Priority charging and discharging management system for wind and light energy storage of electric vehicle in extended range mode

Abstract

The invention discloses a priority charging and discharging management system for wind and light energy storage of an electric vehicle in an extended range mode, which comprises a wind power and photovoltaic power generation module, a power battery pack, a range extender comprising an internal combustion engine and a generator, a multi-port magnetic integrated energy router, a driving motor load and a whole vehicle controller, the whole vehicle controller decomposes total transient input power into a low-frequency steady-state power component and a high-frequency fluctuation transient power component through a digital low-pass filter, and the low-frequency steady-state power component is distributed to the power battery pack to execute stable charging and discharging actions. The vehicle control unit constructs a phase shift power transmission nonlinear physical equation set and solves an absolute phase shift angle matrix of each port, decoupling routing of energy on a frequency domain and a physical path is achieved by controlling internal magnetic flux distribution of a magnetic core of the high-frequency transformer, polarization loss of the power battery pack is restrained, and bus voltage stability is maintained.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle energy management technology, specifically to a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode. Background Technology

[0002] Range-extended electric vehicles (REEVs) effectively extend the driving range of the vehicle and reduce reliance on charging stations by incorporating a range extender system consisting of an internal combustion engine and a generator into the vehicle body. With the application of onboard new energy harvesting technology, integrating wind power generation modules and photovoltaic power generation modules on the top or side of the vehicle to capture environmental energy has become an important technical means to improve the energy utilization efficiency of electric vehicles and achieve green travel.

[0003] Existing range-extended power systems that integrate wind and solar power typically use multiple DC-DC converters to connect wind power, solar power, power battery packs, and drive motors to the same DC bus. During actual operation, the vehicle controller adjusts the output power of the range extender to maintain stable bus voltage based on real-time load demand and battery state of charge. Since wind and solar power generation modules are greatly affected by environmental climate, their output power is usually directly fed back to the bus, with the power battery pack undertaking the main energy buffering task.

[0004] However, the power generated by wind and solar power has extremely high uncertainty and high frequency fluctuation characteristics. The transient power pulse frequency generated by them is often much higher than the electrochemical response frequency of the power battery pack. Existing energy management strategies have failed to establish a physical current diversion mechanism for power demand at different frequencies, which forces the power battery pack to frequently respond to high-frequency alternating charging and discharging currents. This continuous dynamic impact will cause severe electrochemical polarization inside the power battery, which not only increases the ohmic heat loss of the battery pack, but also easily induces the risk of lithium plating on the negative electrode, thereby accelerating the performance degradation of the power battery pack and shortening the service life of the energy storage system. Summary of the Invention

[0005] The first aspect of this invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extended mode. The priority charging and discharging management system includes a wind power generation module, a photovoltaic power generation module, a power battery pack, a range extender, a multi-port magnetic integrated energy router, a drive motor load, and a vehicle controller. The multi-port magnetic integrated energy router is internally equipped with a high-frequency transformer core and five full-bridge converters corresponding to wind power port, photovoltaic port, battery port, power generation port, and load port. The high-frequency transformer core serves as a magnetic coupling center, and power routing is achieved through the magnetic flux distribution of the AC side windings of the full-bridge converters at each port. The vehicle controller connects each sensor to the converter and is responsible for executing energy distribution logic based on frequency domain decomposition.

[0006] The innovative principle of the priority charging and discharging management system lies in achieving deep decoupling of energy flow in the frequency domain and physical path. The vehicle controller uses a digital low-pass filter to decompose the volatile total transient input power into a low-frequency steady-state component and a high-frequency fluctuating transient power component. The low-frequency steady-state component is absorbed or compensated by the power battery pack, ensuring that the power battery pack only responds to slowly changing power demands, thereby avoiding polarization losses caused by high-frequency current to the cells. The high-frequency fluctuating transient power component is redirected to the electromechanical inertia layer of the range extender, and instantaneously canceled by the rotational kinetic energy of the mechanical rotor or the work done by the specific stroke of the internal combustion engine.

[0007] The second aspect of the present invention provides a control method for a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extended mode. The control method constructs multi-time-scale scheduling instructions by collecting ambient energy power, load demand, battery status and range extender mechanical parameters. The core steps of the control method include power frequency domain decomposition, battery charging and discharging target extraction and high-frequency power cancellation based on stroke matching.

[0008] In the power frequency domain decomposition step, the vehicle controller sets the cutoff frequency and transforms the transfer function in the continuous time domain into a digital filtering process in the discrete time domain according to the first-order backward difference method. The specific logic of the digital filtering process is as follows: the low-frequency steady-state component at the current moment is equal to the product of the digital filter coefficient and the current total power, plus the product of the complement of the digital filter coefficient and the low-frequency steady-state component at the previous moment. The high-frequency transient power component is obtained by subtracting the low-frequency steady-state component from the total transient input power.

[0009] In the high-frequency power cancellation step, the vehicle controller establishes a mapping relationship between the crankshaft phase angle of the internal combustion engine and the power or compression stroke window. The vehicle controller calculates the dynamic advance angle to compensate for the delay of the electromagnetic actuator. The dynamic advance angle is determined by the product of the generator mechanical angular velocity and the system preset time constant. The corrected judgment phase angle is obtained by performing a modulo operation on the sum of the real-time crankshaft phase angle and the dynamic advance angle.

[0010] The control method performs differentiated compensation for different mechanical strokes. When the internal combustion engine is in the compression stroke and the wind and solar power output is at a peak, the vehicle controller controls the generator to operate in motor mode, converting electrical energy into driving torque to offset compression resistance and achieve mechanized energy storage. When the internal combustion engine is in the power stroke and there is a power shortage, the vehicle controller increases the electromagnetic power output of the generator, using the instantaneous burst pressure of the power stroke to fill the power shortage. For non-specific stroke ranges, the control method performs virtual flywheel control, adjusting the electromagnetic torque of the generator to accelerate or decelerate the rotor speed within a preset range, using rotational inertia to absorb power fluctuations.

[0011] Finally, the vehicle controller constructs a set of active power transmission balance equations for each port full-bridge converter. These equations describe the nonlinear functional relationship between the power of each port and the corresponding phase shift angle, voltage, turns ratio, and equivalent leakage inductance. The vehicle controller uses a numerical iterative algorithm combined with the objective function of minimizing system losses to calculate the absolute phase shift angle matrix of each converter in real time, and drives the multi-port magnetic integrated energy router to perform the final physical power allocation.

[0012] The present invention, by adopting the above technical solution, can bring the following beneficial effects:

[0013] 1. This invention decomposes the fluctuating total transient input power of wind and solar power into low-frequency steady-state components and high-frequency fluctuating components through a digital low-pass filter built into the vehicle controller. It controls the power battery pack to perform stable charging and discharging only for the low-frequency components with a time scale greater than the electrochemical reaction constant. At the physical layer, the magnetic flux distribution mechanism of the multi-port magnetic integrated energy router is used to redirect the high-frequency power pulses to the electromechanical inertia layer of the range extender for absorption. This achieves deep decoupling between the power battery pack and high-frequency electrical disturbances and effectively suppresses the polarization loss and lithium plating risk inside the power battery pack.

[0014] 2. This invention acquires real-time phase data of the internal combustion engine through a crankshaft phase angle sensor and constructs power cancellation logic based on a specific stroke. During the compression stroke, the auxiliary drive torque generated by the generator is used to offset the mechanical compression resistance to consume the transient electrical energy peaks generated by wind and solar power. During the power stroke, the generator extracts the explosive kinetic energy output by the internal combustion engine to fill the power gap caused by energy fluctuations. This achieves precise alignment of high-frequency disturbances in the electrical domain and periodic work in the mechanical domain on the physical time axis, as well as efficient energy utilization and real-time power balance of the whole vehicle system under complex dynamic conditions.

[0015] 3. This invention integrates five electrical branches—wind power, photovoltaic, battery, power generation, and load—through a high-frequency transformer core in a multi-port magnetically integrated energy router. It uses the vehicle controller to solve a set of nonlinear physical equations for phase-shifted power transmission, including coupling leakage inductance and voltage at each port, to generate a global control matrix. Combined with a numerical iterative algorithm, it dynamically adjusts the AC voltage phase of the converter within a microsecond cycle, achieving delay-free energy routing within the core and high stability of the DC bus voltage of the multi-port system under random input of new energy sources and load jump conditions. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall topology of the system of the present invention;

[0017] Figure 2 The equivalent circuit and magnetic circuit logic diagram of the multi-port magnetic integrated energy router of the present invention are shown below.

[0018] Figure 3 This is a block diagram of the transient power frequency domain decomposition and multi-time scale scheduling logic of the present invention;

[0019] Figure 4 This is a schematic diagram of the crankshaft phase angle and stroke window mapping and power cancellation timing of the internal combustion engine of the present invention. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] See attached document Figure 1 The present invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode, which may include: wind power generation module 10, photovoltaic power generation module 20, power battery pack 30, range extender 40, multi-port magnetic integrated energy router 50, drive motor load 60 and vehicle controller 70.

[0022] The multi-port magnetic integrated energy router 50 is internally equipped with a high-frequency transformer core 51 and multiple independent full-bridge converters. The multiple independent full-bridge converters include a wind power port full-bridge converter 52, a photovoltaic port full-bridge converter 53, a battery port full-bridge converter 54, a generator port full-bridge converter 55, and a load port full-bridge converter 56. Multiple AC side windings are wound on the high-frequency transformer core 51. The AC side of each full-bridge converter is connected to the corresponding AC side winding on the high-frequency transformer core 51. The DC side of each full-bridge converter serves as the external interface of the multi-port magnetic integrated energy router 50.

[0023] The output terminal of the wind power generation module 10 is connected to the DC side of the wind power port full bridge converter 52, the output terminal of the photovoltaic power generation module 20 is connected to the DC side of the photovoltaic port full bridge converter 53, the bus terminal of the power battery pack 30 is connected to the DC side of the battery port full bridge converter 54, and the input terminal of the drive motor load 60 is connected to the DC side of the load port full bridge converter 56.

[0024] The range extender 40 includes an internal combustion engine 41 and a generator 42. The output crankshaft of the internal combustion engine 41 is mechanically connected to the rotor of the generator 42. The stator winding of the generator 42 is connected to a bidirectional AC / DC converter 45. The DC end of the bidirectional AC / DC converter 45 is connected to the DC side of the generator port full-bridge converter 55. Through the cooperation of the bidirectional AC / DC converter 45 and the generator port full-bridge converter 55, the generator 42 can switch between generator mode and motor mode.

[0025] The range extender 40 is equipped with a crankshaft phase angle sensor 43 and a rotor position sensor 44. The crankshaft phase angle sensor 43 is installed at the crankshaft end of the internal combustion engine 41 to collect real-time crankshaft phase angle data of the internal combustion engine 41. The rotor position sensor 44 is installed on the generator 42 to collect mechanical angular velocity data of the generator 42 rotor.

[0026] The vehicle controller 70 establishes electrical communication connections with the wind power port full-bridge converter 52, the photovoltaic port full-bridge converter 53, the battery port full-bridge converter 54, the power generation port full-bridge converter 55, and the load port full-bridge converter 56, respectively. The vehicle controller 70 includes a data acquisition interface, a processor, and a control signal output interface. The vehicle controller 70 receives the transient output power signals from the wind power generation module 10 and the photovoltaic power generation module 20. The vehicle controller 70 also receives the state of charge signal from the power battery pack 30 and the power demand signal from the drive motor load 60.

[0027] The vehicle controller 70 establishes an electrical communication connection with the crankshaft phase angle sensor 43 and the rotor position sensor 44, receives real-time crankshaft phase angle data and mechanical angular velocity data, and calculates and outputs phase shift angle control commands. The vehicle controller 70 sends corresponding phase shift angle control commands to each full-bridge converter, and each full-bridge converter adjusts the phase of the high-frequency AC square wave voltage at the corresponding port according to the received phase shift angle control commands.

[0028] The multi-port magnetic integrated energy router 50 controls the magnetic flux flow and power transmission distribution inside the high-frequency transformer core 51 by relying on the phase difference between each port. Any port in the multi-port magnetic integrated energy router 50... With port Active power transfer between Satisfy the following formula:

[0029] ,

[0030] in, For port DC side voltage, For port DC side voltage, For the corresponding port on the high-frequency transformer core 51 The number of turns in the AC side winding, For the corresponding port on the high-frequency transformer core 51 The number of turns in the AC side winding, The switching frequency of the full-bridge converter. For port With port The equivalent leakage between them For port Corresponding full-bridge converter and ports The phase shift angle between the high-frequency AC square wave voltages output by the corresponding full-bridge converter.

[0031] See attached document Figure 2 This invention provides a control method for a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extended mode, which may include:

[0032] The vehicle controller 70 synchronously acquires the output power of the wind power generation module 10. Output power of photovoltaic power generation module 20 and the power required by the drive motor load 60 The vehicle controller 70 acquires the state of charge of the power battery pack 30 and the voltage parameters of the DC side of each full-bridge converter. The vehicle controller 70 also receives crankshaft phase angle data of the internal combustion engine 41 collected by the crankshaft phase angle sensor 43. The vehicle controller 70 receives the mechanical angular velocity data of the generator 42 rotor collected by the rotor position sensor 44;

[0033] The vehicle controller 70 calculates the output power of the wind power generation module 10. With the output power of photovoltaic power generation module 20 The sum of these values ​​yields the total transient input power. The calculation formula is: ;

[0034] The total transient input power of the vehicle controller is 70 pairs. Frequency domain decomposition processing is performed, and the vehicle controller 70 uses a low-pass filtering algorithm to extract the total transient input power. Low-frequency steady-state power component separated from and high-frequency transient power components The calculation formula is:

[0035] , ,

[0036] in, The preset cutoff frequency, For the Laplace operator;

[0037] The vehicle controller 70 calculates the power demand of the drive motor load 60. With low-frequency steady-state power components The difference between them yields the vehicle's low-frequency net power requirement. The calculation formula is:

[0038] ;

[0039] The vehicle controller 70 determines the basic steady-state power generation of the generator 42 based on the preset operating parameter table of the internal combustion engine 41. The vehicle controller calculates the vehicle's low-frequency net power requirements. With basic steady-state power generation The difference is used to generate the low-frequency charging and discharging target power command for the power battery pack 30. The calculation formula is:

[0040] ;

[0041] The vehicle controller 70 will control the high-frequency transient power components. crankshaft phase angle data of internal combustion engine 41 The vehicle controller 70 performs time axis matching based on crankshaft phase angle data. The current stroke state of the internal combustion engine 41 is determined, and the preset determination conditions include the compression stroke phase angle range. Phase angle range of the power stroke ;

[0042] When high-frequency transient power components Greater than zero and crankshaft phase angle data Within the compression stroke phase angle range During this time, the vehicle controller 70 generates a first transient compensation power command, which controls the generator 42 to operate in motor mode, converting the high-frequency fluctuating transient power component into electromagnetic torque to counteract the mechanical compression resistance of the internal combustion engine 41.

[0043] When high-frequency transient power components Less than zero and crankshaft phase angle data Within the phase angle range of the power stroke During this time, the vehicle controller 70 generates a second transient compensation power command, which controls the generator 42 to extract the mechanical kinetic energy generated by the power stroke of the internal combustion engine 41 and convert it into electrical energy to compensate for the system power gap.

[0044] When crankshaft phase angle data Not in the compression stroke phase angle range Inside, and crankshaft phase angle data Not in the power stroke phase angle range During this time, the vehicle controller 70 converts the high-frequency transient power components into electromagnetic torque adjustment commands for the generator 42. The vehicle controller 70 controls the electromagnetic torque of the generator 42 and uses the rotor mechanical inertia of the generator 42 to absorb or compensate for the high-frequency transient power components.

[0045] The vehicle controller 70 summarizes the low-frequency charging and discharging target power command, the basic steady-state power generation power and the transient compensation power command, calculates the target transmission power of each full-bridge converter port, substitutes the phase-shifting power transmission physical equation into the vehicle controller 70 to solve it, and generates a global phase-shifting angle control matrix.

[0046] The vehicle controller 70 sends corresponding phase-shifting angle control commands to the wind power port full-bridge converter 52, the photovoltaic port full-bridge converter 53, the battery port full-bridge converter 54, the generator port full-bridge converter 55, and the load port full-bridge converter 56. Each full-bridge converter adjusts the phase of the high-frequency AC square wave voltage according to the phase-shifting angle control command. The multi-port magnetic integrated energy router 50 performs magnetic flux redirection and energy transmission according to the phase difference between each port.

[0047] See attached document Figure 3 This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extended mode. The structure and process for acquiring and processing electrical domain parameters may include: the system is configured with multiple independent voltage and current sensors; the DC side of the wind power port full-bridge converter 52 is provided with a wind power voltage sensor 11 and a wind power current sensor 12; the DC side of the photovoltaic port full-bridge converter 53 is provided with a photovoltaic voltage sensor 21 and a photovoltaic current sensor 22; the DC side of the battery port full-bridge converter 54 is provided with a battery voltage sensor 31 and a battery current sensor 32; and the DC side of the load port full-bridge converter 56 is provided with a load voltage sensor 61 and a load current sensor 62.

[0048] The vehicle controller 70 includes a multi-channel synchronous analog-to-digital converter interface. The vehicle controller 70 establishes electrical connections with the wind power voltage sensor 11, wind power current sensor 12, photovoltaic voltage sensor 21, photovoltaic current sensor 22, battery voltage sensor 31, battery current sensor 32, load voltage sensor 61, and load current sensor 62, respectively. The vehicle controller 70 is configured with a uniform sampling frequency. To ensure complete capture of the high-frequency transient power components of the system input power, the vehicle controller 70 sets the sampling frequency. Greater than the preset cutoff frequency of the system low-pass filter algorithm Twice the corresponding physical frequency;

[0049] The vehicle controller 70 operates according to the set sampling frequency. Synchronization trigger commands are sent to wind power voltage sensor 11, wind power current sensor 12, photovoltaic voltage sensor 21, photovoltaic current sensor 22, battery voltage sensor 31, battery current sensor 32, load voltage sensor 61, and load current sensor 62. After receiving the synchronization trigger commands, wind power voltage sensor 11, wind power current sensor 12, photovoltaic voltage sensor 21, photovoltaic current sensor 22, battery voltage sensor 31, battery current sensor 32, load voltage sensor 61, and load current sensor 62 perform hardware sampling actions.

[0050] The vehicle controller 70 receives discrete digital signals from various sensors via an analog-to-digital converter interface, obtaining transient voltage and current data for each port. Based on the acquired transient voltage and current data, the vehicle controller 70 calculates the transient power for each port. The vehicle controller 70 also processes the transient voltage data collected by the wind power voltage sensor 11. Transient current data collected by wind power current sensor 12 Multiply by the product to calculate the output power of the wind power generation module 10. The calculation formula is:

[0051] ;

[0052] The vehicle controller 70 collects transient voltage data from the photovoltaic voltage sensor 21. Transient current data collected by photovoltaic current sensor 22 Multiply by the product to calculate the output power of photovoltaic module 20. The calculation formula is:

[0053] ,

[0054] The vehicle controller 70 collects transient voltage data from the load voltage sensor 61. Transient current data collected by load current sensor 62 Multiply by the product to calculate the power required by the drive motor under load 60. The calculation formula is:

[0055] ;

[0056] The power battery pack 30 integrates a battery management system 33, which collects the state parameters of individual cells within the power battery pack 30 and calculates the overall state of charge. The vehicle controller 70 establishes a communication connection with the battery management system 33 through the controller local area network bus, and the vehicle controller 70 operates at a uniform sampling frequency. The state of charge of the power battery pack 30 is read from the battery management system 33. data;

[0057] The vehicle controller 70 will calculate the output power of the wind power generation module 10. Output power of photovoltaic power generation module 20 The required power of the drive motor load is 60. and the state of charge of the power battery pack 30 Data is stored in an internal register. The vehicle controller 70 assigns timestamp flags to each data item stored in the internal register, so that the electrical data of different physical ports are aligned in the time dimension.

[0058] See attached document Figure 4 This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extended mode, wherein the high-frequency synchronous acquisition process of mechanical domain parameters may include:

[0059] The internal combustion engine 41 of the range extender 40 is equipped with a crankshaft phase angle sensor 43, and the generator 42 of the range extender 40 is equipped with a rotor position sensor 44. The crankshaft phase angle sensor 43 establishes a hardware signal connection with the digital input channel of the vehicle controller 70, and the rotor position sensor 44 establishes a hardware signal connection with the digital input channel of the vehicle controller 70.

[0060] Before the internal combustion engine 41 is ignited and started, the vehicle controller 70 executes the zero-point calibration program for the crankshaft phase angle. The vehicle controller 70 sets the top dead center position of the first cylinder of the internal combustion engine 41 as the mechanical reference zero point of the crankshaft phase angle sensor 43. The vehicle controller 70 calculates the absolute crankshaft phase angle during the operation of the internal combustion engine 41 based on the set mechanical reference zero point.

[0061] The vehicle controller 70 defines a single complete working cycle of the internal combustion engine 41 as The vehicle controller 70 limits the real-time crankshaft phase angle value to radians. to Within the arc range, when the accumulated crankshaft rotation angle of the internal combustion engine 41 reaches When the radius is radian, the vehicle controller 70 will reset the absolute crankshaft phase angle value to zero and restart the accumulation calculation;

[0062] The vehicle controller 70 operates according to the sampling frequency set by the system. The system sends a mechanical sampling trigger command to the signal acquisition unit inside the vehicle controller 70. The vehicle controller 70 outputs the mechanical sampling trigger command and the synchronous trigger command of the electrical domain parameters within the same clock cycle through the unified internal clock source.

[0063] After receiving the mechanical sampling trigger command, the signal acquisition unit inside the vehicle controller 70 synchronously latches the crankshaft position electrical signal currently output by the crankshaft phase angle sensor 43 and the generator rotor position electrical signal currently output by the rotor position sensor 44.

[0064] The vehicle controller 70 analyzes the synchronously latched crankshaft position electrical signal to obtain discrete real-time crankshaft phase angle data. Real-time crankshaft phase angle data Conditions met: ;

[0065] The vehicle controller 70 analyzes the synchronously latched generator rotor position electrical signal to obtain real-time generator rotor position data. ;

[0066] The vehicle controller 70 uses generator rotor position data from two adjacent sampling periods. Calculate the mechanical angular velocity data of generator 42 The vehicle controller 70 uses the discrete difference formula to calculate the mechanical angular velocity data. The calculation formula is:

[0067] ;

[0068] In the discrete difference formula, The current sampling time Mechanical angular velocity data, The current sampling time Generator rotor position data, The previous sampling time Generator rotor position data, Sampling frequency The corresponding sampling period time is determined by the vehicle controller 70 using the formula. Calculate the sampling period time;

[0069] The vehicle controller 70 will acquire real-time crankshaft phase angle data and the calculated mechanical angular velocity data The vehicle controller stores 70 pairs of real-time crankshaft phase angle data in its internal registers. and mechanical angular velocity data The same timestamp flag is assigned to the electrical domain parameters. The vehicle controller 70 retrieves the mechanical domain data and electrical domain data based on the same timestamp flag to perform subsequent stroke matching calculations.

[0070] This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode, wherein the low-pass filtering and decomposition algorithm process for transient power may include:

[0071] The vehicle controller 70 retrieves the output power of the wind power generation module 10 stored in its internal register. With the output power of photovoltaic power generation module 20 The vehicle controller 70 will control the output power of the wind power generation module 10. With the output power of photovoltaic power generation module 20 Add them together to calculate the total transient input power. The calculation formula is:

[0072] ;

[0073] The vehicle controller 70 has a preset low-pass filter cutoff frequency. The preset low-pass filter cutoff frequency Conditions met: ,and In the conditional expression, The mechanical dynamic response time constant of the range extender 40. To prevent micro-cycle aging of the power battery pack 30, the vehicle controller 70 utilizes a low-pass filter cutoff frequency. Total transient input power It is divided into a low-frequency steady-state power band and a high-frequency fluctuating transient power band;

[0074] The total transient input power of the vehicle controller is 70 pairs. When performing a low-pass filtering algorithm, the transfer function expression of the low-pass filtering algorithm in the continuous time domain is:

[0075] ,

[0076] In the transfer function expression For the Laplace operator, This is the complex frequency domain expression for the total transient input power. The extracted low-frequency steady-state power component;

[0077] The vehicle controller 70 uses the first-order backward difference method to discretize the continuous-time domain transfer function into a digital filtering difference equation. The digital filtering difference equation executed by the vehicle controller 70 in the discrete-time domain is as follows:

[0078] ,

[0079] In the digital filter difference equation The current sampling time The calculated low-frequency steady-state power component, The current sampling time Total transient input power, The previous sampling time The low-frequency steady-state power component, The digital filter coefficients are determined by the vehicle controller 70 using the following formula:

[0080] Determine the digital filter coefficients, where The system's sampling period time;

[0081] The vehicle controller 70 calculates the current sampling time. Low-frequency steady-state power components Then, the current sampling time will be... Total transient input power With the current sampling time Low-frequency steady-state power components Subtract to separate the current sampling time. High-frequency transient power components High-frequency transient power components The calculation formula is:

[0082] ;

[0083] The vehicle controller 70 will discretely calculate the low-frequency steady-state power components. and high-frequency transient power components The data is stored in an internal register, and the vehicle controller 70 assigns a corresponding sampling time to the stored data. The vehicle controller 70 outputs low-frequency steady-state power components based on the timestamp flag. Execute low-frequency priority management instructions and output high-frequency fluctuation transient power components. Execute the transient power redirection command.

[0084] This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extended mode. The execution process of the multi-timescale physical priority control strategy may include: the vehicle controller 70 pre-stores the chemical charging and discharging response time constant of the power battery pack 30. and the mechanical torque response time constant of the range extender 40 The vehicle controller 70 operates according to the preset low-pass filter cutoff frequency. Define multi-timescale physical priority control boundaries, and set the low-pass filter cutoff frequency for the vehicle controller 70. The corresponding angular frequency period time is between the mechanical torque response time constant and the period time. With chemical charge and discharge response time constant between;

[0085] The vehicle controller 70 performs priority allocation control of low-frequency steady-state power, and the vehicle controller 70 separates the low-frequency steady-state power components. As a reference for calculating the charging and discharging commands of the power battery pack 30, the vehicle controller 70 uses low-frequency steady-state power components. The required power of the drive motor load is 60. and the basic steady-state power generation of generator 42 Calculate the target power of low-frequency charging and discharging of the power battery pack 30. The calculation formula executed by the vehicle controller 70 is as follows: ;

[0086] The vehicle controller 70 will set the target power for low-frequency charging and discharging. In the control algorithm output to the full-bridge converter 54 at the battery port, the vehicle controller 70 achieves the target power for low-frequency charging and discharging. Isolate high-frequency transient power components in the computation link. The 30-cell power battery pack is only designed for timescales longer than the chemical charge-discharge response time constant. Low-frequency steady-state power components Perform charging and discharging actions to avoid high-frequency power fluctuations in the power battery pack;

[0087] The vehicle controller 70 performs priority allocation control for high-frequency transient power fluctuations, and sets the generator 42 of the range extender 40 as the component of high-frequency transient power fluctuations. The vehicle controller 70, the sole instruction receiver, will receive high-frequency transient power components. Transformed into transient compensation power command for generator 42 The conversion calculation formula is as follows:

[0088] ,

[0089] The vehicle controller 70 will send transient compensation power commands. The control algorithm output to the full-bridge converter 55 at the generator port;

[0090] The generator 42 of the range extender 40 receives transient power components caused by high-frequency fluctuations. The generated electromagnetic torque command is converted and applied to time scales smaller than the mechanical torque response time constant. High-frequency transient power components To perform transient adjustment of electromagnetic torque, the vehicle controller 70 utilizes the overall mechanical inertia of the generator rotor 42 and the internal combustion engine crankshaft 41 to adjust the high-frequency fluctuating transient power components. To absorb or compensate for mechanical kinetic energy;

[0091] Within the same system sampling period, the vehicle controller 70 synchronously issues low-frequency control commands to the full-bridge converter 54 at the battery port and high-frequency control commands to the full-bridge converter 55 at the generator port. The multi-port magnetic integrated energy router 50 receives the control commands and controls the magnetic flux distribution inside the high-frequency transformer core 51. The multi-port magnetic integrated energy router 50 synchronously performs low-frequency stable charging and discharging of the power battery pack 30 and high-frequency transient energy conversion of the generator 42 in terms of physical topology, maintaining the overall power balance of the vehicle system.

[0092] This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extended mode. The net power calculation and range extender steady-state operating point optimization process may include: the vehicle controller 70 retrieving the power demand of the drive motor load 60 stored in its internal register. and the calculated low-frequency steady-state power components The vehicle controller 70 will drive the motor load 60 to meet its power requirements. With low-frequency steady-state power components Subtracting these values, the net low-frequency power requirement of the entire vehicle can be calculated. The calculation formula executed by the vehicle controller 70 is as follows: ;

[0093] The vehicle controller 70 stores a universal characteristic data matrix of braking fuel consumption rate of internal combustion engine 41. The universal characteristic data matrix of braking fuel consumption rate records the fuel consumption rate of internal combustion engine 41 under different speed parameters and torque parameters. The vehicle controller 70 has a preset optimal economic operation curve of internal combustion engine 41. The optimal economic operation curve is formed by connecting the lowest fuel consumption rate operating points under different output mechanical power.

[0094] The vehicle controller 70 calculates the vehicle's low-frequency net power requirement. and the state of charge of the power battery pack 30 Data, calculate the basic steady-state power generation of generator 42 in range extender 40. The vehicle controller 70 uses a power follower algorithm with state-of-charge feedback regulation to calculate the basic steady-state power generation. The calculation formula is: ;

[0095] In the basic steady-state power generation calculation formula This represents the basic steady-state power output of generator 42. To meet the low-frequency net power requirements of the entire vehicle, This represents the current state of charge (SOC) value of the power battery pack 30. The target state of charge maintenance value of the power battery pack 30 is preset for the vehicle controller 70. This is the preset state-of-charge power feedback adjustment coefficient;

[0096] The vehicle controller 70 will calculate the basic steady-state power generation. As an input variable, a lookup table interpolation algorithm is executed on the preset optimal economic operating curve, and the vehicle controller 70 matches the baseline steady-state power generation on the optimal economic operating curve. Corresponding optimal mechanical angular velocity reference value and optimal internal combustion engine torque reference value ;

[0097] Optimal mechanical angular velocity reference value and optimal internal combustion engine torque reference value Satisfies the physical power equation: In the physical power equation, For generator 42 at the optimal mechanical angular velocity reference value and optimal internal combustion engine torque reference value The corresponding power generation efficiency parameters at the steady-state operating point;

[0098] The vehicle controller 70 will use the optimal mechanical angular velocity reference value The throttle opening control command or fuel injection quantity control command is converted into a throttle valve opening control command for the internal combustion engine 41 and output to the actuator of the internal combustion engine 41. The internal combustion engine 41 then uses the optimal mechanical angular velocity reference value... and optimal internal combustion engine torque reference value Operating at the corresponding operating point on the optimal economic operating curve, the range extender 40 outputs stable mechanical power and basic steady-state power generation on the low-frequency time scale. .

[0099] This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extended mode. The process of extracting the low-frequency charging and discharging target of the power battery may include: the vehicle controller 70 retrieving the vehicle's low-frequency net power requirement stored in its internal register. The data is synchronously retrieved by the vehicle controller 70 from the basic steady-state power generation of the generator 42, which is generated based on the optimal economic operating curve. data;

[0100] The vehicle controller 70 will determine the low-frequency net power requirements of the entire vehicle. With basic steady-state power generation Perform algebraic difference operations to extract the low-frequency charging and discharging target power of the power battery pack 30. Target power of low-frequency charging and discharging of power batteries The calculation formula is: ;

[0101] When the target power of low-frequency charging and discharging of the power battery When the value is greater than zero, the power battery pack 30 performs a discharge action. When the target power of low-frequency charging and discharging of the power battery is... When the power battery pack 30 is less than zero, it performs a charging operation, and the vehicle controller 70 sets the target power for low-frequency charging and discharging of the power battery. As the power input setpoint of the battery port full-bridge converter 54;

[0102] The vehicle controller 70 uses the DC-side voltage data collected by the battery voltage sensor 31. Calculate the target current command of the battery port full-bridge converter 54. Target current command The calculation formula is: ;

[0103] The vehicle controller 70 has an internal current limit protection module. The vehicle controller 70 determines the current limit protection based on the state of charge of the power battery pack 30 provided by the battery management system 33. Data to determine the current maximum permissible discharge current command limit. and maximum charging current command limit ;

[0104] Vehicle controller 70 pairs of target current commands Perform saturation function limiting processing to obtain the limited target current command. The limiting logic satisfies the following formula:

[0105] ;

[0106] In the limiting logic formula, Typically negative, due to the vehicle's low-frequency net power requirements. It does not contain high-frequency transient power components. Target current command after limiting The corresponding current change frequency is lower than the electrochemical polarization response frequency threshold of the power battery pack 30, thereby suppressing the internal electrochemical polarization of the power battery pack 30.

[0107] The vehicle controller 70 will limit the target current command. The corresponding target power component is converted back and substituted into the active power transmission equation of the multi-port magnetic integrated energy router 50. The vehicle controller 70 calculates the target phase shift angle command corresponding to the battery port full-bridge converter 54 by solving the nonlinear equation in reverse. ;

[0108] The vehicle controller 70 will send the target phase angle command. The signal is transmitted to the battery port full-bridge converter 54, which then transmits the signal according to the target phase shift angle command. It performs adjustment actions to control the electrical energy interaction between the power battery pack 30 and the multi-port magnetic integrated energy router 50.

[0109] This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode. The mathematical mapping process between the crankshaft phase angle of the internal combustion engine and the power / compression stroke window may include: the vehicle controller 70 setting a complete working cycle of the internal combustion engine 41 as... The vehicle controller 70 retrieves the valve timing parameters of the internal combustion engine 41 recorded in its internal memory. Based on these valve timing parameters, the vehicle controller 70... to The period of the arc is divided into four consecutive stroke intervals;

[0110] The vehicle controller has a preset power stroke phase angle range of 70. Based on the setting that the top dead center of compression is the mechanical reference zero point, the phase angle range of the power stroke is... The starting angle is set as Radius, power stroke phase angle range The termination angle corresponds to the moment when the exhaust valve of the internal combustion engine 41 opens. Under the four-stroke cycle model, the vehicle controller 70 will control the power stroke phase angle range. Defined as satisfying the following conditions: ;

[0111] The vehicle controller has a preset compression stroke phase angle range of 70. Compression stroke phase angle range The initial angle corresponds to the moment when the intake valve of the internal combustion engine is fully closed, and the compression stroke phase angle range. The termination angle is set as In the four-stroke cycle model, the vehicle controller 70 will compress the stroke phase angle range (i.e., the return to the mechanical reference zero point). Defined as satisfying the following conditions: ;

[0112] Vehicle controller 70 establishes stroke status identification function The vehicle controller 70 compares real-time crankshaft phase angle data. The numerical relationship with the preset interval determines the current stroke status indicator, and the stroke status indicator function is used. The mathematical definition of is as follows: ;

[0113] In the stroke state identification function formula, the numerical value This indicates that the internal combustion engine 41 is in the compression stroke, and the numerical value... This indicates that the internal combustion engine 41 is in its power stroke, and the numerical value... This indicates that the internal combustion engine 41 is in the intake or exhaust stroke.

[0114] To compensate for the response delay of the actuator of the multi-port magnetic integrated energy router 50, the vehicle controller 70 calculates the dynamic advance angle. Dynamic advance angle The calculation formula is: In the formula for calculating the dynamic advance angle, This is the mechanical angular velocity data for generator 42. The preset electromagnetic response time constant for the system;

[0115] The vehicle controller 70 utilizes dynamic advance angle Real-time crankshaft phase angle data Compensation and correction are performed to obtain the corrected decision phase angle. The revised formula for calculating the phase angle is: ,in, This is the modulo operator;

[0116] The vehicle controller 70 will correct the determination phase angle in real time. Substitute into the stroke status flag function The vehicle controller 70 performs calculations and, based on the output stroke status indicator value, triggers the subsequent transient compensation power command generation program. The vehicle controller 70 then uses the corrected determination phase angle... This ensures that the electromagnetic torque pulsation generated by the generator 42 is precisely aligned with the peak or trough of the mechanical torque of the internal combustion engine 41 on the physical time axis.

[0117] This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extended mode. The mechanical power cancellation control process for peak electrical power during the compression stroke may include: the vehicle controller 70 retrieving high-frequency transient power components stored in its internal registers. and the corrected phase angle ;

[0118] The vehicle controller 70 determines the transient power components of high-frequency fluctuations. The polarity of the transient power component of high-frequency fluctuations; When the value is greater than zero, the vehicle controller 70 confirms that the wind power generation module 10 or the photovoltaic power generation module 20 has generated a transient power spike; the vehicle controller 70 will then adjust the determined phase angle accordingly. Substitute into the stroke status flag function ;

[0119] When the stroke status identification function When the output value is 1, the vehicle controller 70 determines that the internal combustion engine 41 is currently in the compression stroke. During the compression stroke, the piston of the internal combustion engine 41 moves from the bottom dead center to the top dead center, and the mixture in the cylinder is compressed, generating a mechanical resistance torque that hinders the rotation of the crankshaft.

[0120] The vehicle controller 70 generates the first transient compensation power command. First transient power compensation command The calculation formula is: ;

[0121] The vehicle controller 70 calculates the target electromagnetic power of the generator 42. Target electromagnetic power The calculation formula is: In the formula for calculating the target electromagnetic power, This represents the base steady-state power generation of generator 42 under the current optimal economic operating curve.

[0122] When the target electromagnetic power When the value is less than the preset power switching threshold, the vehicle controller 70 sends a reverse current drive command to the bidirectional AC / DC converter 45; the bidirectional AC / DC converter 45 changes the current phase in the stator winding of the generator 42, so that the generator 42 switches from generator mode to motor mode.

[0123] The vehicle controller 70 uses the mechanical angular velocity data from the generator 42. Calculate the target electromagnetic torque command for generator 42. Target electromagnetic torque command The calculation formula is: ;

[0124] The vehicle controller 70 calculates the target phase shift angle between the wind power port full-bridge converter 52 and the generator port full-bridge converter 55. And the target phase shift angle between the photoelectric port full-bridge converter 53 and the generator port full-bridge converter 55. The vehicle controller 70 reduces the equivalent magnetic impedance of the generator port, so that the transient magnetic flux inside the high-frequency transformer core 51 is preferentially coupled to the winding corresponding to the full-bridge converter 55 at the generator port.

[0125] In electric motor mode, generator 42 generates positive auxiliary drive torque; the auxiliary drive torque acts on the crankshaft of internal combustion engine 41, counteracting the mechanical resistance generated by internal combustion engine 41 during the compression stroke; high-frequency fluctuating transient power components. It is converted into mechanical energy and stored in the rotational inertia of the range extender 40;

[0126] Through the above process, the vehicle controller 70 uses the mechanical negative power range of the internal combustion engine 41 to consume the transient power spikes generated by the wind power generation module 10 or the photovoltaic power generation module 20, suppresses the fluctuation of the DC bus voltage of the multi-port magnetic integrated energy router 50, and reduces the frequency of high-frequency charging and discharging of the power battery pack 30.

[0127] This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode. The process for extracting surplus kinetic energy from the shortfall power during the power stroke may include: the vehicle controller 70 extracting high-frequency transient power components from its internal registers. and the corrected determination phase angle ;

[0128] The vehicle controller 70 identifies high-frequency transient power components. The polarity of the transient power component of high-frequency fluctuations; When the value is less than zero, the vehicle controller 70 confirms that there is a gap in the transient output power generated by the wind power generation module 10 or the photovoltaic power generation module 20; the vehicle controller 70 will adjust the determination phase angle accordingly. Substitute into the stroke status flag function ;

[0129] When the stroke status identification function When the output value is 2, the vehicle controller 70 determines that the internal combustion engine 41 is in the power stroke; during the power stroke, the air-fuel mixture in the cylinder of the internal combustion engine 41 is burned, pushing the piston to move downward, and the crankshaft outputs instantaneous burst torque.

[0130] The vehicle controller 70 generates a second transient compensation power command. Second transient compensation power command The calculation formula is: Because of the high-frequency transient power component at this time If the value is negative, the calculated second transient compensation power command It is a positive value;

[0131] The vehicle controller 70 calculates the target electromagnetic power of the generator 42. Target electromagnetic power The calculation formula is: In the formula for calculating the target electromagnetic power, This represents the basic steady-state power output of generator 42.

[0132] The vehicle controller 70 uses the mechanical angular velocity data from the generator 42. Calculate the target electromagnetic torque command for generator 42. Target electromagnetic torque command The calculation formula is: ;

[0133] The vehicle controller 70 internally stores the instantaneous maximum torque limit of the internal combustion engine 41 during the power stroke. The vehicle controller 70 compares the target electromagnetic torque command. With instantaneous maximum torque limit If the target electromagnetic torque command Exceeding the instantaneous maximum torque limit The vehicle controller 70 will send the target electromagnetic torque command Limit to instantaneous maximum torque limit To prevent the internal combustion engine 41 from stalling;

[0134] The vehicle controller 70 increases the proportion of electrical energy output from the generator 42 to the drive motor load 60 by increasing the phase shift angle of the generator port full-bridge converter 55 relative to the load port full-bridge converter 56.

[0135] The multi-port magnetic integrated energy router 50 routes the extra electrical energy generated by the generator 42 directly to the drive motor load 60 through the magnetic field coupling effect of the high-frequency transformer core 51; the generator 42 generates a resistance torque, and uses the instantaneous burst torque output by the internal combustion engine 41 during the power stroke to convert the excess mechanical kinetic energy generated by the internal combustion engine 41 into electrical energy; the electrical energy output by the generator 42 compensates for the power gap generated by the wind power generation module 10 or the photovoltaic power generation module 20 through the multi-port magnetic integrated energy router 50.

[0136] In the power compensation process based on the power stroke, the vehicle controller 70 uses the peak mechanical energy output of the internal combustion engine 41 to offset the transient energy loss of the electrical system; the control process reduces the frequency of high-frequency discharge of the power battery pack 30 and uses the mechanical power characteristics of the range extender 40 to maintain the energy balance inside the multi-port magnetic integrated energy router 50.

[0137] The vehicle controller 70 monitors the mechanical angular velocity data of the generator 42 in real time. When mechanical angular velocity data When the fluctuation range exceeds the preset safe speed fluctuation threshold, the vehicle controller 70 reduces the second transient compensation power command. The calculation weights are adjusted by the vehicle controller 70 to prevent a significant drop in the speed of the internal combustion engine 41.

[0138] This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode, wherein the virtual flywheel inertia absorption control process may include: the vehicle controller 70 acquiring high-frequency fluctuating transient power components. and the corrected determination phase angle ;

[0139] The vehicle controller 70 will correct the determination phase angle. Substitute into the stroke status flag function ; When the stroke state identification function When the output value is 0, the vehicle controller 70 determines that the internal combustion engine 41 is in a non-specific stroke condition; the non-specific stroke condition includes the intake stroke range or the exhaust stroke range of the internal combustion engine 41.

[0140] The vehicle controller 70 generates virtual flywheel compensation power commands. The calculation formula is: ;

[0141] The vehicle controller 70 retrieves the mechanical angular velocity data from the generator 42. The vehicle controller 70 calculates the target electromagnetic torque command in virtual flywheel inertia absorption mode. Target electromagnetic torque command The calculation formula is: ;

[0142] The vehicle controller 70 pre-stores the total moment of inertia of the rotor system of the range extender 40. During the virtual flywheel inertia absorption control process, the rate of change of the mechanical angular velocity of generator 42 The following torque balance equations must be satisfied: In the torque balance equation, The instantaneous mechanical torque output by the internal combustion engine 41 during the intake or exhaust stroke;

[0143] When high-frequency transient power components When it is greater than zero, the target electromagnetic torque command The load torque of generator 42 on the crankshaft of internal combustion engine 41 is reduced; the instantaneous mechanical torque output by internal combustion engine 41 is reduced. The electromagnetic resistance torque is greater than that of generator 42; the rotor of generator 42 accelerates under the influence of the speed difference; high-frequency fluctuating transient power components. The corresponding electrical energy is converted into the rotational kinetic energy of the generator rotor 42. The change in kinetic energy satisfies the formula:

[0144] ;

[0145] When high-frequency transient power components When less than zero, the target electromagnetic torque command Increase; the load torque of generator 42 on the crankshaft of internal combustion engine 41 is increased;

[0146] Generator 42 releases rotational kinetic energy by reducing rotor speed. , to rotate kinetic energy Converted into electrical energy To fill the power gap caused by high-frequency transient power components;

[0147] The vehicle controller 70 has pre-stored the operating speed range of the generator 42, including the upper speed limit. and lower limit of speed The vehicle controller compares mechanical angular velocity data in real time. When mechanical angular velocity data Reaching the maximum speed limit At that time, the vehicle controller 70 locks onto the target electromagnetic torque command. It stops absorbing kinetic energy.

[0148] When mechanical angular velocity data Reaching the lower speed limit At that time, the vehicle controller 70 calculates the speed compensation power. The vehicle controller 70 will compensate for the speed power. Low-frequency charging and discharging target power superimposed on the power battery pack 30 In the middle, the power battery pack 30 releases electrical energy to support the generator 42 to maintain its speed and prevent the internal combustion engine 41 from stalling;

[0149] The vehicle controller 70 will calculate the target electromagnetic torque command. The phase shift angle command is converted into the common magnetic flux of the generator port full-bridge converter 55 relative to the multi-magnetic port integrated energy router 50; the multi-port magnetic integrated energy router 50 controls the generator 42 to perform energy buffering under non-specific stroke conditions by executing the phase shift angle command.

[0150] This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extended mode. The process of constructing the nonlinear physical equations for phase-shifted power transmission may include: the vehicle controller 70 constructing an equivalent circuit model of a multi-port magnetic integrated energy router 50; in the equivalent circuit model, the wind power port full-bridge converter 52, the photovoltaic port full-bridge converter 53, the battery port full-bridge converter 54, the generator port full-bridge converter 55, and the load port full-bridge converter 56 are electromagnetically coupled through a high-frequency transformer core 51.

[0151] The vehicle controller 70 defines the physical parameters of each port; the physical parameters include the equivalent coupling leakage inductance value, the number of winding turns, and the DC side voltage of each full-bridge converter on the AC side; the vehicle controller 70 sets the phase of the high-frequency AC square wave voltage of the full-bridge converter 56 at the load port as the reference phase zero.

[0152] The vehicle controller 70 establishes any two ports With port Transient power transfer equations between ports; With port Active power transfer via high-frequency transformer core 51 Satisfies the following nonlinear physical equations:

[0153]

[0154] In the power transfer equation, For port The corresponding DC side voltage, For port The corresponding DC side voltage, and These represent the turns ratios of the corresponding windings relative to the high-frequency transformer core 51. The switching frequency of the full-bridge converter. For port With port Equivalent coupling leakage inductance between them For port Output voltage waveform and port Phase difference angle between output voltage waveforms; Phase difference angle The constraints are satisfied: ;

[0155] The vehicle controller 70 constructs a multi-port power balance equation set; the vehicle controller 70 sets the low-frequency charging and discharging target power of the power battery pack 30. The known input power of the battery port full-bridge converter 54 is set; the vehicle controller 70 sets the target electromagnetic power of the generator 42. or The known input power of the full-bridge converter 55 at the generator port is set; the vehicle controller 70 will then determine the required power of the drive motor load 60. The known output power of the full-bridge converter 56 at the load port is set; the vehicle controller 70 sets the output power of the wind power generation module 10. The known input power of the wind power port full-bridge converter 52 is set; the vehicle controller 70 sets the output power of the photovoltaic power generation module 20. The known input power is set as that of the opto-port full-bridge converter 53;

[0156] For each port in the multi-port magnetic integrated energy router 50 The total power flowing from this port to the high-frequency transformer core 51 equal to port With all other ports The algebraic sum of the power transmitted between them; the general expression for the multiport power balance equations is:

[0157]

[0158] In the equilibrium equations, This represents the total number of ports. and Ports and port Absolute phase shift angle relative to the reference phase zero;

[0159] The vehicle controller 70 uses the Newton-Raphson numerical iterative algorithm to solve the multi-port power balance equations. The vehicle controller 70 constructs a Jacobian matrix by calculating the partial derivatives of the multi-port power balance equations with respect to each absolute phase shift angle. The vehicle controller 70 then uses the Jacobian matrix for linear approximation and iteratively calculates the target absolute phase shift angle of the wind power port full-bridge converter 52. The target absolute phase shift angle of the opto-port full-bridge converter 53 The target absolute phase shift angle of the 54-cell full-bridge converter with battery port And the target absolute phase shift angle of the full-bridge converter 55 at the power generation port. ;

[0160] The vehicle controller 70 will calculate the target absolute phase shift angle. , , as well as The signal is converted into a pulse width modulation signal for the full-bridge converter drive circuit; the full-bridge converter drive circuit controls the on / off timing of the power transistors so that the magnetic flux distribution formed inside the multi-port magnetic integrated energy router 50 meets the preset priority allocation target.

[0161] This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extended mode, wherein the solution and optimization process of the microsecond-level phase shift angle matrix may include: the vehicle controller 70 acquiring the target power command of the wind power port full-bridge converter 52, the photovoltaic port full-bridge converter 53, the battery port full-bridge converter 54, and the power generation port full-bridge converter 55.

[0162] The vehicle controller 70 constructs the aforementioned target power command into a target power vector. The vehicle controller 70 executes the initial phase shift angle estimation program; the vehicle controller 70 retrieves the phase shift angle linear mapping table stored in the internal register; the vehicle controller 70 then performs the phase shift angle estimation based on the target power vector. The value is used to retrieve the closest initial phase shift angle matrix from the phase shift angle linear mapping table. ;

[0163] Initial phase shift angle matrix As the starting point for numerical iteration, it reduces the number of iteration steps within a microsecond-level control cycle;

[0164] The vehicle controller 70 constructs an optimization objective function with the goal of minimizing system losses. ; Optimize the objective function The mathematical expression is: In optimizing the objective function, For the first Instantaneous current of each port winding For the switching cycle; the vehicle controller 70 suppresses the backflow power inside the multi-port magnetic integrated energy router 50 by minimizing the root mean square value of the current;

[0165] The vehicle controller 70 rewrites the multi-port power balance equations into a residual function vector. The vehicle controller 70 utilizes the initial phase shift angle matrix. Calculate the current residual value; construct the Jacobian matrix for the vehicle controller 70. Jacobian matrix The elements are composed of the partial derivatives of the power at each port with respect to each absolute phase shift angle; the expression for the Jacobian matrix is: ;

[0166] The vehicle controller 70 performs numerical iterative calculations with second-order convergence constraints; within each microsecond-level control cycle, the vehicle controller 70 updates the phase shift angle matrix according to the following formula: In the formula, This represents the current iteration step number;

[0167] The vehicle controller 70 sets the maximum number of iteration steps to a threshold of 5. If the residual convergence accuracy is not reached after 5 iterations, the vehicle controller 70 will forcibly output the calculation result of the current step to ensure the real-time performance of the control command in the microsecond time scale.

[0168] The vehicle controller 70 performs a limiting check on the calculated absolute phase shift angles; the vehicle controller 70 ensures, through comparison calculations, that each calculated absolute phase shift angle is within the range of... Within the stable operating range; if the absolute phase shift angle exceeds the stable operating range, the vehicle controller 70 performs a gradient projection operation to forcibly map the phase shift angle value to the range boundary;

[0169] The vehicle controller 70 converts the phase shift angle matrix obtained by the final optimization into the corresponding drive pulse of the full-bridge converter; the vehicle controller 70 converts the calculated absolute phase shift angle value into the comparison value of the timer; the full-bridge converter drive circuit triggers the switching transistor to turn on and off at the corresponding time node according to the comparison value of the timer.

[0170] Based on the aforementioned phase shift matrix, the multi-port magnetic integrated energy router 50 distributes magnetic flux components of different frequencies and amplitudes in the magnetic circuit; the above process achieves the optimization of internal operating losses of the multi-port system while ensuring power balance.

[0171] This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extended mode. The zero-wind-curtailment and zero-overvoltage coordinated response process under conditions of sudden wind gusts and high battery SOC may include: real-time monitoring of the output power of the wind power generation module 10 by a wind power voltage sensor 11 and a wind power current sensor 12. The vehicle controller 70 identifies transient power pulses generated by gusts of wind in the wind power generation module 10.

[0172] The battery management system 33 sends the state of charge of the power battery pack 30 to the vehicle controller 70. Data; when the state of charge When the data exceeds the preset high-level safety threshold, the vehicle controller 70 calculates the maximum allowable charging power limit of the power battery pack 30 based on the difference between the terminal voltage and the cutoff voltage of the power battery pack 30. The vehicle controller 70 will control the low-frequency charging and discharging target power mentioned above. Limited to the maximum charging power limit within;

[0173] The vehicle controller 70 utilizes a digital low-pass filter algorithm module to analyze the total transient input power. The high-frequency transient power component caused by gusts was separated from the data. The vehicle controller 70 calls the corrected decision phase angle. And substitute it into the stroke status flag function ;

[0174] When the stroke status identification function When the output value is 1, the vehicle controller 70 determines that the internal combustion engine 41 is in the compression stroke; the vehicle controller 70 will output the high-frequency transient power component. All are mapped to the first transient compensation power command for generator 42. ;

[0175] The vehicle controller 70 retrieves the measured voltage of the DC bus of the multi-port magnetic integrated energy router 50 in real time. The vehicle controller 70 calculates the measured voltage. With preset reference voltage The deviation; the vehicle controller 70 calculates the bus voltage regulation power component through proportional-integral control law. The calculation formula is:

[0176]

[0177] In the formula, This is the proportionality coefficient. The integral coefficient; the vehicle controller 70 regulates the bus voltage power component. Superimposed on the first transient compensation power command In the process, the corrected redirection power command is obtained;

[0178] The vehicle controller 70 increases the relative phase shift angle between the wind power port full-bridge converter 52 and the generator port full-bridge converter 55;

[0179] The multi-port magnetic integrated energy router 50 directs the transient electrical energy generated by the gust of wind to the full-bridge converter 55 at the generator port through magnetic flux coupling inside the high-frequency transformer core 51; the bidirectional AC-DC converter 45 drives the generator 42 to operate in motor mode; the generator 42 consumes the redirected transient electrical energy and generates positive electromagnetic torque to assist the internal combustion engine 41 in overcoming the mechanical resistance of the compression stroke.

[0180] When the mechanical angular velocity data of generator 42 Reaching the maximum speed limit At this time, the vehicle controller 70 increases the phase shift angle of the full-bridge converter 56 at the load port to direct the remaining transient electrical energy exceeding the mechanical absorption limit of the range extender 40 to the drive motor load 60; the drive motor load 60 increases the power consumption of the auxiliary thermal management system, working together with the generator 42 to maintain the DC bus voltage stability.

[0181] Through the above control steps, the vehicle controller 70 absorbs gust energy by utilizing the mechanical compression negative work of the internal combustion engine 41 and the rotor rotational inertia of the generator 42 without limiting the output power of the wind power generation module 10. The vehicle controller 70 realizes real-time power cancellation inside the multi-port magnetic integrated energy router 50, eliminating the risk of DC bus overvoltage caused by the inability to absorb energy due to the high charge state of the battery.

[0182] The vehicle controller 70 substitutes the final allocated power command into the multi-port power balance equation set, calculates the absolute phase shift angle matrix of the full-bridge converter at each port, and sends it out for execution.

[0183] This invention provides a priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode. The torque-assisted coordinated response process under conditions of sudden drop in solar irradiance and rapid vehicle acceleration may include: real-time monitoring of the output power of the photovoltaic power generation module 20 by a photovoltaic voltage sensor 21 and a photovoltaic current sensor 22. Load voltage sensor 61 and load current sensor 62 monitor the power demand of drive motor load 60 in real time. ;

[0184] The vehicle controller 70 extracts the high-frequency load power increment of the drive motor load 60. The calculation formula is: ,in The low-frequency steady-state power component of the drive motor load 60 is extracted; the high-frequency input power drop component of the total transient input power is extracted synchronously by the vehicle controller 70. ;

[0185] The high-frequency power gap calculated by the vehicle controller 70 Synthesized high-frequency power gap Equal to the power increment of high-frequency load With high-frequency input power drop component The algebraic sum of is calculated using the following formula: ;

[0186] The vehicle controller 70 will correct the determination phase angle. Substitute into the stroke status flag function ; When the output value of the stroke status flag function is 2, the vehicle controller 70 determines that the internal combustion engine 41 is in the power stroke range.

[0187] The vehicle controller 70 will synthesize the high-frequency power gap Transformed into a transient increase in power generation command for generator 42 The vehicle controller 70 retrieves the upper limit data of the mechanical torque of the internal combustion engine 41 at the current angular velocity; the vehicle controller 70 calculates the instantaneous power extraction threshold of the power stroke based on the upper limit data of the mechanical torque. The vehicle controller 70 will transiently increase the power generation command. Limiting instantaneous power extraction threshold within;

[0188] The vehicle controller 70 increases the absolute phase shift angle difference between the generator port full-bridge converter 55 and the load port full-bridge converter 56;

[0189] The multi-port magnetic integrated energy router 50 uses electromagnetic coupling inside the high-frequency transformer core 51 to directly guide the electrical energy generated by the generator 42 during the power stroke to the full-bridge converter 56 at the load port; the generator 42 generates electromagnetic resistance torque; the electromagnetic resistance torque uses the instantaneous expansion pressure generated by the combustion of the mixture in the internal combustion engine 41 during the power stroke to directly convert the mechanical work of the internal combustion engine 41 into electrical power.

[0190] If the synthesized high-frequency power gap Exceeding the instantaneous power extraction threshold The vehicle controller 70 allocates the excess power deficit to the battery port full-bridge converter 54; the power battery pack 30 provides the supplementary discharge power; since the vehicle controller 70 prioritizes the use of the instantaneous mechanical work of the power stroke, the current change rate shared by the power battery pack 30 is lower than the polarization safety threshold preset by the battery management system 33.

[0191] While the generator 42 extracts mechanical power, the vehicle controller 70 sends a fuel injection compensation command to the fuel injection system of the internal combustion engine 41; the fuel injection system increases the fuel supply in a single working cycle to improve the average output torque in subsequent cycles; the vehicle controller 70 utilizes the rotational inertia of the rotor system of the range extender 40. As a transient energy balancer, it allows mechanical angular velocity Within the power stroke, deceleration occurs within a preset range until the chemical energy generated by fuel injection compensation is converted into mechanical energy;

[0192] Through the above-mentioned coordinated response process, the vehicle controller 70, under the combined conditions of sudden drop in light intensity and rapid acceleration, utilizes the power stroke torque of the range extender 40 to fill the power gap; the vehicle controller 70 maintains the real-time power balance inside the multi-port magnetic integrated energy router 50 and reduces the temperature rise rate of the power battery pack 30 under high-rate discharge conditions.

Claims

1. A priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode, characterized in that, include: Wind power generation module (10), photovoltaic power generation module (20), power battery pack (30), range extender (40), multi-port magnetic integrated energy router (50), drive motor load (60) and vehicle controller (70); The multi-port magnetic integrated energy router (50) is internally equipped with a high-frequency transformer core (51) and multiple independent full-bridge converters. The AC side of each full-bridge converter is connected to the corresponding AC winding on the high-frequency transformer core (51). The DC side of each full-bridge converter serves as the external interface of the multi-port magnetic integrated energy router (50) and is connected to the wind power generation module (10), photovoltaic power generation module (20), power battery pack (30), range extender (40), and drive motor load (60). The vehicle controller (70) is electrically and communicatively connected to each full-bridge converter, and the vehicle controller (70) receives the total transient input power. Signals, state of charge signal of power battery pack (30) and power demand of drive motor load (60) The vehicle controller (70) uses a low-pass filtering algorithm to obtain the total transient input power. Low-frequency steady-state power component separated from and high-frequency transient power components ; The vehicle controller (70) is based on the low-frequency steady-state power component. Calculate the low-frequency charge and discharge target power command of the power battery pack (30). And based on the high-frequency fluctuation transient power component Real-time crankshaft phase angle data of the range extender (40) The matching results are used to generate transient compensation power commands for the range extender (40).

2. The priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode according to claim 1, characterized in that, The multiple independent full-bridge converters include a wind power port full-bridge converter (52), a photovoltaic port full-bridge converter (53), a battery port full-bridge converter (54), a power generation port full-bridge converter (55), and a load port full-bridge converter (56). The range extender (40) includes an internal combustion engine (41) and a generator (42). The stator winding of the generator (42) is connected to a bidirectional AC / DC converter (45). The DC end of the bidirectional AC / DC converter (45) is connected to the DC side of the generator port full-bridge converter (55). The range extender (40) is equipped with a crankshaft phase angle sensor (43) and a rotor position sensor (44). The crankshaft phase angle sensor (43) is used to collect real-time crankshaft phase angle data of the internal combustion engine (41). The rotor position sensor (44) is used to collect the mechanical angular velocity data of the rotor of the generator (42). .

3. The priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode according to claim 1, characterized in that, The vehicle controller (70) extracts the low-frequency steady-state power component by executing a digital filtering differential equation. The digital filter difference equation is as follows: ； in, The low-frequency steady-state power component at the current sampling time k. The total transient input power at the current sampling time k, The low-frequency steady-state power component at the previous sampling time k-1, These are the digital filter coefficients.

4. The priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode according to claim 2, characterized in that, The vehicle controller (70) uses the real-time crankshaft phase angle data... Determine the current stroke state of the internal combustion engine (41), the stroke state including the compression stroke phase angle range. Phase angle range of the power stroke ; The vehicle controller (70) will convert the high-frequency transient power components... As the sole command-receiving end of the generator (42), and when the internal combustion engine (41) is in the compression stroke phase angle range. Or the phase angle range of the power stroke At the same time, by adjusting the phase shift angle of the full-bridge converter (55) at the generator port, the overall mechanical inertia of the generator (42) rotor and the internal combustion engine (41) crankshaft is used to absorb or compensate for the high-frequency transient power components. .

5. The priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode according to claim 4, characterized in that, When the high-frequency transient power component When the value is greater than zero and the internal combustion engine (41) is in the compression stroke, the vehicle controller (70) generates a first transient compensation power command. The generator (42) is controlled to operate as an electric motor and generate positive auxiliary drive torque to counteract the mechanical compression resistance of the internal combustion engine (41).

6. The priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode according to claim 4, characterized in that, When the high-frequency transient power component When the value is less than zero and the internal combustion engine (41) is in its power stroke, the vehicle controller (70) generates a second transient compensation power command. The generator (42) is controlled to extract the instantaneous burst torque generated by the power stroke of the internal combustion engine (41) and convert it into electrical energy to compensate for the transient power gap of the system.

7. The priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode according to claim 4, characterized in that, When the internal combustion engine (41) is in the intake stroke or exhaust stroke range, the vehicle controller (70) performs virtual flywheel inertia absorption control based on the mechanical angular velocity data of the generator (42). Calculate the target electromagnetic torque command The mutual conversion of electrical energy and rotor rotational kinetic energy is achieved by changing the rotor mechanical speed of the generator (42).

8. The priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode according to claim 2, characterized in that, Active power transmission between any port i and port j in the multi-port magnetic integrated energy router (50) Satisfy the following formula: ； in, The DC side voltage of port i The DC side voltage of port j , These represent the number of winding turns for the corresponding port. For switching frequency, For equivalent leakage, This is the phase shift angle between the output voltage waveforms at the two ports.

9. The priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode according to claim 2, characterized in that, The vehicle controller (70) acquires the real-time crankshaft phase angle data. Calculate the dynamic advance angle. To compensate for the response delay of the actuator of the multi-port magnetic integrated energy router (50), the corrected determination phase angle The calculation formula is: ； in, The mechanical angular velocity data of the generator (42) The electromagnetic response time constant preset for the system, This is the modulo operator.

10. The priority charging and discharging management system for wind and solar energy storage in electric vehicle range-extending mode according to claim 1, characterized in that, The vehicle controller (70) sends low-frequency charging and discharging target power commands to the power battery pack (30). The target electromagnetic power of the range extender (40) and the required power of the drive motor load (60) Substituting the multi-port power balance equations, the Newton-Raphson numerical iterative algorithm is used in conjunction with the objective function of minimizing system losses to calculate the target absolute phase shift angle of each full-bridge converter, thereby generating a global phase shift angle control matrix.

Images