and a main control module, wherein the impact capacitor module is composed of an insulated gate bipolar transistor, a rectifier diode, a capacitor, an adjustable resistor and a current detection module; the main control module inputs vehicle real-time driving data acquired by the two current detection modules and the can bus, and controls the on-off of each insulated gate bipolar transistor and the size of the variable resistor through output. Through microcontroller analysis vehicle data of traveling, combine driving intention, running state and operating mode, control electric capacity charge-discharge is provided great electric current by the electric capacity, under the circumstances of guaranteeing that the vehicle is stably traveled, reduces the loss to the battery as far as possible, has prolonged battery life, and with low costs, the installation is convenient, can extensively use widely.

Description

Impact current resistant hybrid power supply device based on CAN bus and control method
Technical Field
The invention belongs to the technical field of energy power, and particularly relates to an impact current resistant hybrid power supply device based on a CAN bus and a control method.
Background
With the popularization of electric vehicles, the battery life of the electric vehicles is becoming a problem of great concern. The lithium iron phosphate battery and the ternary lithium battery which are commonly adopted in the market at present have the same problem although having advantages respectively; the long-time large-current charging and discharging can accelerate the capacity attenuation of the battery and reduce the service life of the battery. When the vehicle is in a condition of high power output such as starting or ascending, the battery frequently outputs high current, and the health condition of the battery is influenced.
The can bus is used as a multi-master bus, supports a communication network of distributed real-time control, can transmit and receive data in a plurality of modes such as point-to-point, point-to-multipoint and global broadcasting only through frame filtering, does not need special scheduling, has reliability, real-time performance and flexibility, and is widely applied to vehicle driving state prediction and monitoring.
With the enhancement of the environmental protection concept and the increase of the safety requirement of the vehicle, the identification and prediction of the driving intention of the vehicle become very important, and how to improve the power performance and the economic performance of the electric vehicle becomes a technical problem which needs to be solved urgently at present.
Disclosure of Invention
Aiming at the defects or improvement requirements in the prior art, the invention acquires the vehicle driving data based on the can bus, and provides the impact-resistant current hybrid power supply device and the control method which are low in cost, reliable and stable in operation, so that the technical problem of how to improve the power performance and the economic performance of the electric automobile is solved.
To achieve the above object, according to one aspect of the present invention, there is provided a surge current resistant hybrid power supply device based on a CAN bus, including: the device comprises a battery module, an impact capacitor module and a main control module;
the battery module comprises a battery, a first insulated gate bipolar transistor and a first current detection module; the impact capacitor module comprises a second insulated gate bipolar transistor, a third insulated gate bipolar transistor, a rectifier diode, a capacitor, an adjustable resistor and a second current detection module; the main control module comprises: an MCU microcontroller;
the positive end of the battery is connected with the collector end of the first insulated gate bipolar transistor, and the negative end of the battery is connected with the first fixed end of the adjustable resistor; an emitter terminal of the first insulated gate bipolar transistor is connected with a first end of the first current detection module, and a gate terminal of the first insulated gate bipolar transistor is connected with a first output end of the MCU microcontroller; the second end of the first current detection module is connected with the first input end of the MCU microcontroller, and the third end of the first current detection module is connected with the first end of the second current detection module and the collector terminal of the third insulated gate bipolar transistor; the grid end of the third insulated gate bipolar transistor is connected with the second output end of the MCU microcontroller, and the emitter end of the third insulated gate bipolar transistor is connected with the first end of the capacitor and the collector end of the second insulated gate bipolar transistor; the second end of the second current detection module is connected with the second input end of the MCU microcontroller, and the third end of the second current detection module is connected with the negative end of the rectifier diode; the positive end of the rectifier diode is connected with the emitter end of the second insulated gate bipolar transistor; the grid end of the second insulated gate bipolar transistor is connected with the third output end of the MCU microcontroller; the second end of the capacitor is connected with the second fixed end of the adjustable resistor, and the sliding end of the adjustable resistor is connected with the fourth output end of the MCU microcontroller; and a third input end of the MCU microcontroller is connected with a can bus data input end.
Preferably, the second insulated gate bipolar transistor and the third insulated gate bipolar transistor have different conducting current directions.
According to another aspect of the present invention, there is provided a method for controlling a rush current resistant hybrid power supply device based on any one of the above CAN buses, including:
acquiring vehicle running data from a can bus through the main control module, and judging the running state and the running intention of the vehicle based on the vehicle running data;
if the vehicle is in the condition of outputting the first power, the main control module controls the on-off of each insulated gate bipolar transistor and the resistance value of the adjustable resistor, so that the battery provides output and charges the capacitor, wherein the vehicle runs horizontally at a constant speed when outputting the first power;
if the vehicle is in the condition of outputting the second power, the main control module controls the on-off of each insulated gate bipolar transistor so that the capacitor discharges to provide a larger impact current, and controls the on-off of each insulated gate bipolar transistor and the resistance value of the adjustable resistor when the current value measured by the second current detection module is smaller than the average value of the current measured by the first current detection module under the condition of horizontally driving the vehicle at a constant speed so that the battery provides the output and simultaneously charges the capacitor, wherein the second power is larger than the first power when the vehicle horizontally drives at a constant speed.
Preferably, the acquiring, by the main control module, vehicle driving data from a can bus and determining a driving state and a driving intention of the vehicle based on the vehicle driving data includes:
the main control module is used for pre-judging the real-time running state and the running intention of the vehicle according to the vehicle running speed, the accelerator pedal opening change rate and the vehicle pitch angle which are input by the can bus.
Preferably, when the speed change rate is smaller than a first preset value, the accelerator pedal opening change rate is smaller than a second preset value, and the pitch angle is zero, the vehicle is judged to run horizontally at a constant speed; when the vehicle speed is smaller than a third preset value and the accelerator pedal opening change rate is larger than a fourth preset value, prejudging that the vehicle driving intention is acceleration driving; and when the pitching angle of the vehicle is larger than a fifth preset value, the vehicle is judged to be in an uphill state in advance.
Preferably, the main control module controls the on/off of each igbt and the resistance of the adjustable resistor, so that the battery provides output and charges the capacitor at the same time, including:
the main control module controls the first insulated gate bipolar transistor to be conducted, the second insulated gate bipolar transistor to be turned off, and the third insulated gate bipolar transistor to be conducted, so that the battery provides output and charges the capacitor at the same time, and the resistance value of the adjustable resistor is adjusted according to the change state of the current measured by the first current detection module so as to stabilize the current.
Preferably, the main control module controls on/off of each igbt so that a capacitor discharges to provide a large inrush current, and the method includes:
the main control module controls the first insulated gate bipolar transistor to be turned off, the second insulated gate bipolar transistor to be turned on and the third insulated gate bipolar transistor to be turned off, so that the capacitor is discharged, and meanwhile, the resistance value of the adjustable resistor is increased to obtain larger impact current.
In general, compared with the prior art, the above technical solution contemplated by the present invention can achieve the following beneficial effects:
the can bus is used as a multi-main bus and has the characteristics of more data transmission and high speed, the data transmission is carried out by adopting the can bus in the control method of the device, and the driving intention of the vehicle is identified. In addition, the vehicle pitching angle measured by the gyroscope in the can transmission signal is combined, road state monitoring is added on the basis of vehicle driving intention identification, interconnection of people (driving intention) -vehicles (running state) -roads (working condition) is achieved, and therefore the driving condition of the vehicle can be judged and predicted more accurately and rapidly. Because the battery life is more sensitive to discharge rate, faster control of the hybrid power supply device is more beneficial to extending battery life, for example: the lithium iron phosphate battery commonly used in the electric automobile takes standard discharge rate 1/3C as an example, when other conditions are not changed and the discharge rate is 2C, the capacity decay rate is 0.5 percent after 200 times of cyclic discharge, and by using the invention, the problem of overlarge discharge rate of the battery can be effectively relieved, and the service life of the battery can be prolonged by 20 percent or more.
Drawings
FIG. 1 is a schematic block diagram of a system architecture provided by an embodiment of the present invention;
fig. 2 is a schematic flowchart of a control method according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
In the present examples, "first", "second", "third", etc. are used for distinguishing different objects, and are not necessarily used for describing a particular order or sequence.
The invention discloses an impact current resistant hybrid power supply device combined with a vehicle running condition and a driving intention, in particular to an impact current resistant hybrid power supply for improving the loss of an impact current to an electric vehicle battery by controlling a corresponding electrical structure based on can bus data.
The structure of the device of the invention is shown in figure 1, and the device consists of a battery module, an impact capacitor module and a main control module; the surge capacitor module consists of a second insulated gate bipolar transistor Q2, a third insulated gate bipolar transistor Q3, a rectifier diode D1, a capacitor C1, an adjustable resistor R1 and a second current detection module A2The impact capacitor module is connected with the output of the battery module; the battery module comprises an electric automobile battery E, a first insulated gate bipolar transistor Q1 and a first current detection module A1The structure is used as a main power source of the circuit, whether the output is supplied by the battery can be controlled through a first insulated gate bipolar transistor Q1, and the output is supplied by the battery when the vehicle runs normally or the capacitance is insufficient; finally, the main control module is composed of an MCU microcontroller and related input and output interfaces, vehicle real-time driving data obtained by the two current detection modules and the can bus are input, whether the vehicle is in an uphill state or a high-power output condition such as an acceleration driving intention or not is judged and predicted by analyzing and calculating the data output of the can bus, so that the on-off of each insulated gate bipolar transistor is controlled, the charging and discharging of a capacitor are controlled, and meanwhile, the MCU controls the charging and discharging of the capacitor through the second current detection module A2The size of the adjustable resistor R1 is adjusted by the change and fluctuation of the capacitor, so that the external output of the battery is not influenced while the capacitor is charged, and the capacitor has the largest possible impact current to improve the efficiency when discharging.
In the embodiment of the invention, can bus data can be acquired according to actual needs, and through a relevant fuzzy logic control strategy: such as fuzzy PID control, neural network fuzzy control, artificial intelligence fuzzy control, self-adaptive fuzzy control and other combined control methods, the driving intention and the driving environment are identified and then output through the MCU, and whether the capacitor is used for assisting power supply or not is controlled.
Specifically, the connection relationship of each device in the device is as follows:
the positive terminal of the battery E and the collector terminal of the first igbt Q1The negative end of the battery E is connected with a first fixed end of an adjustable resistor R1; emitter terminal of first insulated gate bipolar transistor Q1 and first current detection module A1The first end of the first insulated gate bipolar transistor Q1 is connected with the first output end of the MCU microcontroller; first current detection module A1The second end of the first current detection module A is connected with the first input end of the MCU microcontroller1Third terminal and second current detection module A2Is connected to the collector terminal of the third insulated gate bipolar transistor Q3; the gate terminal of the third insulated gate bipolar transistor Q3 is connected with the second output terminal of the MCU microcontroller, and the emitter terminal of the third insulated gate bipolar transistor Q3 is connected with the first terminal of the capacitor C1 and the collector terminal of the second insulated gate bipolar transistor Q2; a of the second current detecting module2The second end is connected with the second input end of the MCU microcontroller, and the second current detection module A2Is connected with the negative terminal of the rectifying diode D1; the positive end of the rectifier diode D1 is connected with the emitter end of the second insulated gate bipolar transistor Q2; the grid end of the second insulated gate bipolar transistor Q2 is connected with the third output end of the MCU microcontroller; the second end of the capacitor C1 is connected with the second fixed end of the adjustable resistor R1, and the sliding end of the adjustable resistor R1 is connected with the fourth output end of the MCU microcontroller; and a third input end of the MCU microcontroller is connected with a can bus data input end.
In the embodiment of the invention, the used switching device is an Insulated Gate Bipolar Transistor (IGBT), and has the characteristics of high switching speed, small loss and capability of bearing high voltage and large current; the capacitor used in the impact capacitor module is a super capacitor, and has the characteristics of high charging speed, long cycle service life, super-strong large-current discharging capability and the like.
The second igbt Q2 and the third igbt Q3 have different on-current directions.
The size and model of the capacitor C1 and the adjustable resistor R1 can be determined according to actual needs.
Wherein, the rectifier diode D1 and the second current detection module A2In the discharge circuitThe method has the functions of preventing current reversal and monitoring output impact current. Second current monitoring module A2On the discharging loop, in order to compare whether the impact current provided by the capacitor C1 is larger than the first current detection module A under the condition of normal operation of the automobile1The current average value of MCU is given in the input to in time switch into the battery power supply when the electric capacity is not enough, guarantee vehicle operation's stability and reliability.
Wherein the main control module is used for controlling the circuit according to the vehicle running state, the vehicle speed v, the accelerator pedal opening degree alpha and the accelerator pedal opening degree change rate which can be input by the can bus according to the vehicle running state and the driving intention
Figure BDA0002376378730000071
And the vehicle pitch angle β is obtained by the MCU through analysis, specifically, it can be analyzed in the following manner:
rate of change in speed
Figure BDA0002376378730000072
Less than the first preset value and the accelerator pedal opening change rate
Figure BDA0002376378730000073
When the pitch angle beta of the vehicle is zero and is smaller than a second preset value, the vehicle is judged to run horizontally at a constant speed; when the vehicle speed v is less than a third preset value and the accelerator pedal opening change rate
Figure BDA0002376378730000074
When the vehicle speed is greater than the fourth preset value, the vehicle driving intention is judged in advance to be accelerated driving; and when the pitch angle beta of the vehicle is larger than a fifth preset value, the vehicle is judged to be in an uphill state in advance.
The first preset value, the second preset value, the third preset value, the fourth preset value and the fifth preset value can be determined according to actual needs, and embodiments of the present invention are not limited uniquely.
For example, when the accelerator pedal opening α is 0.03, the accelerator pedal opening change rate
Figure BDA0002376378730000075
Is 8/s-1When the driving intention of the vehicle is considered to be acceleration, or when the pitch angles beta of the vehicle measured in adjacent 0.1s are all larger than 6 degrees, the main control module judges that the vehicle runs on an uphill road section, and outputs signals to control corresponding circuit elements to act so as to achieve the purpose of outputting large current by the control circuit. The control method can predict and respond to the action state of the power supply more quickly than the prior device by realizing the interconnection of human (driving intention) -vehicle (running state) -road (working condition).
Wherein, the first current detection module A in the battery module1Second current detecting module A in surge capacitor module2The device for measuring current, such as an ammeter and a milliampere ammeter, is mainly used for measuring the average output current under the normal working condition of a vehicle (namely, in a constant-speed running state) and the output current during discharging of an impact capacitor, and providing analyzable current signals for the main control module, so that the resistance value of the adjustable resistor R1 can be adjusted in time to stabilize the output current of the power supply while the capacitor is charged; under the condition that the output current of the capacitor is insufficient, the capacitor is cut off in time and is switched into a battery, so that the stable operation of a vehicle is ensured; for example, the full response formula (neglecting the on-state voltage drop of the insulated gate bipolar transistor) of the following first-order circuit:
Figure BDA0002376378730000081
Figure BDA0002376378730000082
where τ ═ RC is the time constant, U0Is the initial voltage of the capacitor C1, E is the battery voltage, ucIs the voltage across the capacitor C1, icThe value of the current flowing into the capacitor C1 is C, the capacitance value of the capacitor C1 is C, and r is the resistance value of the adjustable resistor; from the above formula, in order to reduce the influence on the vehicle running when the capacitor is charged, r should be increased appropriately to reduce the charging current when the capacitor is charged; to obtain a large inrush current, r should be increased appropriately when the capacitor is dischargedIs large.
The analysis processing principle is explained next: because the impact capacitor is used for providing impact current to reduce battery loss when a vehicle needs large-current output, when the vehicle runs in a normal state, the battery can provide partial energy for the impact capacitor, and in order to ensure that the vehicle runs stably in the capacitor charging process, the main control module can detect the module A according to the first current1Measuring the change state of the current so as to adjust the resistance value of the adjustable resistor R1 to stabilize the current; when the main control module predicts that the vehicle is going to be in a state which is about to need large current output, such as accelerated running or about to be in an uphill state and the like, through analyzing vehicle running data input by the can bus, the MCU controls corresponding circuit elements to act in advance, so that a circuit is converted into a state which provides impact current by output of an impact capacitor more quickly, and when the second current detection module A input by the MCU2The measured current value is smaller than the first current detection module A in the normal state1When the average value of the measured current is measured, in order to ensure that the vehicle runs stably, the battery is switched into a circuit, and the capacitor is changed into a charging state from discharging; through the reasonable cut-in and cut-out of the MCU to the battery, the circuit structure achieves the purposes of making up the impact current resistance of the power supply of the electric automobile and providing the short-time impact current.
As shown in fig. 2, the method for controlling the inrush current resistant hybrid power supply device based on the CAN bus includes:
acquiring vehicle running data from the can bus through the main control module, and judging the running state of the vehicle based on the vehicle running data;
if the vehicle is in the condition of outputting the first power, the main control module controls the on-off of each insulated gate bipolar transistor and the resistance value of the adjustable resistor, so that the battery provides output and charges the capacitor, wherein the vehicle runs horizontally at a constant speed when outputting the first power;
if the vehicle is in the condition of outputting the second power, the main control module controls the on-off of each insulated gate bipolar transistor so that the capacitor discharges to provide larger impact current, and controls the on-off of each insulated gate bipolar transistor and the resistance value of the adjustable resistor when the current value measured by the second current detection module is smaller than the average value of the current measured by the first current detection module under the condition of horizontally driving the vehicle at a constant speed so that the battery provides output and simultaneously charges the capacitor, wherein the second power is larger than the first power when the vehicle horizontally drives at a constant speed.
In the embodiment of the present invention, the case where the vehicle is outputting the second power includes a case where a large power is required, such as a case of starting, accelerating, ascending a slope, and the like, and also includes other cases where a large power is required, which are not listed.
The main control module controls the on-off of each insulated gate bipolar transistor and the resistance value of the adjustable resistor, so that the battery provides output and charges the capacitor at the same time, and the method comprises the following steps:
the main control module controls the first insulated gate bipolar transistor Q1 to be switched on, the second insulated gate bipolar transistor Q2 to be switched off, and the third insulated gate bipolar transistor Q3 to be switched on, so that the capacitor C1 is charged while the battery provides output, and the resistance value of the adjustable resistor R1 is adjusted according to the change state of the current measured by the first current detection module A1 to stabilize the current.
When the capacitor C1 is charged, the capacitor C1 is directly connected in parallel with the power supply through the related switching device, and the direct parallel connection belongs to a passive parallel connection mode, and the capacitor C1 has the advantages of simple structure, high reliability and the like.
The main control module controls the on-off of each insulated gate bipolar transistor, so that the capacitor discharges to provide large impact current, and the method comprises the following steps:
the main control module controls the first insulated gate bipolar transistor Q1 to be turned off, the second insulated gate bipolar transistor Q2 to be turned on, and the third insulated gate bipolar transistor Q3 to be turned off, so that the capacitor C1 is discharged, and meanwhile, the resistance value of the adjustable resistor is increased, and therefore large impact current is obtained.
It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims (6)

1. A control method of a surge current resistant hybrid power supply device based on a CAN bus is characterized in that the device comprises: the device comprises a battery module, an impact capacitor module and a main control module; the battery module comprises a battery, a first insulated gate bipolar transistor and a first current detection module; the impact capacitor module comprises a second insulated gate bipolar transistor, a third insulated gate bipolar transistor, a rectifier diode, a capacitor, an adjustable resistor and a second current detection module; the main control module comprises: an MCU microcontroller;
the positive end of the battery is connected with the collector end of the first insulated gate bipolar transistor, and the negative end of the battery is connected with the first fixed end of the adjustable resistor; an emitter terminal of the first insulated gate bipolar transistor is connected with a first end of the first current detection module, and a gate terminal of the first insulated gate bipolar transistor is connected with a first output end of the MCU microcontroller; the second end of the first current detection module is connected with the first input end of the MCU microcontroller, and the third end of the first current detection module is connected with the first end of the second current detection module and the collector terminal of the third insulated gate bipolar transistor; the grid end of the third insulated gate bipolar transistor is connected with the second output end of the MCU microcontroller, and the emitter end of the third insulated gate bipolar transistor is connected with the first end of the capacitor and the collector end of the second insulated gate bipolar transistor; the second end of the second current detection module is connected with the second input end of the MCU microcontroller, and the third end of the second current detection module is connected with the negative end of the rectifier diode; the positive end of the rectifier diode is connected with the emitter end of the second insulated gate bipolar transistor; the grid end of the second insulated gate bipolar transistor is connected with the third output end of the MCU microcontroller; the second end of the capacitor is connected with the second fixed end of the adjustable resistor, and the sliding end of the adjustable resistor is connected with the fourth output end of the MCU microcontroller; the third input end of the MCU microcontroller is connected with the CAN bus data input end;
the control method comprises the following steps:
acquiring vehicle running data from a CAN bus through the main control module, and judging the running state and the running intention of the vehicle based on the vehicle running data;
if the vehicle is in the condition of outputting the first power, the main control module controls the on-off of each insulated gate bipolar transistor and the resistance value of the adjustable resistor, so that the battery provides output and charges the capacitor, wherein the vehicle runs horizontally at a constant speed when outputting the first power;
if the vehicle is in the condition of outputting the second power, the main control module controls the on-off of each insulated gate bipolar transistor so that the capacitor discharges to provide a larger impact current, and controls the on-off of each insulated gate bipolar transistor and the resistance value of the adjustable resistor when the current value measured by the second current detection module is smaller than the average value of the current measured by the first current detection module under the condition of horizontally driving the vehicle at a constant speed so that the battery provides the output and simultaneously charges the capacitor, wherein the second power is larger than the first power when the vehicle horizontally drives at a constant speed.
2. The method according to claim 1, wherein the acquiring, by the main control module, vehicle driving data from a CAN bus, and the determining of the driving state and the driving intention of the vehicle based on the vehicle driving data comprises:
the main control module pre-judges the real-time running state and the running intention of the vehicle according to the running speed of the vehicle, the opening degree of an accelerator pedal, the change rate of the opening degree of the accelerator pedal and the pitching angle of the vehicle, which are input by the CAN bus.
3. The method according to claim 2, wherein when the speed change rate is smaller than a first preset value, the accelerator pedal opening change rate is smaller than a second preset value, and the pitch angle is zero, it is predicted that the vehicle travels horizontally at a constant speed; when the vehicle speed is smaller than a third preset value and the accelerator pedal opening change rate is larger than a fourth preset value, prejudging that the vehicle driving intention is acceleration driving; and when the pitching angle of the vehicle is larger than a fifth preset value, the vehicle is judged to be in an uphill state in advance.
4. The method according to any one of claims 1 to 3, wherein the main control module controls the on/off of each IGBT and the magnitude of the adjustable resistance value, so that the battery provides output and charges the capacitor at the same time, and the method comprises the following steps:
the main control module controls the first insulated gate bipolar transistor to be conducted, the second insulated gate bipolar transistor to be turned off, and the third insulated gate bipolar transistor to be conducted, so that the battery provides output and charges the capacitor at the same time, and the resistance value of the adjustable resistor is adjusted according to the change state of the current measured by the first current detection module so as to stabilize the current.
5. The method according to any one of claims 1 to 3, wherein the main control module controls the on/off of each IGBT to discharge a capacitor to provide a large surge current, and the method comprises the following steps:
the main control module controls the first insulated gate bipolar transistor to be turned off, the second insulated gate bipolar transistor to be turned on and the third insulated gate bipolar transistor to be turned off, so that the capacitor is discharged, and meanwhile, the resistance value of the adjustable resistor is increased to obtain larger impact current.
6. The method of claim 1, wherein the second IGBT and the third IGBT have different conduction current directions.
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