CN113829906B - Composite power supply system of electric bus and energy management control method thereof - Google Patents

Composite power supply system of electric bus and energy management control method thereof Download PDF

Info

Publication number
CN113829906B
CN113829906B CN202111315570.6A CN202111315570A CN113829906B CN 113829906 B CN113829906 B CN 113829906B CN 202111315570 A CN202111315570 A CN 202111315570A CN 113829906 B CN113829906 B CN 113829906B
Authority
CN
China
Prior art keywords
module
electric bus
soc
power
energy
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.)
Active
Application number
CN202111315570.6A
Other languages
Chinese (zh)
Other versions
CN113829906A (en
Inventor
李维汉
秦志颖
时辉
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.)
Hefei University of Technology
Original Assignee
Hefei 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 Hefei University of Technology filed Critical Hefei University of Technology
Priority to CN202111315570.6A priority Critical patent/CN113829906B/en
Publication of CN113829906A publication Critical patent/CN113829906A/en
Application granted granted Critical
Publication of CN113829906B publication Critical patent/CN113829906B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • 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
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by 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
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B60L53/122—Circuits or methods for driving the primary coil, e.g. supplying electric power to the coil
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/22—Constructional details or arrangements of charging converters specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to a composite power supply system of an electric bus, which comprises a power supply module and an energy management and control module, wherein the power supply module comprises a quasi-dynamic wireless charging module, and is used for wirelessly transmitting electric energy of a power grid to a vehicle-mounted end to supply power for an energy storage module and a motor; the energy storage module stores electric energy and supplies power for the motor, and receives the electric energy transmitted by the quasi-dynamic wireless charging module; a bidirectional DC-DC module; the energy management and control module includes: a power supply detection module; the running state detection module is used for detecting the current running state and position information of the electric bus; the traffic state detection module is used for carrying out information transfer between the electric bus and the transmitting end; and a control strategy module. The invention also discloses an energy management control method of the composite power supply system of the electric bus. Aiming at the defect of single charging mode of the existing electric bus, the invention can lead the charging process of the electric bus to be more intelligent, convenient and safe.

Description

Composite power supply system of electric bus and energy management control method thereof
Technical Field
The invention relates to the technical field of electric bus composite power systems, in particular to an electric bus composite power system and an energy management control method thereof.
Background
The electric automobile gradually becomes one of the development trends of the automobile industry due to the advantages of energy conservation, environmental protection, low noise pollution and the like. Electric buses are used as typical applications of electric automobiles, and are currently popularized in urban public transportation in China. However, due to the disadvantages of low energy density, less energy storage and large mass and volume of lithium ion batteries, the capacity of the lithium ion batteries deployed on buses is limited, otherwise increasing the cost of buses. The electric buses put into use at present are charged in a plug-in wired charging mode, and lithium ion battery packs with large volumes and weights are required to be carried, so that certain driving mileage capacity is ensured, and parking charging time is shortened.
The quasi-dynamic wireless charging technology is used as a novel charging method, wireless transmission of electric energy is realized through dynamic magnetic coupling of a receiving-transmitting end coil, and wireless charging can be performed in the driving process and the stopping process of the electric bus, so that the inherent defects of long charging time, more lithium ion battery packs and the like of wired charging of the electric bus are overcome. Because the bus has fixed speed reduction parking time, the lithium ion battery can receive and store electric energy in the running and parking processes, the number of lithium ion battery packs can be reduced, and the manufacturing and using cost of the electric automobile is reduced. However, quasi-dynamic wireless charging may have power fluctuation and the like, and frequent charging and discharging may reduce the service life of the battery.
Disclosure of Invention
The primary aim of the invention is to provide the composite power supply system of the electric bus, which can realize the dynamic control of the charge and discharge electric quantity and charge and discharge time of the composite power supply system and improve the charge and discharge stability of the electric bus with the composite power supply and the practicability of a quasi-dynamic wireless charging system.
In order to achieve the above purpose, the present invention adopts the following technical scheme: a composite power system for an electric bus, comprising a power module and an energy management and control module, wherein the power module comprises:
the quasi-dynamic wireless charging module is used for wirelessly transmitting electric power of a power grid to the vehicle-mounted end to supply power for the energy storage module and the motor when the electric bus stops at night, runs and waits at a stop;
the energy storage module is used for storing electric energy required by the running process of the electric bus, supplying power for the motor and receiving the electric energy transmitted by the quasi-dynamic wireless charging module;
the bidirectional DC-DC module is used for adjusting the voltage and current of the input side and the output side and is used as a voltage conversion module of the quasi-dynamic wireless charging module and the energy storage module;
the energy management and control module includes:
the power supply detection module is used for detecting the SOC states of the lithium ion battery pack and the super capacitor pack, the required power of the motor, and the output voltage and the output power of the quasi-dynamic wireless charging module;
the running state detection module is used for detecting the current running state and position information of the electric bus;
the traffic state detection module is used for carrying out information transmission between the electric bus and the transmitting end, feeding back and controlling the input voltage and frequency parameters of the transmitting end, receiving real-time traffic state data, predicting road condition information before the next station in advance, and predicting ideal running speed and parking time of the electric bus so as to acquire more charging time and electric energy to run to the next station;
the control strategy module is used for controlling the working state of the power supply module, judging two driving states of the electric bus, controlling the charge and discharge of the energy storage module and the energy, and controlling the energy and the power distribution of the power supply module by controlling the charge time and the driving speed according to traffic conditions and real-time electric quantity.
The quasi-dynamic wireless charging module comprises:
the transmitting end electric energy conversion module consists of a rectifying and filtering module, a DC/DC conversion module and a high-frequency inversion module, wherein alternating current from a power grid sequentially passes through the rectifying and filtering module and the DC/DC conversion module and is converted into direct current voltage with controllable voltage and output power, and then the direct current voltage is converted into alternating current square wave voltage by the high-frequency inversion module and is injected into a transmitting end coil and a transmitting end compensation network;
the receiving end electric energy conversion module consists of a rectifying circuit and a filtering circuit and is used for converting alternating current received by the receiving end coil through magnetic coupling into direct current with certain output voltage to supply power for the energy storage module and the motor;
the receiving end coil module comprises a transmitting end coil and a receiving end coil, and the transmitting end coil adopts a plurality of array type segmented guide rail coils with the same size parameters due to quasi-dynamic wireless charging, the receiving end coil is used for receiving electric energy in the driving process and the stopping process of the electric bus, and wireless transmission of the energy in an air gap is realized through dynamic near-field magnetic coupling of the transmitting end coil and the receiving end coil;
the receiving-transmitting end compensation network module is used for improving wireless charging transmission efficiency, system active power and power factor and comprises a transmitting end compensation network and a receiving end compensation network; the transmitting end compensation network adopts LCC compensation topology, and the receiving end compensation network adopts series compensation topology.
The energy storage module includes:
the super capacitor set is used as an auxiliary power supply to carry out peak clipping and valley filling on a discharge curve of the lithium ion battery set, so that the energy transfer efficiency is improved, and the super capacitor set is used for braking energy recovery;
the lithium ion battery pack is used for providing electric energy to power the normal running of the bus.
The control strategy module comprises:
the charging and driving state management and controller is used for judging two states of the electric bus, namely a driving state and a charging state, and determining a reasonable energy management and control method;
the charging state energy management and controller is used for controlling the energy and power distribution of the power supply module by controlling the charging time and the running speed according to traffic conditions and real-time electric quantity in the charging state;
and the driving state energy management and controller is used for controlling the charge and discharge and energy of the energy storage module in the driving state.
Another object of the present invention is to provide an energy management control method of a composite power supply system of an electric bus, the method comprising the following sequential steps:
(1) Firstly, acquiring position information and a running schedule of an electric bus and traffic state information through a running state detection module and a traffic state detection module of the electric bus;
(2) When the electric bus is about to pass through the intersection with the traffic signal lamp, the control strategy module determines that the electric bus enters a charging mode or a driving mode by judging the state and time of the traffic signal lamp;
(3) When the electric bus is about to arrive at a bus stop, the control strategy module determines that the electric bus enters a charging mode or a driving mode by judging the running time and the residual electric quantity;
(4) When the electric bus enters a charging mode, energy management and control of a charging state are carried out;
(5) When the electric bus enters a driving mode, energy management and control of a driving state are performed.
The step (2) specifically comprises the following steps:
(2a) When the electric bus is about to pass through an intersection with traffic lights, if the signal lights in the running direction are red lights, the electric bus enters a charging mode, and the electric bus is decelerated, stopped and charged at the intersection until the electric bus can pass through the intersection;
(2b) If the signal lamp in the driving direction is a green lamp, judging whether the duration of the green signal lamp is longer than the normal crossing passing time of the electric bus or not; if the judgment result is yes, the driving mode is kept to pass through the intersection, otherwise, whether the next station can be reached according to the set time is judged;
(2c) If the judgment result of the step (2 b) is yes, namely the electric bus can still arrive at the next station on time after waiting for a red light time, the electric bus enters a charging mode, and the electric bus stops at an intersection to be charged until the next green signal light is on;
(2d) If the judging result in the step (2 b) is no, namely the electric bus can not arrive at the next station on time after waiting for a red light time, the driving mode is kept to accelerate to pass through the intersection, and the arrival at the station on time is ensured.
The step (3) specifically comprises the following steps:
(3a) When the electric bus is about to arrive at a bus stop, if the electric bus arrives at the bus stop within a specified time, the electric bus enters a charging mode, and is decelerated and stopped, the maximum charging time is determined by a time range and arrival time specified by a running time table, and the time for reducing the satisfaction degree of passengers is not exceeded; after the maximum charging time is reached, predicting and judging whether the residual electric quantity of the energy storage module can guarantee to reach the next station;
(3b) If the bus stop is not reached within the specified time, directly predicting and judging whether the residual electric quantity of the energy storage module can guarantee to reach the next stop;
(3c) If the residual electric quantity of the energy storage module can ensure to reach the next station, the passenger immediately enters a driving mode to leave the current station after the boarding and disembarking or the charging is finished; if the residual electric quantity of the energy storage module can not be guaranteed to reach the next station, the electric bus enters or keeps a charging mode to charge at the station, and the satisfaction degree of passengers is reduced until the energy storage module leaves enough electric quantity to reach the next station.
The step (4) specifically comprises the following steps:
(4a) Firstly, judging whether the electric bus is currently in a driving state or a charging state according to a driving state energy management and controller of the electric bus;
(4b) If the charging state is the moment, the power supply detection module is combined with the required power P provided by the power supply detection module 0 Output power P of quasi-dynamic wireless charging module W The SOC value SOC-B of the lithium ion battery pack and the SOC value SOC-C of the super capacitor pack are judged, and firstly, the output power P of the quasi-dynamic wireless charging module is judged W Whether or not it is greater than the required power P 0 ；
(4c) If P W <P 0 The power supply module still works in a driving state to supply power for the motor, and the output power is P 0 -P W Meanwhile, the output power of the feedback quasi-dynamic wireless charging module is insufficient;
(4d) If P W >P 0 The quasi-dynamic wireless charging module supplies power to the motor and simultaneously supplies redundant electric energy to the energy storage module, and the method comprises the following specific steps of:
(4d1) Judging whether the SOC value of the super capacitor group is higher than the SOC-C max If the SOC value of the super capacitor group is lower than the SOC-C max The quasi-dynamic wireless charging module independently charges the super-capacitor group to reduce the charge and discharge times of the battery and improve the SOC of the super-capacitor group to SOC-C max ；
(4d2) If the SOC value of the super capacitor group is larger than the SOC-C max The super capacitor group is stopped being charged by controlling the bidirectional DC-DC module connected with the super capacitor group;
(4d3) Judging whether the SOC value of the lithium ion battery pack is larger than SOC-B max If the SOC value of the lithium ion battery is smaller than the SOC-B max Controlling the voltage of an output end to charge the lithium ion battery by controlling a bidirectional DC-DC module connected with the lithium ion battery pack;
(4d4) If the SOC value of the lithium ion battery is judged to be larger than the SOC-B max And the energy storage module displays full electric quantity, and at the moment, the feedback signal is fed to the quasi-dynamic wireless charging module, so that the output power of the quasi-dynamic wireless charging module is reduced.
The step (5) specifically comprises the following steps:
(5a) Firstly, judging whether the electric bus is currently in a driving state or a charging state according to a driving state energy management and controller of the electric bus;
(5b) If the power supply is in the driving state, no energy is input to the quasi-dynamic wireless charging module, and the power supply is used for supplying the required power P 0 Judging the SOC value SOC-B of the lithium ion battery pack and the SOC value SOC-C of the super capacitor pack, and setting the SOC range of the lithium ion battery pack to be [ SOC-B ] min ,SOC-B max ]The SOC range of the super capacitor bank is [ SOC-C ] min ,SOC-C max ]If the SOC value is lower than the minimum SOC value, the continuous operation cannot be performed;
(5c) Judging whether the SOC value of the super capacitor group is lower than SOC-C min If it is greater than SOC-C min Judging the output power P of the super capacitor group C Whether or not it is greater than the required power P of the motor 0 If the output power P of the super capacitor group C Greater than the required power P of the motor 0 The bidirectional DC-DC module is regulated to enable the super capacitor group to work independently, and the output power is P 0 The method comprises the steps of carrying out a first treatment on the surface of the If the output power P of the super capacitor bank C Less than the required power P of the motor 0 The bidirectional DC-DC module is regulated to enable the super capacitor group and the lithium ion battery group to work simultaneously, and the output power of the super capacitor group is P C Lithium ionThe sub-battery pack is used for supplementing the condition of insufficient power of the super-capacitor pack, namely the output power P of the lithium ion battery B ＝P 0- P C ；
(5d) If the SOC value of the super capacitor group is smaller than or equal to the SOC-C min The discharge of the super capacitor group is finished, and the lithium ion battery group can only work independently at the moment, so that the SOC state of the lithium ion battery group is judged: if the SOC value of the lithium ion battery pack is larger than the SOC-B min At this time, the output power P of the lithium ion battery pack is determined B Whether or not it is greater than the required power P of the motor 0 If the output power P of the lithium ion battery pack B Greater than the required power P of the motor 0 At this time, the lithium ion battery pack is independently powered, and the output power is P 0 The method comprises the steps of carrying out a first treatment on the surface of the If the output power P of the lithium ion battery pack B Less than the required power P of the motor 0 Prompting that the energy of the power supply module is insufficient; if the SOC value of the lithium ion battery is less than or equal to the SOC-B min And prompting the energy shortage of the power supply module.
According to the technical scheme, the beneficial effects of the invention are as follows: firstly, aiming at the defect of single charging mode of the existing electric bus, the invention can lead the charging process of the electric bus to be more intelligent, convenient and safe; secondly, aiming at the problem that the volume and the mass of the energy storage module body of the electric bus are larger at present, the invention can reduce the mass of the energy storage module of the electric bus and the energy loss in the driving process, so that the dynamic property and the economical efficiency of the electric bus are improved; thirdly, aiming at the defects of short service life and inadaptability to frequent charge and discharge of the storage battery of the electric bus, the invention provides an energy storage module structure of the storage battery and the super capacitor, so that the discharge characteristic of the service life of the storage battery is improved; fourth, the invention designs a dynamic driving state management method aiming at the condition that complex traffic conditions are possibly met in the driving process of an electric bus so as to influence the quasi-dynamic wireless charging of the bus, so that the bus can safely arrive at the next station under various conditions.
Drawings
FIG. 1 is a block diagram of a system architecture of the present invention;
FIG. 2 is a schematic diagram of the LCC-S compensation topology of the quasi-dynamic wireless charging module according to the present invention;
FIG. 3 is a schematic diagram of the distribution of the transceiver end coil modules;
FIG. 4 is a flow chart of the method of the present invention;
FIG. 5 is a flow chart of a method of driving state energy management and control of FIG. 4;
FIG. 6 is a flow chart of a method of state of charge energy management and control of FIG. 4.
Detailed Description
As shown in fig. 1, a composite power supply system of an electric bus includes a power supply module and an energy management and control module, wherein the power supply module includes:
the quasi-dynamic wireless charging module is used for wirelessly transmitting electric power of a power grid to the vehicle-mounted end to supply power for the energy storage module and the motor when the electric bus stops at night, runs and waits at a stop;
the energy storage module is used for storing electric energy required by the running process of the electric bus, supplying power for the motor and receiving the electric energy transmitted by the quasi-dynamic wireless charging module; the device is used for guaranteeing the cruising ability of the electric bus in an uncharged state, completing the charging and discharging process of the power supply module, and receiving electric energy recovered by the motor through braking energy recovery;
the bidirectional DC-DC module is used for adjusting the voltage and current of the input side and the output side and is used as a voltage conversion module of the quasi-dynamic wireless charging module and the energy storage module;
the energy management and control module includes:
the power supply detection module is used for detecting the SOC states of the lithium ion battery pack and the super capacitor pack, the required power of the motor, and the output voltage and the output power of the quasi-dynamic wireless charging module;
the driving state detection module is used for detecting the current driving state and position information of the electric bus and feeding back the current driving state and position information to the energy management and control module, and the driving instruction is given by calculation through the control strategy module, and a driver changes the driving state of the automobile according to the driving instruction; the system mainly comprises a bus speed signal sensor, a bus acceleration signal sensor and a bus position sensor;
the traffic state detection module mainly comprises a wireless signal transmitter and a wireless signal receiver, and is used for carrying out information transmission on the electric bus and the transmitting end, feeding back and controlling the input voltage and frequency parameters of the transmitting end, receiving real-time traffic state data, predicting road condition information before the next station in advance, and predicting ideal running speed and parking time of the electric bus so as to obtain more charging time and electric energy to run to the next station;
the control strategy module is used for controlling the working state of the power supply module, judging two driving states of the electric bus, controlling the charge and discharge of the energy storage module and the energy, and controlling the energy and the power distribution of the power supply module by controlling the charge time and the driving speed according to traffic conditions and real-time electric quantity.
The energy management and control module is used for controlling the power supply mode and the charging mode of the power supply module by detecting the charging and discharging voltage and the SOC state of the energy storage module and the real-time power demand and the driving state of the electric bus in the charging and discharging process of the power supply module, so that reasonable power and energy distribution are achieved, and the use efficiency and the service life of the power supply module are maximized.
The quasi-dynamic wireless charging module comprises:
the transmitting end electric energy conversion module consists of a rectifying and filtering module, a DC/DC conversion module and a high-frequency inversion module, wherein alternating current from a power grid sequentially passes through the rectifying and filtering module and the DC/DC conversion module and is converted into direct current voltage with controllable voltage and output power, and then the direct current voltage is converted into alternating current square wave voltage by the high-frequency inversion module and is injected into the transmitting end coil 1 and the transmitting end compensation network;
the receiving end electric energy conversion module consists of a rectifying circuit and a filtering circuit and is used for converting alternating current received by the receiving end coil 2 through magnetic coupling into direct current with certain output voltage to supply power for the energy storage module and the motor;
the receiving-transmitting end coil module comprises a transmitting end coil 1 and a receiving end coil 2, wherein the transmitting end coil 1 adopts a plurality of array type segmented guide rail coils with the same size parameters due to quasi-dynamic wireless charging, the receiving end coil 2 is used for receiving electric energy in the running process and the stopping process of the electric bus, and wireless transmission of the energy in an air gap is realized through dynamic near-field magnetic coupling of the transmitting end coil 1 and the receiving end coil 2;
the receiving-transmitting end compensation network module is used for improving wireless charging transmission efficiency, system active power and power factor and comprises a transmitting end compensation network and a receiving end compensation network; the transmitting end compensation network adopts LCC compensation topology, and the receiving end compensation network adopts series compensation topology.
The energy storage module includes:
the super capacitor set is used as an auxiliary power supply to carry out peak clipping and valley filling on a discharge curve of the lithium ion battery set, so that the energy transfer efficiency is improved, and the super capacitor set is used for braking energy recovery;
the lithium ion battery pack is used for providing electric energy to power the normal running of the bus.
Both are connected with the motor of the electric bus and the quasi-dynamic wireless charging module through the voltage conversion module and serve as the energy storage module of the driving power supply of the motor.
Because of the charging characteristics of the lithium ion battery pack, the charging is slower, the charging voltage and current cannot be too large, and the service life of the battery can be influenced by frequent charging and discharging. Compared with a lithium ion battery pack, the super capacitor pack has the advantages of being high in charging and discharging times, high in output power, good in thermal performance, low in internal resistance and the like, so that the super capacitor pack can be used for receiving the energy of a quasi-dynamic wireless charging module, automobile braking and a motor so as to reduce the charging and discharging times of the lithium ion battery pack.
The bidirectional DC-DC module is used for adjusting the voltage and the current of the input and output sides, is used as a voltage conversion module of the quasi-dynamic wireless charging module and the energy storage module, and can be matched with a certain number of bidirectional DC-DC modules according to the requirements of charging voltage, energy storage module required voltage, motor required power and the like. The super capacitor group and the lithium ion battery pack are respectively powered by the motor through the bidirectional DC-DC module, the bidirectional DC-DC module can control terminal voltage and output voltage of the super capacitor group and the lithium ion battery pack, and the output direct-current voltage is converted into a three-phase alternating-current driving motor through the three-phase inverter. When the electric bus decelerates and brakes, the braking energy can also be used as a generator to recycle the braking energy to the energy storage module through the bidirectional DC-DC module. The bidirectional DC-DC module controls the input and output voltage and current of the bidirectional DC-DC according to the SOC states of the super capacitor group and the lithium ion battery group detected by the power supply detection module, the output power of the quasi-dynamic wireless charging module and the required power of the motor, and the reasonable distribution of the charging energy of the super capacitor group and the lithium ion battery group and the reasonable distribution of the input and output power according to the control signals given by the control strategy module.
The control strategy module comprises:
the charging and driving state management and controller is used for judging two states of the electric bus, namely a driving state and a charging state, and determining a reasonable energy management and control method;
the charging state energy management and controller is used for controlling the energy and power distribution of the power supply module by controlling the charging time and the running speed according to traffic conditions and real-time electric quantity in the charging state;
and the driving state energy management and controller is used for controlling the charge and discharge and energy of the energy storage module in the driving state.
As shown in fig. 1, the electric energy provided by the quasi-dynamic wireless charging module can be used for directly driving the motor, or can be transmitted to the energy storage module for storage by the bidirectional DC/DC module, and the motor is powered in a driving state. The energy storage module supplies power to the motor through the bidirectional DC/DC module in a driving state and can also be used for recovering braking energy. The energy transfer direction and the transfer process are controlled by a control strategy module.
As shown in fig. 4, 5 and 6, the method comprises the following steps in sequence:
(1) Firstly, acquiring position information and a running schedule of an electric bus and traffic state information through a running state detection module and a traffic state detection module of the electric bus;
(2) When the electric bus is about to pass through the intersection with the traffic signal lamp, the control strategy module determines that the electric bus enters a charging mode or a driving mode by judging the state and time of the traffic signal lamp;
(3) When the electric bus is about to arrive at a bus stop, the control strategy module determines that the electric bus enters a charging mode or a driving mode by judging the running time and the residual electric quantity;
(4) When the electric bus enters a charging mode, energy management and control of a charging state are carried out;
(5) When the electric bus enters a driving mode, energy management and control of a driving state are performed.
As shown in fig. 4, the step (2) specifically includes the following steps:
(2a) When the electric bus is about to pass through an intersection with traffic lights, if the signal lights in the running direction are red lights, the electric bus enters a charging mode, and the electric bus is decelerated, stopped and charged at the intersection until the electric bus can pass through the intersection;
(2b) If the signal lamp in the driving direction is a green lamp, judging whether the duration of the green signal lamp is longer than the normal crossing passing time of the electric bus or not; if the judgment result is yes, the driving mode is kept to pass through the intersection, otherwise, whether the next station can be reached according to the set time is judged;
(2c) If the judgment result of the step (2 b) is yes, namely the electric bus can still arrive at the next station on time after waiting for a red light time, the electric bus enters a charging mode, and the electric bus stops at an intersection to be charged until the next green signal light is on;
(2d) If the judging result in the step (2 b) is no, namely the electric bus can not arrive at the next station on time after waiting for a red light time, the driving mode is kept to accelerate to pass through the intersection, and the arrival at the station on time is ensured.
As shown in fig. 4, the step (3) specifically includes the following steps:
(3a) When the electric bus is about to arrive at a bus stop, if the electric bus arrives at the bus stop within a specified time, the electric bus enters a charging mode, and is decelerated and stopped, the maximum charging time is determined by a time range and arrival time specified by a running time table, and the time for reducing the satisfaction degree of passengers is not exceeded; after the maximum charging time is reached, predicting and judging whether the residual electric quantity of the energy storage module can guarantee to reach the next station;
(3b) If the bus stop is not reached within the specified time, directly predicting and judging whether the residual electric quantity of the energy storage module can guarantee to reach the next stop;
(3c) If the residual electric quantity of the energy storage module can ensure to reach the next station, the passenger immediately enters a driving mode to leave the current station after the boarding and disembarking or the charging is finished; if the residual electric quantity of the energy storage module can not be guaranteed to reach the next station, the electric bus enters or keeps a charging mode to charge at the station, and the satisfaction degree of passengers is reduced until the energy storage module leaves enough electric quantity to reach the next station.
As shown in fig. 6, the step (4) specifically includes the following steps:
(4a) Firstly, judging whether the electric bus is currently in a driving state or a charging state according to a driving state energy management and controller of the electric bus;
(4b) If the charging state is the moment, the power supply detection module is combined with the required power P provided by the power supply detection module 0 Output power P of quasi-dynamic wireless charging module W The SOC value SOC-B of the lithium ion battery pack and the SOC value SOC-C of the super capacitor pack are judged, and firstly, the output power P of the quasi-dynamic wireless charging module is judged W Whether or not it is greater than the required power P 0 ；
(4c) If P W <P 0 The power supply module still works in a driving state to supply power for the motor, and the output power is P 0 -P W Meanwhile, the output power of the feedback quasi-dynamic wireless charging module is insufficient;
(4d) If P W >P 0 The quasi-dynamic wireless charging module supplies power to the motor and simultaneously supplies redundant electric energy to the energy storage module, and the method comprises the following specific steps of:
(4d1) Judging whether the SOC value of the super capacitor group is higher than the SOC-C max If the SOC value of the super capacitor group is lower than SOC-C max The quasi-dynamic wireless charging module independently charges the super-capacitor group to reduce the charge and discharge times of the battery and improve the SOC of the super-capacitor group to SOC-C max ；
(4d2) If the SOC value of the super capacitor group is larger than the SOC-C max The super capacitor group is stopped being charged by controlling the bidirectional DC-DC module connected with the super capacitor group;
(4d3) Judging whether the SOC value of the lithium ion battery pack is larger than SOC-B max If the SOC value of the lithium ion battery is smaller than the SOC-B max Controlling the voltage of an output end to charge the lithium ion battery by controlling a bidirectional DC-DC module connected with the lithium ion battery pack;
(4d4) If the SOC value of the lithium ion battery is judged to be larger than the SOC-B max And the energy storage module displays full electric quantity, and at the moment, the feedback signal is fed to the quasi-dynamic wireless charging module, so that the output power of the quasi-dynamic wireless charging module is reduced.
As shown in fig. 5, the step (5) specifically includes the following steps:
(5a) Firstly, judging whether the electric bus is currently in a driving state or a charging state according to a driving state energy management and controller of the electric bus;
(5b) If the power supply is in the driving state, no energy is input to the quasi-dynamic wireless charging module, and the power supply is used for supplying the required power P 0 Judging the SOC value SOC-B of the lithium ion battery pack and the SOC value SOC-C of the super capacitor pack, and setting the SOC range of the lithium ion battery pack to be [ SOC-B ] min ,SOC-B max ]The SOC range of the super capacitor bank is [ SOC-C ] min ,SOC-C max ]If the SOC value is lower than the minimum SOC value, the continuous operation cannot be performed;
(5c) Judging whether the SOC value of the super capacitor group is lower than SOC-C min If it is greater than SOC-C min Judging the output power P of the super capacitor group C Whether or not it is greater than the required power P of the motor 0 If the output power P of the super capacitor group C Greater than the required power P of the motor 0 The bidirectional DC-DC module is regulated to enable the super capacitor group to work independently, and the output power is P 0 The method comprises the steps of carrying out a first treatment on the surface of the If it isOutput power P of super capacitor bank C Less than the required power P of the motor 0 The bidirectional DC-DC module is regulated to enable the super capacitor group and the lithium ion battery group to work simultaneously, and the output power of the super capacitor group is P C The lithium ion battery pack is used for supplementing the condition of insufficient power of the super capacitor pack, namely the output power P of the lithium ion battery at the moment B ＝P 0- P C ；
(5d) If the SOC value of the super capacitor group is smaller than or equal to the SOC-C min The discharge of the super capacitor group is finished, and the lithium ion battery group can only work independently at the moment, so that the SOC state of the lithium ion battery group is judged: if the SOC value of the lithium ion battery pack is larger than the SOC-B min At this time, the output power P of the lithium ion battery pack is determined B Whether or not it is greater than the required power P of the motor 0 If the output power P of the lithium ion battery pack B Greater than the required power P of the motor 0 At this time, the lithium ion battery pack is independently powered, and the output power is P 0 The method comprises the steps of carrying out a first treatment on the surface of the If the output power P of the lithium ion battery pack B Less than the required power P of the motor 0 Prompting that the energy of the power supply module is insufficient; if the SOC value of the lithium ion battery is less than or equal to the SOC-B min And prompting the energy shortage of the power supply module.
As shown in FIG. 2, the transmitting-side compensation network mainly comprises a transmitting-side compensation inductance L f First compensating capacitor C of transmitting end P Second compensation capacitor C of transmitting end f The receiving-end compensation network mainly comprises a receiving-end compensation capacitor C S The method comprises the steps of carrying out a first treatment on the surface of the The receiving-transmitting end coil module comprises a transmitting end coil L P And a receiving end coil L S The method comprises the steps of carrying out a first treatment on the surface of the M is the mutual inductance of the coils at the receiving and transmitting ends, R f 、R P 、R S Respectively is L f 、L P 、L S Through the transmitting end coil L P And receiving end coil L S Electric energy is input into the vehicle-mounted receiving end coil by the near-field magnetic coupling effect of the coil. The receiving end electric energy conversion module consists of a full-bridge rectifying circuit and a filtering circuit, and alternating current generated by magnetic coupling of the receiving end is converted into a direct current voltage source to supply power to the power supply module after passing through the receiving end compensation circuit and the rectifying and filtering circuit.
As shown in fig. 3, the transmitting end coil 1 is arranged on a special bus lane, distributed at bus stops and intersections in a bus driving path, and charges an electric bus when the electric bus is decelerated and stopped. The number of the transmitting end coils 1 is determined by the charging power, the charging time and the laying cost, in theory, the charging time and the charging power can be obviously improved as the number of the coils is larger, the capacity of the energy storage module of the bus is smaller, and the laying cost of the quasi-dynamic wireless charging module can be increased. The receiving end coil 2 is positioned at the chassis part of each electric bus, and keeps the optimal safety distance from the ground, so that the charging efficiency of the quasi-dynamic wireless charging module is improved, and the electric bus is not interfered by ground obstacles.
When the electric bus runs on a road surface paved with a quasi-dynamic wireless charging transmitting end coil 1, namely a quasi-dynamic wireless charging road surface, electric network electric energy is converted into direct current voltage with controllable voltage and output power through an AC/DC rectifying filter, a power factor correction PFC module and a Buck Buck module, the direct current voltage is converted into alternating current square wave voltage through a high-frequency inverter and is injected into a quasi-dynamic wireless charging transmitting end, the transmitting end coil 1 and a receiving end coil 2 transmit energy to a vehicle-mounted receiving end of the electric bus through near field magnetic coupling, after structural rectifying filter, the energy is converted into direct current voltage with controllable voltage, the voltage is regulated through a bidirectional DC/DC conversion circuit, the energy is input into a power module, an SOC state detection module is used for detecting the SOC state of the power module, a control strategy module is used for receiving information such as vehicle speed, traffic state and SOC state, charging mode and power distribution are controlled according to a control algorithm, and the power distribution are fed back to a quasi-dynamic wireless charging module transmitting end circuit, and closed-loop control of the power module combined with the traffic state is realized.
In summary, the invention aims at the defect of single charging mode of the prior electric bus, and can lead the charging process of the electric bus to be more intelligent, convenient and safe; aiming at the problems of large volume and large mass of the existing energy storage module body of the electric bus, the invention can reduce the mass of the energy storage module of the electric bus and the energy loss in the driving process, so that the dynamic property and the economical efficiency of the electric bus are improved.

Claims (9)

1. The utility model provides a compound electrical power generating system of electric bus which characterized in that: the system comprises a power module and an energy management and control module, wherein the power module comprises:
the quasi-dynamic wireless charging module is used for wirelessly transmitting electric power of a power grid to the vehicle-mounted end to supply power for the energy storage module and the motor when the electric bus stops at night, runs and waits at a stop;
the energy storage module is used for storing electric energy required by the running process of the electric bus, supplying power for the motor and receiving the electric energy transmitted by the quasi-dynamic wireless charging module;
the bidirectional DC-DC module is used for adjusting the voltage and current of the input side and the output side and is used as a voltage conversion module of the quasi-dynamic wireless charging module and the energy storage module;
the energy management and control module includes:
the power supply detection module is used for detecting the SOC states of the lithium ion battery pack and the super capacitor pack, the required power of the motor, and the output voltage and the output power of the quasi-dynamic wireless charging module;
the running state detection module is used for detecting the current running state and position information of the electric bus;
the traffic state detection module is used for carrying out information transmission between the electric bus and the transmitting end, feeding back and controlling the input voltage and frequency parameters of the transmitting end, receiving real-time traffic state data, predicting road condition information before the next station in advance, and predicting ideal running speed and parking time of the electric bus so as to acquire more charging time and electric energy to run to the next station;
the control strategy module is used for controlling the working state of the power supply module, judging two driving states of the electric bus, controlling the charge and discharge of the energy storage module and the energy, and controlling the energy and the power distribution of the power supply module by controlling the charge time and the driving speed according to traffic conditions and real-time electric quantity.
2. The electric bus composite power supply system according to claim 1, wherein: the quasi-dynamic wireless charging module comprises:
the transmitting end electric energy conversion module consists of a rectifying and filtering module, a DC/DC conversion module and a high-frequency inversion module, wherein alternating current from a power grid sequentially passes through the rectifying and filtering module and the DC/DC conversion module and is converted into direct current voltage with controllable voltage and output power, and then the direct current voltage is converted into alternating current square wave voltage by the high-frequency inversion module and is injected into a transmitting end coil and a transmitting end compensation network;
the receiving end electric energy conversion module consists of a rectifying circuit and a filtering circuit and is used for converting alternating current received by the receiving end coil through magnetic coupling into direct current with certain output voltage to supply power for the energy storage module and the motor;
the receiving end coil module comprises a transmitting end coil and a receiving end coil, and the transmitting end coil adopts a plurality of array type segmented guide rail coils with the same size parameters due to quasi-dynamic wireless charging, the receiving end coil is used for receiving electric energy in the driving process and the stopping process of the electric bus, and wireless transmission of the energy in an air gap is realized through dynamic near-field magnetic coupling of the transmitting end coil and the receiving end coil;
the receiving-transmitting end compensation network module is used for improving wireless charging transmission efficiency, system active power and power factor and comprises a transmitting end compensation network and a receiving end compensation network; the transmitting end compensation network adopts LCC compensation topology, and the receiving end compensation network adopts series compensation topology.
3. The electric bus composite power supply system according to claim 1, wherein: the energy storage module includes:
the super capacitor set is used as an auxiliary power supply to carry out peak clipping and valley filling on a discharge curve of the lithium ion battery set, so that the energy transfer efficiency is improved, and the super capacitor set is used for braking energy recovery;
the lithium ion battery pack is used for providing electric energy to power the normal running of the bus.
4. The electric bus composite power supply system according to claim 1, wherein: the control strategy module comprises:
the charging and driving state management and controller is used for judging two states of the electric bus, namely a driving state and a charging state, and determining a reasonable energy management and control method;
the charging state energy management and controller is used for controlling the energy and power distribution of the power supply module by controlling the charging time and the running speed according to traffic conditions and real-time electric quantity in the charging state;
and the driving state energy management and controller is used for controlling the charge and discharge and energy of the energy storage module in the driving state.
5. The energy management control method of the composite power supply system of the electric bus according to any one of claims 1 to 4, characterized in that: the method comprises the following steps in sequence:
(1) Firstly, acquiring position information and a running schedule of an electric bus and traffic state information through a running state detection module and a traffic state detection module of the electric bus;
(2) When the electric bus is about to pass through the intersection with the traffic signal lamp, the control strategy module determines that the electric bus enters a charging mode or a driving mode by judging the state and time of the traffic signal lamp;
(3) When the electric bus is about to arrive at a bus stop, the control strategy module determines that the electric bus enters a charging mode or a driving mode by judging the running time and the residual electric quantity;
(4) When the electric bus enters a charging mode, energy management and control of a charging state are carried out;
(5) When the electric bus enters a driving mode, energy management and control of a driving state are performed.
6. The energy management control method of the composite power supply system of the electric bus according to claim 5, characterized by: the step (2) specifically comprises the following steps:
(2a) When the electric bus is about to pass through an intersection with traffic lights, if the signal lights in the running direction are red lights, the electric bus enters a charging mode, and the electric bus is decelerated, stopped and charged at the intersection until the electric bus can pass through the intersection;
(2b) If the signal lamp in the driving direction is a green lamp, judging whether the duration of the green signal lamp is longer than the normal crossing passing time of the electric bus or not; if the judgment result is yes, the driving mode is kept to pass through the intersection, otherwise, whether the next station can be reached according to the set time is judged;
(2c) If the judgment result of the step (2 b) is yes, namely the electric bus can still arrive at the next station on time after waiting for a red light time, the electric bus enters a charging mode, and the electric bus stops at an intersection to be charged until the next green signal light is on;
(2d) If the judging result in the step (2 b) is no, namely the electric bus can not arrive at the next station on time after waiting for a red light time, the driving mode is kept to accelerate to pass through the intersection, and the arrival at the station on time is ensured.
7. The energy management control method of the composite power supply system of the electric bus according to claim 5, characterized by: the step (3) specifically comprises the following steps:
(3a) When the electric bus is about to arrive at a bus stop, if the electric bus arrives at the bus stop within a specified time, the electric bus enters a charging mode, and is decelerated and stopped, the maximum charging time is determined by a time range and arrival time specified by a running time table, and the time for reducing the satisfaction degree of passengers is not exceeded; after the maximum charging time is reached, predicting and judging whether the residual electric quantity of the energy storage module can guarantee to reach the next station;
(3b) If the bus stop is not reached within the specified time, directly predicting and judging whether the residual electric quantity of the energy storage module can guarantee to reach the next stop;
(3c) If the residual electric quantity of the energy storage module can ensure to reach the next station, the passenger immediately enters a driving mode to leave the current station after the boarding and disembarking or the charging is finished; if the residual electric quantity of the energy storage module can not be guaranteed to reach the next station, the electric bus enters or keeps a charging mode to charge at the station, and the satisfaction degree of passengers is reduced until the energy storage module leaves enough electric quantity to reach the next station.
8. The energy management control method of the composite power supply system of the electric bus according to claim 5, characterized by: the step (4) specifically comprises the following steps:
(4a) Firstly, judging whether the electric bus is currently in a driving state or a charging state according to a driving state energy management and controller of the electric bus;
(4b) If the charging state is the moment, the power supply detection module is combined with the required power P provided by the power supply detection module 0 Output power P of quasi-dynamic wireless charging module W The SOC value SOC-B of the lithium ion battery pack and the SOC value SOC-C of the super capacitor pack are judged, and firstly, the output power P of the quasi-dynamic wireless charging module is judged W Whether or not it is greater than the required power P 0 ；
(4c) If P W <P 0 The power supply module still works in a driving state to supply power for the motor, and the output power is P 0 -P W Meanwhile, the output power of the feedback quasi-dynamic wireless charging module is insufficient;
(4d) If P W >P 0 The quasi-dynamic wireless charging module supplies power to the motor and simultaneously supplies redundant electric energy to the energy storage module, and the method comprises the following specific steps of:
(4d1) Judging whether the SOC value of the super capacitor group is higher than the SOC-C max If the SOC value of the super capacitor group is lower than the SOC-C max The quasi-dynamic wireless charging module independently charges the super-capacitor group to reduce the charge and discharge times of the battery and improve the SOC of the super-capacitor group to SOC-C max ；
(4d2) If the SOC value of the super capacitor group is larger than the SOC-C max The super capacitor group is stopped being charged by controlling the bidirectional DC-DC module connected with the super capacitor group;
(4d3) Judging whether the SOC value of the lithium ion battery pack is larger than SOC-B max If the SOC value of the lithium ion battery is smaller than SOC-B max Controlling the voltage of an output end to charge the lithium ion battery by controlling a bidirectional DC-DC module connected with the lithium ion battery pack;
(4d4) If the SOC value of the lithium ion battery is judged to be larger than the SOC-B max And the energy storage module displays full electric quantity, and at the moment, the feedback signal is fed to the quasi-dynamic wireless charging module, so that the output power of the quasi-dynamic wireless charging module is reduced.
9. The energy management control method of the composite power supply system of the electric bus according to claim 5, characterized by: the step (5) specifically comprises the following steps:
(5a) Firstly, judging whether the electric bus is currently in a driving state or a charging state according to a driving state energy management and controller of the electric bus;
(5b) If the power supply is in the driving state, no energy is input to the quasi-dynamic wireless charging module, and the power supply is used for supplying the required power P 0 Judging the SOC value SOC-B of the lithium ion battery pack and the SOC value SOC-C of the super capacitor pack, and setting the SOC range of the lithium ion battery pack to be [ SOC-B ] min ,SOC-B max ]The SOC range of the super capacitor bank is [ SOC-C ] min ,SOC-C max ]If the SOC value is lower than the minimum SOC value, the continuous operation cannot be performed;
(5c) Judging whether the SOC value of the super capacitor group is lower than SOC-C min If it is greater than SOC-C min Judging the output power P of the super capacitor group C Whether or not it is greater than the required power P of the motor 0 If the output power P of the super capacitor group C Greater than the required power P of the motor 0 The bidirectional DC-DC module is regulated to enable the super capacitor group to work independently, and the output power is P 0 The method comprises the steps of carrying out a first treatment on the surface of the If the output power P of the super capacitor bank C Less than the required power P of the motor 0 The bidirectional DC-DC module is regulated to enable the super capacitor group and the lithium ion battery group to work simultaneously, and the output power of the super capacitor group is P C The lithium ion battery pack is used for supplementing the condition of insufficient power of the super capacitor pack, namely the output power P of the lithium ion battery at the moment B ＝P 0- P C ；
(5d) If the SOC value of the super capacitor group is smaller than or equal to the SOC-C min The discharge of the super capacitor group is finished, and the lithium ion battery group can only work independently at the moment, so that the SOC state of the lithium ion battery group is judged: if the SOC value of the lithium ion battery pack is larger than the SOC-B min At this time, the output power P of the lithium ion battery pack is determined B Whether or not it is greater than the required power P of the motor 0 If the output power P of the lithium ion battery pack B Greater than the required power P of the motor 0 At this time, the lithium ion battery pack is independently powered, and the output power is P 0 The method comprises the steps of carrying out a first treatment on the surface of the If the output power P of the lithium ion battery pack B Less than the required power P of the motor 0 Prompting that the energy of the power supply module is insufficient; if the SOC value of the lithium ion battery is less than or equal to the SOC-B min And prompting the energy shortage of the power supply module.
CN202111315570.6A 2021-11-08 2021-11-08 Composite power supply system of electric bus and energy management control method thereof Active CN113829906B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111315570.6A CN113829906B (en) 2021-11-08 2021-11-08 Composite power supply system of electric bus and energy management control method thereof

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111315570.6A CN113829906B (en) 2021-11-08 2021-11-08 Composite power supply system of electric bus and energy management control method thereof

Publications (2)

Publication Number Publication Date
CN113829906A CN113829906A (en) 2021-12-24
CN113829906B true CN113829906B (en) 2023-08-04

Family

ID=78971360

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111315570.6A Active CN113829906B (en) 2021-11-08 2021-11-08 Composite power supply system of electric bus and energy management control method thereof

Country Status (1)

Country Link
CN (1) CN113829906B (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114475352A (en) * 2022-03-18 2022-05-13 珠海极海半导体有限公司 Battery supply circuit, battery management system, MPU and automobile power system
CN114802717B (en) * 2022-05-09 2023-03-24 北京航空航天大学 Airplane electric actuator energy management system based on flight control information and control method
CN115416531B (en) * 2022-11-07 2023-03-24 深圳市今朝时代股份有限公司 Charging control system of super capacitor charging station
CN116080423B (en) * 2023-04-03 2023-06-27 电子科技大学 Cluster unmanned vehicle energy supply system based on ROS and execution method thereof

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108767956A (en) * 2018-07-03 2018-11-06 浙江中创天成科技有限公司 A kind of dynamic radio electric energy Transmission system and its passive control method
CN110116643A (en) * 2019-05-31 2019-08-13 温州大学 A kind of electric car dynamic bidirectional wireless charging system and method
KR102114124B1 (en) * 2018-11-16 2020-06-17 학교법인 송원대학교 Wireless Power Transmission Wirless Trolley Applied Speed Control Algorithm For Meeting The Charge Amount In The Dynamic Charge Interval And The Static Charge Interval
CN112421745A (en) * 2020-10-27 2021-02-26 武汉大学 Energy management method for composite power supply system of electric automobile

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11420524B2 (en) * 2019-12-20 2022-08-23 Ut-Battelle, Llc Wireless power system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108767956A (en) * 2018-07-03 2018-11-06 浙江中创天成科技有限公司 A kind of dynamic radio electric energy Transmission system and its passive control method
KR102114124B1 (en) * 2018-11-16 2020-06-17 학교법인 송원대학교 Wireless Power Transmission Wirless Trolley Applied Speed Control Algorithm For Meeting The Charge Amount In The Dynamic Charge Interval And The Static Charge Interval
CN110116643A (en) * 2019-05-31 2019-08-13 温州大学 A kind of electric car dynamic bidirectional wireless charging system and method
CN112421745A (en) * 2020-10-27 2021-02-26 武汉大学 Energy management method for composite power supply system of electric automobile

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
基于混合动力电动公交车的能量优化管理研究;邓明;孙春顺;苏盛;杨安;覃晔;;电力建设(第12期);39-44 *

Also Published As

Publication number Publication date
CN113829906A (en) 2021-12-24

Similar Documents

Publication Publication Date Title
CN113829906B (en) Composite power supply system of electric bus and energy management control method thereof
CN106696721B (en) Dual-source energy system of pure electric vehicle, power supply control method, fast charging method and slow charging method
CN102350953B (en) Electrical powered vehicle and power feeding device for vehicle
Fujimoto et al. Development of Wireless In-wheel Motors for Dynamic Charging: From 2nd to 3rd generation
CN103072492B (en) Active control type hybrid power system for pure electric bus and control method of active control type hybrid power system
CN103796888B (en) The control setup of vehicle and control method
CN102035239A (en) Movable electric automobile wireless charging device
CN108340788A (en) A kind of fuel cell hybrid tramcar associated braking system and method
CN201947032U (en) Movable electric automobile wireless charging unit
CN107825970B (en) Electric automobile road section type mobile wireless charging station
CN108081982A (en) A kind of tramcar hybrid power supply method
CN108001275A (en) A kind of fuel cell electric vehicle electric power coupling drive system and its control method
WO2021042583A1 (en) Power battery energy storage-type tramcar charging system and charging method therefor
CN110789544B (en) Energy storage type vehicle non-contact power supply system and method
CN103723050B (en) A kind of energy control method of hybrid power system electric rail vehicle
CN112277669A (en) Segmented coil type electric automobile dynamic wireless charging system and method
CN112078687A (en) Charging vehicle and control method thereof
CN201472277U (en) Electric vehicle energy storage device management system
CN109278765A (en) A kind of main line hybrid locomotrives set control system and method
WO2020143390A1 (en) System and method for dynamic bidirectional pushing of wireless energy for vehicle to everything (v2x) of electric automobile
CN113511085B (en) Segmented coil type wireless charging system for electric automobile and control method
CN107733055A (en) A kind of charging system for electric hybrid vehicle vehicle mounted dynamic battery
CN210502289U (en) Power battery energy storage type tramcar charging device
CN203423515U (en) Electric driving automobile wireless charging device based on solar photovoltaic power supply
CN109606148B (en) Vertical energy storage type wireless charging road system and method

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
GR01 Patent grant
GR01 Patent grant