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WO2022011770A1 - 一种电动车能量管理方法、终端设备及存储介质 - Google Patents

一种电动车能量管理方法、终端设备及存储介质 Download PDF

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Publication number
WO2022011770A1
WO2022011770A1 PCT/CN2020/109662 CN2020109662W WO2022011770A1 WO 2022011770 A1 WO2022011770 A1 WO 2022011770A1 CN 2020109662 W CN2020109662 W CN 2020109662W WO 2022011770 A1 WO2022011770 A1 WO 2022011770A1
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Prior art keywords
usoc
power
bsoc
threshold value
electric vehicle
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PCT/CN2020/109662
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English (en)
French (fr)
Inventor
涂岩恺
陈远
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厦门雅迅网络股份有限公司
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Priority to US18/005,629 priority Critical patent/US20230271528A1/en
Priority to EP20945136.8A priority patent/EP4183621A4/en
Publication of WO2022011770A1 publication Critical patent/WO2022011770A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/076—Slope angle of the road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • 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
    • B60L2240/60—Navigation input
    • B60L2240/62—Vehicle position
    • 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
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • 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
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    • B60L2260/44—Control modes by parameter estimation
    • 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
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    • B60L2260/50—Control modes by future state prediction
    • B60L2260/52—Control modes by future state prediction drive range estimation, e.g. of estimation of available travel distance
    • 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
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • 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

Definitions

  • the present invention relates to the field of energy management, and in particular, to an electric vehicle energy management method, a terminal device and a storage medium.
  • the energy system of modern pure electric vehicles is generally composed of batteries and super capacitors, and energy management is required for them.
  • the purpose is to reasonably distribute the power output of batteries and super capacitors to meet the power required for vehicle operation, and to give full play to the power of batteries and super capacitors.
  • the general principle is to give full play to the advantages of supercapacitors with instantaneous high-power charge and discharge, avoid the impact of instantaneous high-current discharge on the lithium battery when the vehicle accelerates, and prolong the life of the battery.
  • the power required by the vehicle is small, it is only powered by the battery;
  • the battery provides a part of the basic power, and the excess part is provided by the supercapacitor.
  • the high-power energy is first recovered by the supercapacitor with high charging efficiency to avoid high-current charging damage.
  • the supercapacitor recycles energy from the battery.
  • the most common energy management method is an energy management strategy based on logic threshold rules, which sets a series of vehicle operation parameters, and a logic threshold PL for power output or recovery, and divides its working states to determine the different working states. energy management strategies.
  • logic threshold rules which sets a series of vehicle operation parameters, and a logic threshold PL for power output or recovery, and divides its working states to determine the different working states.
  • energy management strategies are used. However, in the current management strategy, only the current power demand of the vehicle is considered, and the future power demand is not predicted, so the energy management may be reasonable under the current conditions, but in the future operation, it is not optimal. There may be changes in road conditions ahead to make energy management adjustments in time, which is not conducive to more effective reduction of electric vehicle energy consumption and prevention of battery loss.
  • the present invention provides an electric vehicle energy management method, a terminal device and a storage medium.
  • An electric vehicle energy management method comprising: calculating a predictive dynamic threshold value in real time according to electronic horizon data, and setting the energy output and recovery ratio of an electric vehicle battery and a supercapacitor according to the predictive dynamic threshold value.
  • the predictive dynamic threshold value is calculated according to the average gradient of the road ahead, the distance between the current position of the vehicle and the gradient, and the fixed logical threshold value.
  • S represents the average gradient of the road ahead of the current position of the vehicle
  • D represents the distance between the current position of the vehicle and the slope
  • PL represents the fixed logic threshold value
  • a and M are constants
  • A is used to determine the fluctuation range of the dynamic threshold
  • M represents the The distance threshold between the current position of the vehicle and the slope
  • u is a step function.
  • the power Pn required by the vehicle operation at the current moment is obtained, and the battery power BSOC and the super capacitor power USOC at the current moment are obtained at the same time, and the following judgments are made:
  • USOC H and USOC L represent the upper limit and lower limit of the supercapacitor SOC power, respectively.
  • BSOC L represents the lower limit of the SOC power of the lithium battery.
  • An electric vehicle energy management terminal device comprising a processor, a memory, and a computer program stored in the memory and running on the processor, the processor implements the above-mentioned embodiments of the present invention when the processor executes the computer program steps of the method.
  • a computer-readable storage medium where the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, implements the steps of the foregoing method in the embodiment of the present invention.
  • the invention adopts the above technical scheme, predicts the terrain ahead based on the electronic horizon system, generates a predictive dynamic logic threshold value according to the electronic horizon information, and changes the conventional fixed logic threshold value without the defect of predictive optimization of energy management.
  • the energy management strategy corresponding to the dynamic logic threshold is set for predictive energy management, which can play a positive role in reducing the energy consumption of electric vehicles, preventing battery loss, and improving vehicle economy.
  • FIG. 1 is a flowchart of Embodiment 1 of the present invention.
  • An embodiment of the present invention provides an electric vehicle energy management method. As shown in FIG. 1 , the method includes: calculating a predictive dynamic threshold value in real time according to electronic horizon data, and setting an electric vehicle battery according to the predictive dynamic threshold value The ratio of energy output and recovery to supercapacitors.
  • This embodiment generates the predictive dynamic threshold value through the electronic horizon data, changes the defect that the conventional fixed logic threshold value does not have predictive optimal energy management, optimizes the energy management, and makes the energy distribution between the battery and the super capacitor It is more reasonable to improve the energy utilization efficiency of the whole vehicle and protect the battery life.
  • the predictive dynamic threshold value is different from the traditional fixed logic threshold value, which is not a fixed value, but a function output value that changes continuously with the terrain ahead.
  • the calculation is performed by the average gradient of the road ahead, the distance between the current position of the vehicle and the gradient, and a fixed logic threshold. Among them, the average gradient of the road ahead, the current position of the vehicle and other data are obtained through the electronic horizon data.
  • the specific calculation formula of the predictive dynamic threshold value is:
  • P′ L represents the predictive dynamic threshold value
  • S represents the average slope of the terrain in front of the current position of the vehicle
  • D represents the distance between the current vehicle position and the slope
  • PL represents the fixed logic threshold value
  • a and M are constants
  • u is a step function.
  • Constant M Indicates the distance threshold between the current position of the vehicle and the slope. Since the electronic horizon system can predict the slope information of the road ahead, if the distance between the middle slope of the road ahead is too far, the impact on the current vehicle energy distribution is very small and can be ignored. Therefore, a constant M is set to indicate that the distance between the slope and the vehicle is within M meters (usually 500, which can be adjusted according to the specific conditions of the car. For example, models with large supercapacitor capacity can be appropriately increased, while models with small capacity can be reduced), the predictive dynamic logic gate The limit just begins to change with the terrain ahead.
  • Step function u It can be seen that when the actual distance between the current position of the vehicle and the slope D>M, the function is 0, the dynamic threshold of the formula is Indicates that when the distance between the current position of the vehicle and the slope exceeds M, the original default fixed logic threshold is still used.
  • the predictive dynamic logic threshold is associated with the slope of the road segment ahead. Because the slope is too large, it will exceed the limit performance of the vehicle, and the energy control may be meaningless. Therefore, the upper and lower limits associated with the slope are set.
  • the upper limit is 5 degrees (the default is 5 degrees if greater than 5 degrees), and the lower limit is -5 degrees ( Slopes less than -5 degrees default to -5 degrees). It can be seen from the formula that the slope of the current road section is 0 (that is, when the road is flat), That is, if there is no slope in front of the horizon, the original default fixed logic threshold is still used.
  • the constant A determines the fluctuation range of the dynamic threshold, and the constant can be set by those skilled in the art according to actual needs. In this embodiment, it is preferably set as
  • the predictive dynamic logic threshold is 1.5 times the default fixed logic threshold.
  • the increase of the threshold value means that more power is output by the battery, and the power of the super capacitor is temporarily reserved.
  • Capacitor for high power output This can prevent the supercapacitor power from being output prematurely.
  • the calculation formula in this embodiment can dynamically increase the threshold value according to the situation of uphill ahead, reduce the probability of high-power discharge of the battery, and protect the battery.
  • the predictive dynamic logic threshold is half of the default fixed logic threshold.
  • the reduction of the threshold value means that more power is output by the super capacitor.
  • the calculation formula in this embodiment can dynamically lower the threshold value according to the downhill situation ahead, so as to reduce and improve the energy recovery efficiency, and can also protect the battery from frequent charging and discharging.
  • the power Pn required for the operation of the vehicle at the current moment is obtained, and the battery power BSOC and the super capacitor power USOC at the current moment are obtained at the same time, and the following judgments are made:
  • USOC H and USOC L represent the upper limit and lower limit of the supercapacitor SOC power, respectively.
  • BSOC L represents the lower limit of the SOC power of the lithium battery. Since the lithium battery has its own overcharge protection, the upper limit of the SOC power of the lithium battery is not considered here.
  • Embodiment 1 of the present invention predicts the terrain ahead based on the electronic horizon system, generates a predictive dynamic logic threshold value according to the electronic horizon information, and changes the conventional fixed logic threshold value without the defect of predictive optimization of energy management.
  • the energy management strategy corresponding to the threshold setting is used for predictive energy management, which can play a positive role in reducing the energy consumption of electric vehicles, preventing battery loss, and improving vehicle economy.
  • Embodiment 2 is a diagrammatic representation of Embodiment 1:
  • the present invention also provides an electric vehicle energy management terminal device, including a memory, a processor, and a computer program stored in the memory and running on the processor, and the processor implements the present invention when the processor executes the computer program.
  • an electric vehicle energy management terminal device including a memory, a processor, and a computer program stored in the memory and running on the processor, and the processor implements the present invention when the processor executes the computer program.
  • the electric vehicle energy management terminal device may be a computing device such as an on-board computer and a cloud server.
  • the electric vehicle energy management terminal device may include, but is not limited to, a processor and a memory.
  • the composition structure of the above-mentioned electric vehicle energy management terminal equipment is only an example of the electric vehicle energy management terminal equipment, and does not constitute a limitation on the electric vehicle energy management terminal equipment, which may include more or less than the above-mentioned components, or a combination of some components, or different components, for example, the electric vehicle energy management terminal device may further include an input and output device, a network access device, a bus, etc., which is not limited in this embodiment of the present invention.
  • the so-called processor may be a central processing unit (Central Processing Unit, CPU), or other general-purpose processors, digital signal processors (Digital Signal Processor, DSP), application-specific integrated circuits ( Application Specific Integrated Circuit, ASIC), Field-Programmable Gate Array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • the general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc.
  • the processor is the control center of the electric vehicle energy management terminal equipment, and uses various interfaces and lines to connect the entire electric vehicle energy Manage various parts of the end device.
  • the memory can be used to store the computer program and/or module, and the processor implements the motor by running or executing the computer program and/or module stored in the memory and calling the data stored in the memory.
  • the memory may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system and an application program required for at least one function; the storage data area may store data created according to the use of the mobile phone, and the like.
  • the memory may include high-speed random access memory, and may also include non-volatile memory such as hard disk, internal memory, plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card , a flash memory card (Flash Card), at least one magnetic disk storage device, flash memory device, or other volatile solid-state storage device.
  • non-volatile memory such as hard disk, internal memory, plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card , a flash memory card (Flash Card), at least one magnetic disk storage device, flash memory device, or other volatile solid-state storage device.
  • the present invention further provides a computer-readable storage medium, where a computer program is stored in the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the foregoing method in the embodiment of the present invention are implemented.
  • modules/units integrated in the electric vehicle energy management terminal equipment are implemented in the form of software functional units and sold or used as independent products, they may be stored in a computer-readable storage medium.
  • the present invention can implement all or part of the processes in the methods of the above embodiments, and can also be completed by instructing relevant hardware through a computer program.
  • the computer program can be stored in a computer-readable storage medium, and the computer When the program is executed by the processor, the steps of the foregoing method embodiments can be implemented.
  • the computer program includes computer program code, and the computer program code may be in the form of source code, object code, executable file or some intermediate form, and the like.
  • the computer-readable medium may include: any entity or device capable of carrying the computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM, Read-Only Memory) , Random Access Memory (RAM, Random Access Memory), and software distribution media.
  • a recording medium a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM, Read-Only Memory) , Random Access Memory (RAM, Random Access Memory), and software distribution media.

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Abstract

一种电动车能量管理方法、终端设备及存储介质，该方法中包括：实时根据电子地平线数据计算预测性动态门限值，并根据预测性动态门限值设定电动车电池与超级电容的能量输出与回收比例。本方法基于电子地平线系统预测前方道路，根据电子地平线信息生成预测性的动态逻辑门限值，改变常规固定逻辑门限值不具有预测性最优化能量管理的缺陷，根据预测性动态逻辑门限值设定对应的能量管理策略进行预测性能量管理，对电动车能耗降低和防止电池损耗，提高车辆经济性等能起到积极作用。

Description

一种电动车能量管理方法、终端设备及存储介质 技术领域
本发明涉及能量管理领域，尤其涉及一种电动车能量管理方法、终端设备及存储介质。
背景技术
现代纯电动车能量系统一般由电池与超级电容组成，需要对其进行能量管理，目的是合理分配电池与超级电容的功率输出，使之满足汽车运行所需功率，并且充分发挥电池与超级电容的特点及优势，尽可能延长电池的使用寿命，降低能量损耗。一般性原则是发挥超级电容具有瞬时大功率充放电的优势，避免车辆加速时需要瞬间大电流放电对锂电池的冲击，延长电池的寿命，当车辆所需功率较小时，仅由电池供电；当车辆所需功率较大时，电池提供一部分基础的功率，超出的部分则由超级电容提供：而当车辆进行制动时，大功率能量先由充电效率高的超级电容回收，避免大电流充电损伤电池，超级电容电量充满时，再由电池回收能量。
最常见的能量管理方法为基于逻辑门限规则的能量管理策略，设定一系列车辆运行的参数，及功率输出或回收的逻辑门限PL，并对其工作状态进行划分，以确定在不同工作状态下的能量管理策略。但目前的管理策略中，仅考虑车辆当前的功率需求，没有预测到未来的功率需求，因此可能造成能量管理在当前条件下是合理的，但在未来运行中，反而不是最优的，无法根据前方可能出现路况的变化及时作出能量管理调整，不利于更有效的降低电动车能耗和防止电 池损耗。
发明内容
为了解决上述问题，本发明提出了一种电动车能量管理方法、终端设备及存储介质。
具体方案如下：
一种电动车能量管理方法，包括：实时根据电子地平线数据计算预测性动态门限值，并根据预测性动态门限值设定电动车电池与超级电容的能量输出与回收比例。
进一步的，预测性动态门限值根据前方道路的平均坡度、车辆当前位置与坡的距离和固定逻辑门限值来计算。
进一步的，预测性动态门限值P′ L的计算公式为：
Figure PCTCN2020109662-appb-000001
其中，S表示车辆当前位置前方道路的平均坡度，D表示车辆当前位置与坡的距离，P L表示固定逻辑门限值，A和M为常数，A用于决定动态门限的波动范围，M表示车辆当前位置与坡的距离阈值，u为阶跃函数。
进一步的，A为
Figure PCTCN2020109662-appb-000002
进一步的，根据预测性动态门限值设定电动车电池与超级电容的能量输出与回收比例的具体过程为：
根据油门深度与车辆当前速度，获得当前时刻车辆运行所需要的功率Pn，同时获取当前时刻的电池电量BSOC和超级电容电量USOC，并进行以下判断：
当Pn<0且USOC>USOC H时，设定电池功率Pb＝Pn、超级电容功率Pc＝0；
当Pn<0且USOC≤USOC H时，设定电池功率Pb＝0、超级电容功率Pc＝Pn；
当0≤P n≤P′ L、USOC>USOC L且BSOC>BSOC L时，设定电池功率Pb＝Pn、超级电容功率Pc＝0；
当P n＞P′ L、USOC>USOC L且BSOC>BSOC L时，设定电池功率P b＝P′ L、超级电容功率P c＝P n-P′ L；
当Pn>0、USOC≤USOC L且BSOC>BSOC L时，设定电池功率Pb＝Pn、超级电容功率Pc＝0；
当Pn>0、USOC>USOC L且BSOC≤BSOC L时，设定电池功率Pb＝0、超级电容功率Pc＝Pn；
当Pn>0、USOC≤USOC L且BSOC≤BSOC L时，设定电池功率Pb＝0、超级电容功率Pc＝0；
其中，USOC H和USOC L分别表示超级电容SOC电量的上限值和下限值。BSOC L表示锂电池SOC电量的下限值。
一种电动车能量管理终端设备，包括处理器、存储器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现本发明实施例上述的方法的步骤。
一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行时实现本发明实施例上述的方法的步骤。
本发明采用如上技术方案，基于电子地平线系统预测前方地形，根据电子地平线信息生成预测性的动态逻辑门限值，改变常规固定逻辑门限值不具有预测性最优化能量管理的缺陷，根据预测性动态逻辑门限值设定对应的能量管理 策略进行预测性能量管理，对电动车能耗降低和防止电池损耗，提高车辆经济性等能起到积极作用。
附图说明
图1所示为本发明实施例一的流程图。
具体实施方式
为进一步说明各实施例，本发明提供有附图。这些附图为本发明揭露内容的一部分，其主要用以说明实施例，并可配合说明书的相关描述来解释实施例的运作原理。配合参考这些内容，本领域普通技术人员应能理解其他可能的实施方式以及本发明的优点。
现结合附图和具体实施方式对本发明进一步说明。
实施例一：
本发明实施例提供了一种电动车能量管理方法，如图1所示，该方法为：实时根据电子地平线数据计算预测性动态门限值，并根据预测性动态门限值设定电动车电池与超级电容的能量输出与回收比例。
本实施例通过电子地平线数据来生成预测性动态门限值，改变了常规固定逻辑门限值不具有预测性最优化能量管理的缺陷，优化了能量管理，使在电池与超级电容之间能量分配更为合理，提高整车能量利用效率，保护电池使用寿命。
所述预测性动态门限值不同与传统的固定逻辑门限值，其并不是一个固定值，而是随着前方地形情况不断变化的函数输出值。该实施例中通过前方道路的平均坡度、车辆当前位置与坡的距离和固定逻辑门限值三者来进行计算。其 中，前方道路的平均坡度、车辆当前位置等数据通过电子地平线数据来获取。预测性动态门限值的具体计算公式为：
Figure PCTCN2020109662-appb-000003
其中，P′ L表示预测性动态门限值，S表示辆当前位置前方地形的平均坡度，D表示车辆当前位置与坡的距离，P L表示固定逻辑门限值，A和M为常数，u为阶跃函数。
下面对各参数进行说明。
常数M：表示车辆当前位置与坡的距离阈值。由于电子地平线系统可预测前方道路的坡度信息，如果前方道路中坡的距离过远，对当前车辆能量分配产生的影响很小，可以忽略不计，因此设定一个常数M，表示坡与车辆距离在M米(一般为500，可视车的具体情况调整，例如装配的超级电容容量很大的车型，可以适当增加，而容量很小的车型，可以减小)之内时，预测性动态逻辑门限值才开始随前方地形情况变化。
阶跃函数u：
Figure PCTCN2020109662-appb-000004
可以看出，当车辆当前位置与坡的实际距离D>M时，函数
Figure PCTCN2020109662-appb-000005
的值为0，公式的动态门限值为
Figure PCTCN2020109662-appb-000006
表示车辆当前位置与坡的距离超过M时，使用的还是原来的默认固定逻辑门限值。
当车辆当前位置与坡的距离D≤M时，
Figure PCTCN2020109662-appb-000007
的值为1，此时预测性动态逻辑门限值与前方路段的坡度相关联。因为坡度过大将超过车辆的极限性能，能量控制可能失去意义，因此设定与坡度关联的上限和下限，上限为5度坡(大于5度则默认为5度)，下限为-5度坡(小于-5度的坡默认为-5度)。从公式中 可以看出，当前方路段的坡度为0(即平路时)，
Figure PCTCN2020109662-appb-000008
即前方地平没有坡度，则使用的还是原来的默认固定逻辑门限值。
常数A决定了动态门限的波动范围，该常数本领域技术人员可根据实际需要进行设定，该实施例中优选设置为
Figure PCTCN2020109662-appb-000009
当前方路段的坡度为上限5度坡时，
Figure PCTCN2020109662-appb-000010
即前方有陡上坡，则预测性动态逻辑门限值是默认固定逻辑门限值的1.5倍。门限值提高，意味着更多的功率由电池输出，超级电容功率暂时进行保留，当车辆运行到前方上坡且坡度很大的地方时，车辆需要更高的功率输出，此时再由超级电容进行大功率输出。这样可以防止超级电容功率过早输出，当车辆运行到前方陡坡时，需要大功率放电时不得不用电池进行输出，这样的被动大功率放电会影响到电池使用寿命。因此本实施例中的计算公式可以根据前方上坡的情况，动态调高门限值，减少电池大功率放电的概率，保护电池。
当前方坡度为下限-5度坡时，
Figure PCTCN2020109662-appb-000011
即前方有陡下坡，则预测性动态逻辑门限值是默认固定逻辑门限值的一半。门限值减小，意味着更多的功率由超级电容输出，当车辆运行到前方下坡且坡度很大的地方时，此时因为是陡下坡制动回收的能量可能较多，超级电容因为在坡之前更多的输出电量，因此有更大空间回收制动能量，能取得更好的能量经济性。由于在下坡路段能量更多的由超级电容回收，这样也可防止对电池充电次数过多，影响电池寿命。因此本实施例中的计算公式可以根据前方下坡情况，动态调低门限值，减少提高能量回收效率，也可保护电池不要频繁冲放电。
这里举例说明的是在前方坡度取区间边界的值时的预测性动态逻辑门限值 及其能取得的优势效用，显而易见的，当前方坡度在(-5,5)之间时，预测性动态逻辑门限值也是相应前方地形进行合理变化的。
根据预测性动态门限值设定电动车电池与超级电容的能量输出与回收比例的具体过程为：
根据车辆行驶过程中当前的油门深度与车辆当前速度，获得当前时刻车辆运行所需要的功率Pn，同时获取当前时刻的电池电量BSOC和超级电容电量USOC，并进行以下判断：
当Pn<0且USOC>USOC H时，设定电池功率Pb＝Pn、超级电容功率Pc＝0。表示当前功率需求为负(回收能量)，且超级电容电量满的时候，则锂电池接收能量进行充电。
当Pn<0且USOC≤USOC H时，设定电池功率Pb＝0、超级电容功率Pc＝Pn。表示当前功率需求为负(回收能量)，且超级电容电量不满的时候，由超级电容接收能量进行充电。
当0≤P n≤P′ L、USOC>USOC L且BSOC>BSOC L时，设定电池功率Pb＝Pn、超级电容功率Pc＝0。表示当前功率需求在预测性动态逻辑门限以下且为正时，当电池与超级电容SOC电量都没有低到不可输出的保护值时，由电池供电驱动车辆行驶。
当P n＞P′ L、USOC>USOC L且BSOC>BSOC L时，设定电池功率P b＝P′ L、超级电容功率P c＝P n-P′ L。表示当前功率需求超过预测性动态逻辑门限时，当电池与超级电容SOC电量都没有到不可输出的保护值时，由电池供基本功率需求P′ L，其余功率P n-P′ L由超级电容提供，驱动车辆行驶。
当Pn>0、USOC≤USOC L且BSOC>BSOC L时，设定电池功率Pb＝Pn、超级 电容功率Pc＝0。表示当前功率需求为正时，且超级电容SOC电量低，不可输出时，由电池输出功率。
当Pn>0、USOC>USOC L且BSOC≤BSOC L时，设定电池功率Pb＝0、超级电容功率Pc＝Pn。表示当前功率需求为正时，且电池SOC电量低，不可输出时，由超级电容输出功率。
当Pn>0、USOC≤USOC L且BSOC≤BSOC L时，设定电池功率Pb＝0、超级电容功率Pc＝0。表示当电池与超级电容SOC电量都没电，小于SOC保护值时，不输出功率。
其中，USOC H和USOC L分别表示超级电容SOC电量的上限值和下限值。BSOC L表示锂电池SOC电量的下限值。锂电池由于自身有过充保护，因此此处不考虑锂电池SOC电量的上限值。
本发明实施例一基于电子地平线系统预测前方地形，根据电子地平线信息生成预测性的动态逻辑门限值，改变常规固定逻辑门限值不具有预测性最优化能量管理的缺陷，根据预测性动态逻辑门限值设定对应的能量管理策略进行预测性能量管理，对电动车能耗降低和防止电池损耗，提高车辆经济性等能起到积极作用。
实施例二：
本发明还提供一种电动车能量管理终端设备，包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现本发明实施例一的上述方法实施例中的步骤。
进一步地，作为一个可执行方案，所述电动车能量管理终端设备可以是车载电脑及云端服务器等计算设备。所述电动车能量管理终端设备可包括，但不 仅限于，处理器、存储器。本领域技术人员可以理解，上述电动车能量管理终端设备的组成结构仅仅是电动车能量管理终端设备的示例，并不构成对电动车能量管理终端设备的限定，可以包括比上述更多或更少的部件，或者组合某些部件，或者不同的部件，例如所述电动车能量管理终端设备还可以包括输入输出设备、网络接入设备、总线等，本发明实施例对此不做限定。
进一步地，作为一个可执行方案，所称处理器可以是中央处理单元(Central Processing Unit，CPU)，还可以是其他通用处理器、数字信号处理器(Digital Signal Processor，DSP)、专用集成电路(Application Specific Integrated Circuit，ASIC)、现场可编程门阵列(Field-Programmable Gate Array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等，所述处理器是所述电动车能量管理终端设备的控制中心，利用各种接口和线路连接整个电动车能量管理终端设备的各个部分。
所述存储器可用于存储所述计算机程序和/或模块，所述处理器通过运行或执行存储在所述存储器内的计算机程序和/或模块，以及调用存储在存储器内的数据，实现所述电动车能量管理终端设备的各种功能。所述存储器可主要包括存储程序区和存储数据区，其中，存储程序区可存储操作系统、至少一个功能所需的应用程序；存储数据区可存储根据手机的使用所创建的数据等。此外，存储器可以包括高速随机存取存储器，还可以包括非易失性存储器，例如硬盘、内存、插接式硬盘，智能存储卡(Smart Media Card,SMC)，安全数字(Secure Digital,SD)卡，闪存卡(Flash Card)、至少一个磁盘存储器件、闪存器件、或其他易失性固态存储器件。
本发明还提供一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行时实现本发明实施例上述方法的步骤。
所述电动车能量管理终端设备集成的模块/单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本发明实现上述实施例方法中的全部或部分流程，也可以通过计算机程序来指令相关的硬件来完成，所述的计算机程序可存储于一计算机可读存储介质中，该计算机程序在被处理器执行时，可实现上述各个方法实施例的步骤。其中，所述计算机程序包括计算机程序代码，所述计算机程序代码可以为源代码形式、对象代码形式、可执行文件或某些中间形式等。所述计算机可读介质可以包括：能够携带所述计算机程序代码的任何实体或装置、记录介质、U盘、移动硬盘、磁碟、光盘、计算机存储器、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)以及软件分发介质等。
尽管结合优选实施方案具体展示和介绍了本发明，但所属领域的技术人员应该明白，在不脱离所附权利要求书所限定的本发明的精神和范围内，在形式上和细节上可以对本发明做出各种变化，均为本发明的保护范围。

Claims (7)

  1. 一种电动车能量管理方法，其特征在于，包括：
    实时根据电子地平线数据计算预测性动态门限值，并根据预测性动态门限值设定电动车电池与超级电容的能量输出与回收比例。
  2. 根据权利要求1所述的电动车能量管理方法，其特征在于：预测性动态门限值根据前方道路的平均坡度、车辆当前位置与坡的距离和固定逻辑门限值来计算。
  3. 根据权利要求1所述的电动车能量管理方法，其特征在于：预测性动态门限值P′ L的计算公式为：
    Figure PCTCN2020109662-appb-100001
    其中，S表示车辆当前位置前方道路的平均坡度，D表示车辆当前位置与坡的距离，P L表示固定逻辑门限值，A和M为常数，A用于决定动态门限的波动范围，M表示车辆当前位置与坡的距离阈值，u为阶跃函数。
  4. 根据权利要求3所述的电动车能量管理方法，其特征在于：A为
    Figure PCTCN2020109662-appb-100002
  5. 根据权利要求1所述的电动车能量管理方法，其特征在于：根据预测性动态门限值设定电动车电池与超级电容的能量输出与回收比例的具体过程为：
    根据油门深度与车辆当前速度，获得当前时刻车辆运行所需要的功率Pn，同时获取当前时刻的电池电量BSOC和超级电容电量USOC，并进行以下判断：
    当Pn<0且USOC>USOC H时，设定电池功率Pb＝Pn、超级电容功率Pc＝0；
    当Pn<0且USOC≤USOC H时，设定电池功率Pb＝0、超级电容功率Pc＝Pn；
    当0≤P n≤P′ L、USOC>USOC L且BSOC>BSOC L时，设定电池功率Pb＝Pn、超级电容功率Pc＝0；
    当P n＞P′ L、USOC>USOC L且BSOC>BSOC L时，设定电池功率P b＝P′ L、超级电容功率P c＝P n-P′ L；
    当Pn>0、USOC≤USOC L且BSOC>BSOC L时，设定电池功率Pb＝Pn、超级电容功率Pc＝0；
    当Pn>0、USOC>USOC L且BSOC≤BSOC L时，设定电池功率Pb＝0、超级电容功率Pc＝Pn；
    当Pn>0、USOC≤USOC L且BSOC≤BSOC L时，设定电池功率Pb＝0、超级电容功率Pc＝0；
    其中，USOC H和USOC L分别表示超级电容SOC电量的上限值和下限值。BSOC L表示锂电池SOC电量的下限值。
  6. 一种电动车能量管理终端设备，其特征在于：包括处理器、存储器以及存储在所述存储器中并在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现如权利要求1～5中任一所述方法的步骤。
  7. 一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，其特征在于：所述计算机程序被处理器执行时实现如权利要求1～5中任一所述方法的步骤。
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