Two-wheeled vehicle energy recovery system based on multi-mode sensing and super capacitor partition management and control method

Abstract

The invention discloses a two-wheeled vehicle energy recovery system and method. The system comprises an environment sensing module (a GPS, an air pressure sensor, a gyroscope, a terrain processor and a Kalman filtering prediction gradient), a signal acquisition module (a brake force sensor, a wheel speed sensor, a load sensor, a temperature sensor and a double-SOC sensor), and a super capacitor module (an energy storage area is made of a high-energy density material; the energy discharge region is made of a high-power-density material; the execution output module comprises a hub motor, a rectifier, a double-LLC converter, a relay, a clutch, a PTC and a liquid cooling system. The method comprises the steps that 1, dynamic energy recovery is conducted, specifically, the total required braking force is calculated during braking, regeneration or friction braking is selected according to the SOC of an energy storage area, and the regenerative braking force is limited by motor characteristics and capacitor voltage; 2, intelligent energy transfer: an energy storage area SOCgt; and when the temperature is 80%, the transfer amount is calculated according to the state, and is transferred within the temperature control range of-20 DEG C to 65 DEG C through SOC correction in an energy discharge region. According to the invention, the recovery efficiency and the service life of the system are optimized through capacitor partitioning and multi-mode control.

Description

Technical Field

[0001] In the field of vehicle engineering, particularly in the energy recovery and management system of two-wheeled electric vehicles, this invention relates to the field of energy recovery technology in vehicle engineering, specifically to a two-wheeled vehicle energy recovery system and control method based on multimodal sensing and supercapacitor zone management, which is particularly suitable for the efficient recovery and intelligent management of braking energy of light electric vehicles such as electric bicycles and electric motorcycles under different slope conditions. Background Technology

[0002] Against the backdrop of global energy shortages and increasingly stringent environmental protection requirements, energy-saving technologies for electric two-wheelers are of paramount importance. Braking energy recovery systems, as a key technology for improving energy utilization efficiency, have become a hot research topic in the industry.

[0003] Existing energy recovery systems mostly use single batteries or supercapacitors as energy storage components, which has several inherent drawbacks. While batteries have high energy density, their power density is limited, making it difficult to quickly absorb the instantaneous high-power current generated during braking. This results in low recovery efficiency and a drastically shortened lifespan under frequent high-current charging and discharging. Although ordinary supercapacitor systems have high power density, their energy density is relatively insufficient, resulting in limited storage capacity. Furthermore, the traditional single-capacitor structure struggles to simultaneously meet the dual demands of high energy storage and high power output under complex operating conditions. In addition, the energy management strategies of existing systems largely rely on the current instantaneous state, lacking the ability to predict road conditions ahead and proactively optimize energy allocation. They also fail to fully consider the safe and efficient operating range of capacitors under different states of charge and temperature conditions, thus hindering further improvements in recovery efficiency and system reliability. Summary of the Invention

[0004] This invention relates to a two-wheeled vehicle energy recovery system and control method based on multimodal sensing and supercapacitor zone management, which is particularly applicable to light electric vehicles such as electric bicycles and electric motorcycles. It aims to achieve efficient energy recovery and dynamic management under braking conditions through multi-sensor information fusion and intelligent control.

[0005] The purpose of this invention is to overcome the shortcomings of existing technologies and provide a supercapacitor zone management system capable of achieving efficient, safe, and intelligent regenerative braking energy recovery. This system significantly improves energy recovery efficiency and system reliability through a unique capacitor zone design, multi-source sensor information fusion, and advanced control strategies.

[0006] The invention is summarized as follows: The system comprises an environmental perception module, a signal acquisition module, a central processing module, and an execution output module. The environmental perception module includes a GPS receiver, a barometric pressure sensor, a gyroscope, and a terrain analysis processor, used to acquire and predict current and future slope changes of the vehicle. The signal acquisition module includes a brake force sensor, a wheel speed sensor, a load sensor, a first SOC sensor and a second SOC sensor respectively monitoring the state of charge of the supercapacitor's energy storage and discharging areas, and a temperature sensor. The central processing module is the system's main controller, responsible for receiving and fusing all sensor data and issuing commands based on a built-in control algorithm. The execution output module includes a hub motor, a three-phase rectifier, a first LLC resonant converter, a second LLC resonant converter, a smart relay, a current regulator, a clutch (for engaging or disengaging the friction braking mechanism), the friction braking mechanism itself, and a PTC heating film and a microchannel liquid cooling system serving the supercapacitor bank.

[0007] The core innovation of the system lies in the functional zoning design of the supercapacitor bank. The energy storage zone uses high-energy-density graphene composite electrode material, focusing on storing large amounts of recovered braking energy; the energy dissipation zone uses high-power-density nano-lithium titanate electrode material, dedicated to providing instantaneous high-power output for vehicle start-up and acceleration. The two functional zones are physically isolated by a high-performance ceramic insulating partition. This design not only achieves electrical isolation, effectively preventing mutual interference, but also has excellent thermal isolation performance, allowing the two zones to perform independent thermal management.

[0008] The system's operation comprises two core processes: regenerative braking and inter-capacitor energy transfer. When the main controller detects a braking signal via the brake force sensor, it first calculates the desired deceleration based on the braking signal through a mapping relationship. The total mass provided by the load sensor In addition to the real-time slope angle θ calculated by the environmental perception module, the total required braking force is calculated. Subsequently, the controller reads the value of the first SOC sensor. If the energy storage area has reached 100% charge, it directly controls the clutch to engage and initiates the pure friction braking mode. If it is not full, it enters the energy recovery decision process.

[0009] In energy recovery decision-making, the controller needs to calculate the maximum regenerative braking force that the motor can currently provide. This calculation is a dynamic optimization process, constrained by two hard constraints: First, based on the motor speed (converted from the vehicle speed), its inherent "speed-torque" external characteristic MAP table is consulted to obtain the maximum regenerative torque that the motor body can provide at the current speed. Secondly, based on the real-time terminal voltage of the supercapacitor energy storage area... Based on the formula Calculate the maximum allowable charging current (where (where R is the system's maximum allowable voltage and R is the system's equivalent internal resistance rating), and then through the motor's torque constant. Convert it to torque limit The system ultimately takes This is used as available torque, and converted into the maximum regenerative braking force acting on the wheels via the transmission system's reduction ratio and efficiency. .like The system then enters the supercapacitor regenerative braking mode, the intelligent relay closes, the hub motor generates electricity, and the electrical energy is stored in the energy storage area after three-phase rectification and optimization by the first LLC resonant converter; if Then the clutch engages, initiating the pure friction braking mode.

[0010] During energy transfer, an energy transfer decision is triggered when the system detects that the SOC value of the energy storage zone exceeds a set threshold of 80% (this threshold is set based on the lifetime optimization strategy of shallow charging and discharging of supercapacitors). The decision logic first determines whether the system is in a braking energy recovery state. If so, the theoretical transfer amount is calculated proportionally based on the current recovery power and the degree of SOC exceeding the limit: Theoretical transfer amount = Newly recovered energy × min(1, (Storage zone SOC - 80%) / 20%); if not, the absolute capacity value of the current exceeding limit is calculated as the theoretical transfer amount: Theoretical transfer amount = (Storage zone SOC - 80%) × Total capacity. Subsequently, the system also needs to correct the calculated theoretical transfer amount based on the real-time SOC of the discharge zone to determine a final safe transfer amount: Safe transfer amount = min(Theoretical transfer amount, 100% - Current discharge zone SOC) × Total capacity. Before the transfer is executed, the system will detect the temperature of the supercapacitor: if the temperature sensor reading is below -20℃, the PTC heating film will be activated to preheat the capacitor; if the temperature is above 65℃, the microfluidic liquid cooling system will be activated for forced heat dissipation; when the temperature is within the safe operating range of -20℃ to 65℃, the current regulator will start working, precisely controlling the second LLC resonant converter to safely and efficiently transfer the energy in the energy storage area to the energy release area in a constant current or constant power manner, until the second SOC sensor detects that the energy in the energy release area has reached 100% charge.

[0011] This invention fully leverages the characteristics of different materials through zoned management, combined with forward-looking road condition prediction and refined real-time control, to achieve efficient recovery and rational allocation of braking energy, significantly improving the energy economy and system lifespan of two-wheeled vehicles. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of a multimodal sensor group and the installation positions of some sensors according to an embodiment of this application.

[0013] Figure 2 This is a schematic diagram of a supercapacitor partition management structure according to an embodiment of this application.

[0014] Figure 3 This is a schematic diagram illustrating the principle of energy recovery for a two-wheeled vehicle based on multimodal sensing and supercapacitor zoning management, as described in an embodiment of this application.

[0015] Figure 4 This is a schematic diagram illustrating the principle of energy transfer in a two-wheeled vehicle based on multimodal sensing and supercapacitor partition management, as described in an embodiment of this application. Detailed Implementation

[0016] A specific embodiment of the present invention can be fully described in the following detailed description.

[0017] In this embodiment, the system is installed on a two-wheeled vehicle. Its core lies in the connection and control logic between the main controller (preferably a high-performance 32-bit microcontroller with a built-in multi-channel ADC analog-to-digital converter and CAN bus communication interface) and various sensors and actuators.

[0018] In the environmental perception module, data from the GPS receiver, barometric pressure sensor, and gyroscope are transmitted via I2C or SPI bus to the terrain analysis processor (which can be an independent coprocessor integrated into the main controller or a separate ARM Cortex-M4 core). This processor runs a Kalman filter data fusion algorithm to calculate and predict the vehicle's current slope θ and its changing trend in real time. In the signal acquisition module, the brake force sensor (using a linear Hall sensor, mounted at the brake lever pivot) outputs an analog voltage signal, the wheel speed sensor (using a magnetoelectric or Hall sensor, mounted on the front or rear wheel hub) outputs a pulse frequency signal, and the load sensor (which can be mounted under the shock absorber or foot pedal, using a strain gauge pressure sensor) outputs an analog voltage signal. These signals are sampled by the signal conditioning circuit (including amplification and filtering) and then connected to the ADC pin of the main controller. The first and second SOC sensors are essentially voltage acquisition circuits combined with a coulomb counter chip. They accurately calculate the state of charge of the two regions by detecting the terminal voltages of the supercapacitor's energy storage and dissipation areas and performing current integration, and then report the data to the main controller via the I2C bus.

[0019] In the execution output module, the three-phase lines of the hub motor are connected to a three-phase rectifier via high-current conductors. The DC output terminal of the three-phase rectifier is connected to the input terminal of the first LLC resonant converter via a smart relay. The positive and negative terminals of the output terminal of the LLC resonant converter are directly connected to the electrodes of the supercapacitor's energy storage region. The energy storage region and the energy release region are connected via a current regulator and a second LLC resonant converter. The current regulator's operating mode and output current are controlled by the main controller via a PWM signal. The friction braking mechanism consists of a set of conventional disc brake calipers, brake pads, and a clutch driven by an electromagnet, which is used to engage or disengage the mechanical brake upon command. The PTC heating film (attached inside the capacitor housing) and the microchannel cooling system (whose microchannels are embedded inside the aluminum material of the capacitor housing, and the coolant is circulated through an aluminum heat sink driven by a small electric water pump) are both controlled by the main controller via a power MOSFET switching circuit.

[0020] After the system is powered on, the main controller continuously runs the following control loop: First, it reads and fuses all sensor data at a frequency of 100Hz, updating the vehicle state model in real time, including speed, mass, gradient and predicted gradient, SOC values ​​in both zones, capacitor temperature, etc. When the braking force sensor detects a signal value, it determines that braking has begun and immediately triggers the energy recovery subroutine.

[0021] In the energy recovery subroutine, the main controller first calculates the desired deceleration based on the latest data. Then calculate the total required braking torque. The system then checks the first SOC sensor. If the value is 100%, it immediately sends a command to the clutch drive circuit to engage, and the system enters pure friction braking mode. If the SOC in the energy storage zone is less than 100%, it initiates calculations. The calculation process includes: deriving the motor speed from the current vehicle speed and transmission ratio, querying the motor external characteristic MAP table pre-stored in the controller's FLASH, and obtaining... Simultaneous sampling of energy storage area voltage According to the formula (The system is set to a maximum safe voltage of) The maximum allowable current is calculated by multiplying the system's equivalent internal resistance (rated as R) by the motor's torque constant. get The smaller value, T, is taken after comparing the two values ​​and then converted into the maximum regenerative braking force acting on the wheels via the transmission system's reduction ratio and efficiency. .like The main controller then sends a energizing command to the intelligent relay and a command to the motor controller to put it into regenerative braking mode, with the target braking torque being... The corresponding motor shaft torque simultaneously sends a disengagement command to the clutch drive circuit. The three-phase AC power, after rectification and optimization by the first LLC resonant converter, charges the energy storage area. If... Then the clutch engages, initiating the pure friction braking mode.

[0022] The energy transfer management subroutine is executed periodically by the main controller. The program is activated when the SOC of the energy storage zone exceeds the 80% threshold. The controller first determines whether the system is currently in the aforementioned energy recovery state. If so, it calculates an incremental transfer ratio based on the recovered power, the current SOC of the energy storage zone, and temperature, according to a preset algorithm model, resulting in the theoretical transfer amount = newly recovered energy × min(1, (energy storage zone SOC - 80%) / 20%). If the system is not in the energy recovery state, the program calculates the excess capacity of the portion of the current SOC exceeding 80%, and comprehensively considers the acceptance capacity of the energy release zone and system safety constraints, calculating the theoretical transfer amount = (energy storage zone SOC - 80%) × total capacity, and further determines a final safe transfer amount (safe transfer amount = min(theoretical transfer amount, 100% - current energy release zone SOC) × total capacity). Before executing the transfer command, the controller must read the temperature sensor data. If the temperature is ≤-20℃, the PTC heating film is first activated to preheat the capacitor module until the temperature reaches the safe operating window. If the temperature is ≥65℃, the pump and fan of the microfluidic cooling system are activated for forced cooling. Only when the temperature is between -20℃ and 65℃ will the transfer command be finally executed: the current regulator starts working, cooperating with the second LLC resonant converter to efficiently and controllably transfer the specified amount of electricity (safe transfer amount) in the energy storage area to the energy release area in a constant current or constant power manner, until the transfer task is completed or the SOC of the energy release area reaches 100%. Through the above detailed and thorough implementation methods, this invention maximizes the energy recovery efficiency of the two-wheeled vehicle during downhill driving and braking, and ensures the safe and reliable operation of the system.

[0023] Through the detailed embodiments described above, those skilled in the art can clearly understand how the technical solution of the present invention can be implemented through hardware connection and software control, and can reproduce the beneficial effects described in the present invention.

Claims

1. A two-wheeled vehicle energy recovery system based on multimodal sensing and supercapacitor zone management, characterized in that... include: The environmental perception module integrates a GPS receiver, barometric pressure sensor, gyroscope, and terrain analysis processor. It uses a Kalman filter algorithm to fuse multi-source data and predict the slope changes of the road surface in real time. The signal acquisition module includes a brake force sensor, a wheel speed sensor, a load sensor, a temperature sensor, a first SOC sensor for monitoring the state of charge in the energy storage area, and a second SOC sensor for monitoring the state of charge in the energy release area. The supercapacitor module consists of a physically isolated energy storage area and an energy release area: the energy storage area uses high-energy-density graphene or activated carbon electrode materials, and the energy release area uses high-power-density lithium titanate electrode materials. The two areas are electrically and thermally isolated by a ceramic insulating partition. The output module includes a hub motor, a three-phase rectifier, a first LLC resonant converter connecting the energy storage area, a second LLC resonant converter and current regulator connecting the two capacitor areas, an intelligent relay (used to control the on / off state of the hub motor's generator circuit), a clutch (used to engage or disengage the friction braking mechanism), the friction braking mechanism, a PTC heating film and microchannel liquid cooling system, and a main controller, wherein the main controller is configured as follows: S1. Calculate the total required braking force based on real-time slope, total mass, and desired deceleration. S2. When the SOC of the energy storage area is less than 100%, the supercapacitor regenerative braking mode or the pure friction braking mode is dynamically selected based on the SOC status of the energy storage area, the maximum regenerative capacity of the motor, and the real-time slope. When the SOC is 100%, the pure friction braking mode is activated. S3. When the SOC of the energy storage area is greater than 80%, energy transfer control is triggered according to the safe temperature range.

2. The system as described in claim 1, characterized in that: The slope angle θ output in real time by the terrain analysis processor satisfies the following relationship: θ = KalmanFilter(HGPS, P barometric pressure, ω gyroscope); Among them, HGPS is GPS elevation data, P is air pressure value, ω is gyroscope angular velocity data, and the filtering algorithm is used to eliminate instantaneous noise interference (see instruction manual).

3. The system as described in claim 1, characterized in that: The load sensor is a strain gauge pressure sensor located at the shock absorber. Its output signal is amplified and filtered before being connected to the ADC interface of the main controller.

4. The system as described in claim 1, characterized in that: When calculating the maximum regenerative braking force of the motor, the controller performs the following steps: inversely deduce the motor speed based on the wheel speed, and then query the pre-stored MAP table. The pre-stored MAP table is obtained based on motor calibration experiments; based on the real-time voltage of the energy storage area. ,according to Calculate the current limit and convert it to... Where R is the system's equivalent internal resistance calibration value (see instruction manual); take And convert it into wheel braking force.

5. The system as described in claim 1, characterized in that: The calculation logic for energy transfer is as follows: If the current state is in braking recovery: theoretical transfer amount = newly recovered energy × min(1, (storage zone SOC - 80%) / 20%); if the current state is in non-recovery: theoretical transfer amount = (storage zone SOC - 80%) × total capacity; the final transfer amount is corrected by the remaining capacity of the energy release zone: safe transfer amount = min(theoretical transfer amount, 100% - current energy release zone SOC) × total capacity.

6. The system as described in claim 1, characterized in that: The energy transfer control includes activating the PTC heating film when the temperature is ≤-20℃ and activating the microchannel liquid cooling system when the temperature is ≥65℃, and the energy transfer is only performed within the range of -20℃ to 65℃.

7. The system as described in claim 1, characterized in that: The first LLC resonant converter converts the DC power obtained by the three-phase rectifier into DC power suitable for the energy storage area, and the second LLC resonant converter realizes isolated energy transfer between the two capacitor sections under the control of the current regulator.

8. The system as described in claim 5, characterized in that: The 'newly recovered energy' in the energy transfer calculation is determined in real time by wheel speed sensors and braking force sensors.

9. The system as described in claim 6, characterized in that: The ceramic insulating partition of the supercapacitor module achieves electrical and thermal isolation, allowing the energy storage area and the energy release area to be thermally managed independently.

10. An energy recovery control method based on any one of the systems in weights 1-7, characterized in that... Including the following steps: Y1. Predict real-time road slope through multimodal sensor fusion; Y2. Calculate the desired deceleration based on the brake force sensor signal, and determine the total required braking force by combining the load sensor data and real-time slope (from the environmental perception module). Y3. If the SOC of the energy storage area is less than 100%, the maximum regenerative braking force of the motor is dynamically calculated based on the method described in claim 4, and the braking mode is selected. Y4. When the SOC of the energy storage area is greater than 80%, energy transfer across the capacitor area is performed within the safe temperature range. Y5. When the temperature exceeds the range of -20℃ to 65℃, the temperature is adjusted by a PTC heating film or a microfluidic liquid cooling system before energy transfer is performed.

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