Titanium-based hybrid supercapacitor power system and collaborative control method

Abstract

This invention discloses a titanium-based hybrid supercapacitor power system and its collaborative control method. The system includes a titanium-based hybrid supercapacitor module array, a high-voltage power distribution unit, a BMS main control system, a high-voltage direct-drive liquid-cooled unit, a DC fast-charging interface, and liquid-cooling pipelines and structural framework. The titanium-based hybrid supercapacitor module adopts a composite system of lithium titanate anode and activated carbon cathode, possessing lithium-ion insertion / extraction and double-layer capacitor energy storage mechanisms. The BMS main control system is the control core, with a built-in temperature prediction model, independently completing charge / discharge management, thermal management, fast-charging interaction, and safety protection, reporting its status only to the vehicle controller. The liquid-cooled unit draws power directly from the high-voltage bus. The BMS executes a three-stage energy-thermal management collaborative control according to the cycle sequence of heavy-load vehicles on fixed routes. This invention combines ultra-long cycle life with high power performance, with fast charging and cooling performed in parallel, adapting to high-frequency short-stop operation cycles. The autonomous BMS architecture facilitates vehicle integration and is suitable for heavy-load scenarios on fixed routes.

Description

Technical Field

[0001] This invention belongs to the field of engineering vehicle power system technology, and relates to a titanium-based hybrid supercapacitor power system and its collaborative control method. Background Technology

[0002] Fixed-route heavy-duty engineering vehicles typically operate under conditions of fixed routes, frequent starts and stops, drastic load fluctuations, and 24-hour continuous operation. This places stringent demands on the power system, requiring high-power instantaneous output, high-frequency cycling with low charge levels, and rapid recharging. While current mainstream pure lithium battery solutions offer high energy density, their cycle life is only 3,000 to 5,000 cycles, necessitating replacement every 1 to 2 years under high-frequency charge and discharge, resulting in high total lifespan costs. Furthermore, their high-power discharge rate is limited, making it difficult to meet the peak power demands of heavy-load starts. Fast charging accelerates battery aging, and half-hour recharging significantly shortens battery life, failing to balance operational efficiency and durability.

[0003] While pure supercapacitor systems boast high power density and a cycle life of hundreds of thousands of cycles, enabling them to withstand instantaneous high-power surges, their energy density is extremely low. Their energy storage capacity, within the same volume, is only one-tenth that of lithium batteries, failing to meet the demands of continuous operation. If large-capacity modules are configured to extend the operating range, the system cost will be more than three times that of lithium batteries, making it economically unacceptable. In recent years, titanium-based hybrid supercapacitor technology has combined the long lifespan (over 10,000 cycles) of lithium titanate batteries with the high power (power density > 12000 W / kg) of supercapacitors, achieving an energy density of 15–25 Wh / kg. It has been explored in the field of regenerative braking in rail transit, but existing technologies largely focus on material improvements or energy management in single scenarios. A system-level power integration solution and collaborative control strategy for fixed lines under heavy-load, high-power, low-energy, and uninterrupted operating conditions are yet to be developed. A new power system that balances power, energy, lifespan, and cost is urgently needed. Summary of the Invention

[0004] The purpose of this invention is to solve the problems in the prior art and provide a titanium-based hybrid supercapacitor power system and a collaborative control method.

[0005] To achieve the above objectives, the present invention employs the following technical solution:

[0006] A titanium-based hybrid supercapacitor power system includes:

[0007] The titanium-based hybrid supercapacitor module array is composed of multiple titanium-based hybrid supercapacitor modules connected in series and parallel. The titanium-based hybrid supercapacitor module adopts a hybrid energy storage system combining lithium titanate anode and activated carbon cathode, and has both lithium-ion insertion and extraction energy storage mechanism and double-layer capacitor energy storage mechanism.

[0008] The high-voltage power distribution unit is electrically connected to the titanium-based hybrid supercapacitor module array to realize the on / off control of the main circuit, charging circuit and liquid-cooled power supply circuit;

[0009] The BMS main control system is the core of the system control. It independently completes all functions of charging and discharging management, thermal management, fast charging interaction and safety protection, and only reports the operating status to the external vehicle controller.

[0010] The high-voltage direct-drive liquid cooling unit draws power directly from the high-voltage bus of the titanium-based hybrid supercapacitor module array to perform liquid cooling heat dissipation on the titanium-based hybrid supercapacitor module array.

[0011] DC fast charging interface, compatible with external DC charging stations;

[0012] Liquid cooling piping and structural frame are used to support and connect the various subsystems;

[0013] The BMS main control system has a built-in temperature prediction model based on cell thermodynamics, and performs three-stage energy-thermal management coordinated control according to the cyclical working conditions of heavy-load engineering vehicles on fixed lines: "operation section - parking and recharging section - standby waiting section".

[0014] The BMS main control system includes:

[0015] The thermal management control module has a built-in thermal management control algorithm. It sends the target temperature and operating mode to the high-pressure direct-drive liquid chiller unit via CAN bus, and controls the emergency start and stop of the liquid chiller unit via hard-wired signals, and independently completes full-temperature-range thermal management.

[0016] The fast charging protocol stack module interacts directly with external charging devices through an independent fast charging CAN bus channel, performing the entire process of charging handshake, parameter negotiation, charging current and voltage configuration, real-time monitoring of the charging process, and charging fault handling. As a result, the system eliminates the need for an independent on-board charger.

[0017] The high-voltage power distribution drive module directly drives the on / off switching of the main circuit relay, charging circuit relay, and liquid-cooled power supply relay, thereby realizing the switching control of the high-voltage circuit.

[0018] It also features multiple independent CAN bus interfaces, configured as the module internal communication bus, the vehicle interaction bus, the fast charging equipment interaction bus, and the liquid cooling unit communication bus, with each bus physically isolated and having an independent load.

[0019] The titanium-based hybrid supercapacitor module includes:

[0020] The battery cell unit adopts a composite system of lithium titanate anode and activated carbon cathode, with an operating temperature range of -40℃ to 60℃, a continuous charge-discharge rate of ≥10C, and a deep cycle life of ≥10,000 cycles.

[0021] An active balancing unit, integrated inside the module, achieves voltage consistency maintenance under high-frequency cycling through energy transfer between adjacent units;

[0022] A liquid-cooled heat exchange unit is located at the bottom of the module and includes a large-area heat exchange plate and an internal coolant flow channel. Coolant is introduced into the liquid-cooled heat exchange unit through liquid-cooled pipes to dissipate heat from the battery cell unit by contact heat exchange.

[0023] The module housing, battery cell unit, active balancing unit and liquid cooling heat exchange unit are all encapsulated inside the module housing.

[0024] The high-pressure direct-drive liquid cooling unit includes:

[0025] The high-voltage DC input terminal is connected to the high-voltage bus of the titanium-based hybrid supercapacitor module array, and is compatible with a wide voltage range input.

[0026] A vapor compression refrigeration circuit includes a compressor, a condenser, an expansion valve, and an evaporator, the evaporator being used to cool the flowing ethylene glycol aqueous solution coolant;

[0027] The CAN communication control interface receives target temperature and operating mode commands from the BMS main control system.

[0028] Hard-wired control interface, receiving emergency start / stop and wake-up signals;

[0029] The dual-redundant controller is connected to both the CAN communication control interface and the hardwired control interface, and can independently drive the refrigeration circuit when either control signal is valid.

[0030] The BMS main control system also includes:

[0031] Multi-channel synchronous sampling unit, which synchronously collects voltage, temperature and current data of each module with industrial-grade sampling accuracy;

[0032] The power dynamic adjustment unit is connected to the multi-channel synchronous sampling unit and executes the following power control logic based on the real-time temperature of the battery cell: when the battery cell temperature is higher than the first temperature threshold and lower than the second temperature threshold, the charging power setting value is linearly reduced; when the battery cell temperature is lower than or equal to the first temperature threshold, the maximum allowable charging power is maintained; when the battery cell temperature reaches or exceeds the second temperature threshold, over-temperature protection is triggered and charging is terminated.

[0033] The output of the power dynamic adjustment unit is connected to the fast charging protocol stack module. The fast charging protocol stack module requests the corresponding charging current from the external charging device based on the power setting value output by the power dynamic adjustment unit.

[0034] A collaborative control method for a titanium-based hybrid supercapacitor power system, applied to the titanium-based hybrid supercapacitor power system described in any of the preceding claims, the method comprising three stages of continuous iteration according to a fixed cyclic sequence:

[0035] Phase one is the operation segment, which includes a discharge pre-cooling strategy. Upon receiving the start signal, the BMS main control system closes the main circuit relay and outputs power to the load. It monitors the cell temperature, discharge power, and remaining charge in real time. The BMS main control system iteratively calculates the predicted temperature rise within a preset time period. When both trend and margin criteria are met, the liquid cooling unit is started in advance for pre-cooling, utilizing the temperature rise margin in the latter half of the discharge to lower the temperature ahead of time. When the cell temperature reaches the first threshold, the liquid cooling unit operates at the target temperature. When the cell temperature reaches the second threshold, the BMS main control system linearly limits the output power, triggering over-temperature protection when the protection threshold is reached.

[0036] Phase two is the docking and charging segment, which includes a parallel strategy of fast charging and cooling. After the charging connection is confirmed, the BMS main control system is automatically woken up and completes protocol interaction with the charging equipment. Dual tasks are executed in parallel: constant power charging is performed at the maximum safe current that the battery cell can accept, while the liquid cooling unit runs at full power for rapid cooling. The BMS main control system dynamically allocates energy priority according to the real-time temperature of the battery cell and coordinates the scheduling of charging power and cooling power.

[0037] Phase three is the standby waiting period, which includes temperature preservation strategies. After the charging is completed, the charging circuit is disconnected, and the liquid-cooled unit switches to a low-power preservation mode. The BMS main control system maintains the cell temperature within the preset optimal operating range. The system enters a low-power standby state, retaining only temperature monitoring, wake-up detection, and status reporting functions. In low-temperature environments, the BMS main control system uses residual heat from charging to maintain the temperature or achieves internal self-heating through low-power charging and discharging. The BMS main control system automatically identifies the switching points of each phase through multi-source signal fusion, without the need for external command intervention.

[0038] In Phase One, the temperature prediction model is a first-order lumped parameter model, and its core equation is:

[0039]

[0040] in, This is the sum of the current ohmic heat and polarization heat of the battery cell. The DC internal resistance varies with temperature and SOC (a three-dimensional lookup table matrix is ​​formed through prior calibration). This represents the current heat exchange power of the liquid cooling plate. This refers to the equivalent heat capacity of the battery cell.

[0041] The temperature prediction model calculates the heat generation power based on a three-dimensional lookup table matrix of DC internal resistance that varies with temperature and state of charge, and iteratively calculates the predicted temperature rise within a preset time period by combining the current heat exchange power of the liquid cooling plate and the equivalent heat capacity of the battery cell.

[0042] The trend criterion is: the predicted temperature rise exceeds the preset threshold and the temperature rise rate exceeds the preset rate threshold;

[0043] The margin criterion is: the difference between the current cell temperature and the over-temperature protection threshold is less than the preset control margin.

[0044] In stage three, the low-power insulation mode adopts a combination of two-position control with hysteresis and frequency conversion regulation:

[0045] Set the target temperature range for heat preservation;

[0046] When the highest temperature of the battery cell exceeds the upper limit of the target range, the liquid cooling unit starts and the compressor runs at the lowest stable speed.

[0047] When the maximum temperature of the battery cell is lower than the lower limit of the target range, the liquid cooling unit is shut down, while the circulating water pump is kept running at the minimum flow rate to maintain the distribution of coolant.

[0048] When the cell temperature is within the target range, the previous control state remains unchanged;

[0049] During the heat preservation operation, if the cell temperature continues to rise, the BMS main control system sends the target evaporation temperature to the liquid chiller unit via the CAN bus. The liquid chiller unit automatically adjusts the compressor speed according to the target evaporation temperature to maintain a dynamic balance between cooling capacity and heat load.

[0050] The switching conditions for each stage are as follows:

[0051] The conditions for switching from the operation section to the charging section are: the main circuit current is less than the preset current threshold and continues for more than the preset time, the charging connection confirmation signal is valid, and the charging equipment communication handshake is successful.

[0052] The conditions for switching from the docked charging segment to the standby waiting segment are: the state of charge reaches the target value and the charging current naturally decays to below the preset threshold, or the duration of docked charging reaches the preset window cutoff time, or a forced stop charging command is received.

[0053] The conditions for switching from the standby waiting phase to the operation phase are: receiving a vehicle start signal, the charging connection confirmation signal being invalid, and the cell temperature being within the discharge range.

[0054] The self-heating strategy under low-temperature conditions in stage three is as follows:

[0055] When the ambient temperature is lower than the preset low temperature threshold and the cell temperature is lower than the preset lower limit, the BMS main control system stops the liquid cooling unit's cooling function;

[0056] Joule heating is generated by controlling the equalization resistor inside the module, or by performing low-power charging and discharging on the battery cell with a charging and discharging current of less than 0.2C, a duty cycle of 30%, and a pulse mode with a 10-minute cycle.

[0057] After gradually raising the cell temperature to above the lower limit of the target range, the normal heat preservation logic is then switched to.

[0058] Compared with the prior art, the present invention has the following beneficial effects:

[0059] This invention employs a titanium-based hybrid energy storage system combining a lithium titanate anode and an activated carbon cathode. It possesses both lithium-ion insertion / extraction and double-layer capacitance energy storage mechanisms. The double-layer capacitance of the activated carbon cathode buffers the lithium-ion insertion stress of the lithium titanate anode, reducing structural fatigue of the electrode materials. An integrated active balancing circuit continuously maintains the consistency of individual cells under high-frequency cycling, preventing premature failure of the entire module due to individual cell dispersion. This design enables the system to maintain stable operation over long periods under high-frequency deep charge / discharge conditions, reducing replacement frequency significantly lower than pure lithium battery solutions and substantially lowering the replacement and maintenance costs throughout its entire lifecycle.

[0060] This invention employs a three-stage energy-thermal management collaborative control method. During operation, a built-in cell thermodynamic model enables predictive temperature control, initiating cooling before the temperature exceeds the limit, effectively preventing temperature overshoot due to thermal inertia after discharge. The charging / recharging stage combines fast charging and cooling in parallel, fully utilizing short charging / recharging windows to complete both tasks and avoid the impact of traditional sequential timing on the work cycle. The standby stage maintains the cell within the optimal temperature range using a low-power insulation strategy, preparing for the next cycle, while a self-heating strategy in low-temperature environments ensures low-temperature start-up performance. Each stage automatically identifies switching points through multi-source signal fusion, requiring no external command intervention and achieving fully automatic continuous operation. Attached Figure Description

[0061] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0062] Figure 1 This is a diagram of the titanium-based hybrid supercapacitor power system architecture of the present invention. Detailed Implementation

[0063] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0064] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0065] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0066] The present invention will now be described in further detail with reference to the accompanying drawings:

[0067] See Figure 1 The diagram shows an architecture of a titanium-based hybrid supercapacitor power system according to the present invention, comprising:

[0068] The titanium-based hybrid supercapacitor module array is composed of multiple titanium-based hybrid supercapacitor modules connected in series and parallel. The titanium-based hybrid supercapacitor modules employ a hybrid energy storage system combining lithium titanate anode and activated carbon cathode, simultaneously possessing both lithium-ion insertion / extraction energy storage mechanisms and double-layer capacitor energy storage mechanisms. The titanium-based hybrid supercapacitor modules include:

[0069] The battery cell unit adopts a composite system of lithium titanate anode and activated carbon cathode, with an operating temperature range of -40℃ to 60℃, a continuous charge-discharge rate of ≥10C, and a deep cycle life of ≥10,000 cycles.

[0070] An active balancing unit, integrated inside the module, achieves voltage consistency maintenance under high-frequency cycling through energy transfer between adjacent units;

[0071] A liquid-cooled heat exchange unit is located at the bottom of the module and includes a large-area heat exchange plate and an internal coolant flow channel. Coolant is introduced into the liquid-cooled heat exchange unit through liquid-cooled pipes to dissipate heat from the battery cell unit by contact heat exchange.

[0072] The module housing, battery cell unit, active balancing unit and liquid cooling heat exchange unit are all encapsulated inside the module housing.

[0073] The high-voltage power distribution unit is electrically connected to the titanium-based hybrid supercapacitor module array to realize the on / off control of the main circuit, charging circuit and liquid-cooled power supply circuit;

[0074] The BMS main control system is the core of the system control, independently completing all functions of charge / discharge management, thermal management, fast charging interaction, and safety protection, and only reporting its operating status to the external vehicle controller; the BMS main control system includes:

[0075] The thermal management control module has a built-in thermal management control algorithm. It sends the target temperature and operating mode to the high-pressure direct-drive liquid chiller unit via CAN bus, and controls the emergency start and stop of the liquid chiller unit via hard-wired signals, and independently completes full-temperature-range thermal management.

[0076] The fast charging protocol stack module interacts directly with external charging devices through an independent fast charging CAN bus channel, performing the entire process of charging handshake, parameter negotiation, charging current and voltage configuration, real-time monitoring of the charging process, and charging fault handling. As a result, the system eliminates the need for an independent on-board charger.

[0077] The high-voltage power distribution drive module directly drives the on / off switching of the main circuit relay, charging circuit relay, and liquid-cooled power supply relay, thereby realizing the switching control of the high-voltage circuit.

[0078] It also features multiple independent CAN bus interfaces, configured as the module internal communication bus, the vehicle interaction bus, the fast charging equipment interaction bus, and the liquid cooling unit communication bus, with each bus physically isolated and having an independent load.

[0079] The BMS main control system also includes:

[0080] Multi-channel synchronous sampling unit, which synchronously collects voltage, temperature and current data of each module with industrial-grade sampling accuracy;

[0081] The power dynamic adjustment unit is connected to the multi-channel synchronous sampling unit and executes the following power control logic based on the real-time temperature of the battery cell: when the battery cell temperature is higher than the first temperature threshold and lower than the second temperature threshold, the charging power setting value is linearly reduced; when the battery cell temperature is lower than or equal to the first temperature threshold, the maximum allowable charging power is maintained; when the battery cell temperature reaches or exceeds the second temperature threshold, over-temperature protection is triggered and charging is terminated.

[0082] The output of the power dynamic adjustment unit is connected to the fast charging protocol stack module. The fast charging protocol stack module requests the corresponding charging current from the external charging device based on the power setting value output by the power dynamic adjustment unit.

[0083] A high-voltage direct-drive liquid-cooling unit draws power directly from the high-voltage bus of the titanium-based hybrid supercapacitor module array for liquid cooling of the array; the high-voltage direct-drive liquid-cooling unit includes:

[0084] The high-voltage DC input terminal is connected to the high-voltage bus of the titanium-based hybrid supercapacitor module array, and is compatible with a wide voltage range input.

[0085] A vapor compression refrigeration circuit includes a compressor, a condenser, an expansion valve, and an evaporator, the evaporator being used to cool the flowing ethylene glycol aqueous solution coolant;

[0086] The CAN communication control interface receives target temperature and operating mode commands from the BMS main control system.

[0087] Hard-wired control interface, receiving emergency start / stop and wake-up signals;

[0088] The dual-redundant controller is connected to both the CAN communication control interface and the hardwired control interface, and can independently drive the refrigeration circuit when either control signal is valid.

[0089] DC fast charging interface, compatible with external DC charging stations;

[0090] Liquid cooling piping and structural frame are used to support and connect the various subsystems;

[0091] The BMS main control system has a built-in temperature prediction model based on cell thermodynamics, and performs three-stage energy-thermal management coordinated control according to the cyclical working conditions of heavy-load engineering vehicles on fixed lines: "operation section - parking and recharging section - standby waiting section".

[0092] The present invention discloses a collaborative control method for a titanium-based hybrid supercapacitor power system, comprising three stages of continuous iteration according to a fixed cyclic sequence:

[0093] Phase one is the operation segment, which includes a discharge pre-cooling strategy. Upon receiving the start signal, the BMS main control system closes the main circuit relay and outputs power to the load. It monitors the cell temperature, discharge power, and remaining charge in real time. The BMS main control system iteratively calculates the predicted temperature rise within a preset time period. When both trend and margin criteria are met, the liquid cooling unit is started in advance for pre-cooling, utilizing the temperature rise margin in the latter half of the discharge to lower the temperature ahead of time. When the cell temperature reaches the first threshold, the liquid cooling unit operates at the target temperature. When the cell temperature reaches the second threshold, the BMS main control system linearly limits the output power, triggering over-temperature protection when the protection threshold is reached.

[0094] The temperature prediction model is a first-order lumped-parameter model, and its core equation is:

[0095]

[0096] in, This is the sum of the current ohmic heat and polarization heat of the battery cell. The DC internal resistance varies with temperature and SOC (a three-dimensional lookup table matrix is ​​formed through prior calibration). This represents the current heat exchange power of the liquid cooling plate. This refers to the equivalent heat capacity of the battery cell.

[0097] The temperature prediction model calculates the heat generation power based on a three-dimensional lookup table matrix of DC internal resistance that varies with temperature and state of charge, and iteratively calculates the predicted temperature rise within a preset time period by combining the current heat exchange power of the liquid cooling plate and the equivalent heat capacity of the battery cell.

[0098] The trend criterion is: the predicted temperature rise exceeds the preset threshold and the temperature rise rate exceeds the preset rate threshold;

[0099] The margin criterion is: the difference between the current cell temperature and the over-temperature protection threshold is less than the preset control margin.

[0100] Phase two is the docking and charging segment, which includes a parallel strategy of fast charging and cooling. After the charging connection is confirmed, the BMS main control system is automatically woken up and completes protocol interaction with the charging equipment. Dual tasks are executed in parallel: constant power charging is performed at the maximum safe current that the battery cell can accept, while the liquid cooling unit runs at full power for rapid cooling. The BMS main control system dynamically allocates energy priority according to the real-time temperature of the battery cell and coordinates the scheduling of charging power and cooling power.

[0101] Phase three is the standby waiting period, which includes temperature preservation strategies. After the charging is completed, the charging circuit is disconnected, and the liquid-cooled unit switches to a low-power preservation mode. The BMS main control system maintains the cell temperature within the preset optimal operating range. The system enters a low-power standby state, retaining only temperature monitoring, wake-up detection, and status reporting functions. In low-temperature environments, the BMS main control system uses residual heat from charging to maintain the temperature or achieves internal self-heating through low-power charging and discharging. The BMS main control system automatically identifies the switching points of each phase through multi-source signal fusion, without the need for external command intervention.

[0102] In Phase Three, the low-power insulation mode employs a combination of two-position control with hysteresis and frequency conversion regulation.

[0103] Set the target temperature range for heat preservation;

[0104] When the highest temperature of the battery cell exceeds the upper limit of the target range, the liquid cooling unit starts and the compressor runs at the lowest stable speed.

[0105] When the maximum temperature of the battery cell is lower than the lower limit of the target range, the liquid cooling unit is shut down, while the circulating water pump is kept running at the minimum flow rate to maintain the distribution of coolant.

[0106] When the cell temperature is within the target range, the previous control state remains unchanged;

[0107] During the heat preservation operation, if the cell temperature continues to rise, the BMS main control system sends the target evaporation temperature to the liquid chiller unit via the CAN bus. The liquid chiller unit automatically adjusts the compressor speed according to the target evaporation temperature to maintain a dynamic balance between cooling capacity and heat load.

[0108] The self-heating strategy under low-temperature conditions in Phase 3 is as follows:

[0109] When the ambient temperature is lower than the preset low temperature threshold and the cell temperature is lower than the preset lower limit, the BMS main control system stops the liquid cooling unit's cooling function;

[0110] Joule heating is generated by controlling the equalization resistor inside the module, or by performing low-power charging and discharging on the battery cell with a charging and discharging current of less than 0.2C, a duty cycle of 30%, and a pulse mode with a 10-minute cycle.

[0111] After gradually raising the cell temperature to above the lower limit of the target range, the normal heat preservation logic is then switched to.

[0112] The switching conditions for each stage are as follows:

[0113] When switching from the operation section to the charging section, the main circuit current is less than the preset current threshold and continues for more than the preset time, the charging connection confirmation signal is valid, and the charging equipment communication handshake is successful.

[0114] When switching from the docking charging segment to the standby waiting segment, the state of charge reaches the target value and the charging current naturally decreases to below the preset threshold, or the docking charging duration reaches the preset window cutoff time, or a forced stop charging command is received.

[0115] When switching from the standby waiting period to the operation period, the vehicle start signal is received, the charging connection confirmation signal is invalid, and the cell temperature is within the discharge range.

[0116] Example

[0117] The titanium-based hybrid supercapacitor power system of this invention consists of six subsystems: titanium-based hybrid supercapacitor module array, high-voltage power distribution unit, BMS main control system, high-voltage direct-drive liquid cooling unit, DC fast charging interface, liquid cooling pipeline and structural frame. The BMS is the core of the system control, independently completing all functions of charge and discharge management, thermal management, fast charging interaction, and safety protection. It only reports the operating status to the vehicle controller and does not require deep intervention in vehicle scheduling.

[0118] The core architectural features of this invention include: the BMS main control system adopts an autonomous management and control architecture, with built-in thermal management control algorithms, fast charging protocol stacks, and high-voltage power distribution logic, which can independently complete all core management and control functions without relying on the vehicle controller; the liquid cooling unit adopts a high-voltage direct-drive architecture, directly drawing power from the high-voltage bus of the energy storage system, adapting to a wide voltage range, and eliminating the need for an additional low-voltage power supply conversion stage; the fast charging system adopts an integrated architecture, with the BMS having a built-in standard fast charging protocol stack, directly completing protocol interaction with external charging equipment, without the need for a separate on-board charger.

[0119] The titanium-based hybrid supercapacitor module employs a hybrid energy storage system combining lithium titanate anode and activated carbon cathode. It combines lithium-ion intercalation / deintercalation with double-layer capacitance, offering advantages such as a wide operating temperature range (-40℃~60℃), high-rate charge / discharge capability (continuous above 10C), and ultra-long cycle life (tens of thousands of deep cycles). The module uses a standardized series-parallel combination design with an integrated active balancing circuit to maintain cell consistency under high-frequency cycling. A liquid cooling plate is integrated at the bottom of the module, employing a large-area contact heat exchange method to effectively ensure temperature uniformity among the cells.

[0120] The BMS main control and high-voltage power distribution adopt an integrated design, supporting synchronous acquisition of voltage, temperature, and current from multiple modules, with sampling accuracy meeting industrial-grade requirements. It features multiple independent CAN bus channels for internal module communication, vehicle interaction, fast charging equipment interaction, and liquid cooling unit communication, with each bus load operating independently and without interference. It integrates multiple relay drivers, directly driving main circuit relays, charging circuit relays, and liquid cooling power supply relays without requiring additional drive circuits. Core algorithms such as thermal management control, fast charging control, and power control are all built into the BMS, resulting in high system integration and standardized external interfaces.

[0121] The high-voltage direct-drive liquid-cooled unit system adopts a high-voltage DC wide-voltage input method, drawing power directly from the high-voltage bus of the energy storage system, eliminating the need for a low-voltage conversion stage. The control system employs a dual-redundancy design, communicating target temperature and operating mode via CAN bus, while simultaneously using hard-wired signals for emergency start / stop and wake-up. The cooling method utilizes vapor compression refrigeration, capable of meeting the rapid cooling requirements after high-power discharge, with an energy efficiency ratio superior to conventional solutions; the coolant is an ethylene glycol aqueous solution, suitable for wide-temperature-range antifreeze and anti-corrosion requirements.

[0122] The standard DC fast charging system uses a DC charging interface that conforms to national standards and is compatible with universal DC charging piles. The BMS has a built-in standard fast charging protocol stack, which autonomously completes the entire process of charging handshake, parameter configuration, charging process control, and fault handling, without the need for a separate on-board charger. The system supports wide-range adaptive adjustment of charging power, dynamically adjusting the charging current in real time according to the cell temperature and SOC to ensure a safe and efficient charging process.

[0123] The collaborative control method for the titanium-based hybrid supercapacitor power system in this invention adopts a three-stage energy-thermal management collaborative control method:

[0124] Phase one is the operation phase, which adopts a discharge pre-cooling strategy.

[0125] After receiving the start signal, the BMS closes the main circuit relay and outputs power to the load;

[0126] Real-time monitoring of cell temperature, discharge power, and remaining charge;

[0127] Predictive temperature control: When the cell temperature reaches the first threshold, the liquid cooling unit is started in advance for pre-cooling, utilizing the temperature rise margin in the second half of the discharge to cool down in advance, and avoiding the temperature from rising beyond the optimal range after the discharge ends.

[0128] Temperature prediction model and pre-cooling start-up criteria

[0129] The BMS incorporates a first-order lumped-parameter temperature prediction model based on cell thermodynamics. The core equation of the model is:

[0130]

[0131] in, This is the sum of the current ohmic heat and polarization heat of the battery cell. The DC internal resistance varies with temperature and SOC (a three-dimensional lookup table matrix is ​​formed through prior calibration). This represents the current heat exchange power of the liquid cooling plate. This is the equivalent heat capacity of the battery cell.

[0132] BMS iterates and calculates the future in real time with a period of 500ms. Predicted temperature rise within the unit. Pre-cooling startup of the liquid chiller unit is triggered in advance when the following two conditions are met:

[0133] Trend judgment criteria: And the rate of temperature rise ;

[0134] Balance criterion: Current cell temperature (Reserve a 3°C control margin to avoid overshoot due to model errors).

[0135] After pre-cooling start-up, the liquid chiller unit operates at the target temperature. During operation, the continuous heat exchange capacity during the second half of the discharge process is utilized to bring the cell temperature back to the optimal range before the discharge ends, thus avoiding temperature overshoot caused by thermal inertia after the discharge ends.

[0136] Power protection: When the temperature reaches the second threshold, the output power is linearly limited. When the protection threshold is reached, over-temperature protection is triggered to ensure that the cell temperature is maintained within the optimal lifespan range under all operating conditions.

[0137] Phase two is the docking and charging phase, which adopts a parallel strategy of fast charging and cooling.

[0138] After the vehicle stops and the charging connection is confirmed, the BMS autonomously wakes up and completes protocol interaction with the charging equipment. It then simultaneously initiates two parallel tasks: the fast charging path uses the maximum safe current acceptable to the battery cell for constant power charging, aiming to replenish the battery to the target SOC within the parking window; the rapid cooling path drives the liquid cooling unit to operate at full power, quickly pulling the temperature rise accumulated during discharge back to the reference temperature. The BMS executes collaborative scheduling logic based on the real-time temperature of the battery cell—when the temperature is too high, it appropriately reduces the charging power to prioritize temperature control and prevent the accumulation of charging heat from exceeding temperature limits; when the temperature is within the safe range, it maintains maximum power charging, achieving a dynamic optimal balance between charging speed and temperature control accuracy.

[0139] Phase three is the standby waiting period, which adopts a temperature preservation strategy.

[0140] After the power supply is completed, the charging circuit is disconnected, and the liquid cooling unit switches to low-power heat preservation mode.

[0141] During the low-power insulation mode control process, after the power replenishment is completed and the charging circuit is disconnected, the BMS sends an "insulation mode" command to the liquid chiller unit, and the liquid chiller unit switches to closed-loop variable frequency insulation control. The specific process is as follows:

[0142] (1) The target temperature range is set as follows: The target temperature range for heat preservation is ,in , This ensures that the battery cell is near the center of the optimal operating range when the next operation starts.

[0143] (2) Hysteresis start-stop control: To avoid frequent start-stop of the compressor, a two-position control logic with hysteresis is adopted: when the cell reaches its highest temperature At that time, the liquid-cooled unit starts, and the compressor operates at its lowest stable speed. (Approximately 20% of rated speed) operation; when the cell reaches its highest temperature When the liquid cooling unit is shut down, only the circulating water pump is kept running at the minimum flow rate to maintain a uniform distribution of coolant; when When the previous state remains unchanged (hysteresis protection), the previous state is maintained.

[0144] (3) During the heat preservation operation, if the cell temperature continues to rise (such as when the ambient temperature is high or there is solar radiation), the BMS sends the target evaporation temperature to the liquid chiller unit through the CAN bus. The liquid chiller unit automatically adjusts the compressor speed according to the target evaporation temperature to maintain the dynamic balance between cooling capacity and heat load, ensuring that the temperature is stable within the target range, while avoiding energy waste caused by high-power cooling.

[0145] (4) Low-temperature environment insulation strategy When the ambient temperature is lower than (e.g., -10℃) if the cell temperature The BMS stops the liquid-cooled unit's cooling function and instead activates a self-heating strategy: by controlling the equalizing resistor inside the module through the BMS or by utilizing low-power charge / discharge pulses (charge / discharge current). The system generates Joule heat at 0.2C, 30% duty cycle, and 10min cycle, gradually raising the cell temperature above the lower limit of the target range before switching to normal heat preservation logic.

[0146] The BMS automatically identifies the current cycle stage through multi-source signal fusion, without requiring the vehicle controller to issue a stage switching command. The specific switching conditions are as follows:

[0147] (1) When switching from the operation section to the stop-and-charge section, the BMS determines that the vehicle has entered the stop-and-charge section if the following conditions are met: main circuit current And if it lasts for more than 5 seconds, it indicates that the vehicle has stopped operating and has no high-power load requirement; charging connection confirmation signal (The charging gun is physically connected); the charging equipment communication handshake is successful, and the BMS and charging pile complete protocol interaction via fast charging CAN and enter the charging ready state. Switching action: The BMS disconnects the main circuit relay, closes the charging circuit relay, and starts the second stage control logic.

[0148] (2) When switching from the docking power replenishment segment to the standby waiting segment, the BMS determines that the power replenishment is complete and switches to the standby waiting segment when any of the following conditions are met: Target SOC achieved: Current SOC And the charging current has naturally decreased to Charging window ends: Duration of this stop for charging. Even if the target SOC is not reached, charging will be forcibly terminated to avoid affecting the work cycle; Active termination: The BMS detects a charging fault or receives a forced stop charging command from the vehicle. Switching action: The BMS sends a stop charging request to the charging pile, disconnects the charging circuit relay after the charging current drops to zero, sends a heat preservation mode command to the liquid cooling unit, and the system enters low-power standby.

[0149] (3) When the standby waiting period switches to the operation period, the BMS determines that the next operation cycle begins when the following conditions are met: vehicle start signal (Key ON position) or the vehicle controller sends a "Work Start Request" flag via CAN; charging connection confirmation signal. (Charging gun has been removed); the battery cell temperature is within the discharge range. If preheating is not completed in a low-temperature environment, the BMS will first execute the low-temperature preheating subroutine, and allow switching only after the temperature reaches the target. Switching action: The BMS closes the main circuit relay, reports the "system ready" status to the vehicle controller, starts the first stage control logic, and enters the next operation cycle.

[0150] Compared to pure lithium battery solutions, this invention adopts a hybrid energy storage system that supports continuous high-rate charging and discharging, meeting the instantaneous high-power demands of heavy-load start-up and hill climbing, and avoiding insufficient power caused by lithium battery rate limitations. Compared to pure supercapacitor solutions, this invention stores more electricity in the same volume, meeting the endurance requirements of continuous operation on fixed lines, without the need for ultra-large capacity modules, and the system cost is economical and reasonable.

[0151] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A titanium-based hybrid supercapacitor power system, characterized in that, include: The titanium-based hybrid supercapacitor module array is composed of multiple titanium-based hybrid supercapacitor modules connected in series and parallel. The titanium-based hybrid supercapacitor module adopts a hybrid energy storage system combining lithium titanate anode and activated carbon cathode, and has both lithium-ion insertion and extraction energy storage mechanism and double-layer capacitor energy storage mechanism. The high-voltage power distribution unit is electrically connected to the titanium-based hybrid supercapacitor module array to realize the on / off control of the main circuit, charging circuit and liquid-cooled power supply circuit; The BMS main control system is the core of the system control. It independently completes all functions of charging and discharging management, thermal management, fast charging interaction and safety protection, and only reports the operating status to the external vehicle controller. The high-voltage direct-drive liquid cooling unit draws power directly from the high-voltage bus of the titanium-based hybrid supercapacitor module array to perform liquid cooling heat dissipation on the titanium-based hybrid supercapacitor module array. DC fast charging interface, compatible with external DC charging stations; Liquid cooling piping and structural frame are used to support and connect the various subsystems; The BMS main control system has a built-in temperature prediction model based on battery cell thermodynamics, and performs three-stage energy-thermal management coordinated control according to the cyclical working conditions of heavy-load engineering vehicles on fixed lines: "operation section - stop and recharge section - standby waiting section".

2. The titanium-based hybrid supercapacitor power system as described in claim 1, characterized in that, The BMS main control system includes: The thermal management control module has a built-in thermal management control algorithm. It sends the target temperature and operating mode to the high-pressure direct-drive liquid chiller unit via CAN bus, and controls the emergency start and stop of the liquid chiller unit via hard-wired signals, and independently completes full-temperature-range thermal management. The fast charging protocol stack module interacts directly with external charging devices through an independent fast charging CAN bus channel, performing the entire process of charging handshake, parameter negotiation, charging current and voltage configuration, real-time monitoring of the charging process, and charging fault handling. As a result, the system eliminates the need for an independent on-board charger. The high-voltage power distribution drive module directly drives the on / off switching of the main circuit relay, charging circuit relay, and liquid-cooled power supply relay, thereby realizing the switching control of the high-voltage circuit. It also features multiple independent CAN bus interfaces, configured as the module internal communication bus, the vehicle interaction bus, the fast charging equipment interaction bus, and the liquid cooling unit communication bus, with each bus physically isolated and having an independent load.

3. The titanium-based hybrid supercapacitor power system as described in claim 1, characterized in that, The titanium-based hybrid supercapacitor module includes: The battery cell unit adopts a composite system of lithium titanate anode and activated carbon cathode, with an operating temperature range of -40℃ to 60℃, a continuous charge-discharge rate of ≥10C, and a deep cycle life of ≥10,000 cycles. An active balancing unit, integrated inside the module, achieves voltage consistency maintenance under high-frequency cycling through energy transfer between adjacent units; A liquid-cooled heat exchange unit is located at the bottom of the module and includes a large-area heat exchange plate and an internal coolant flow channel. Coolant is introduced into the liquid-cooled heat exchange unit through liquid-cooled pipes to dissipate heat from the battery cell unit by contact heat exchange. The module housing, battery cell unit, active balancing unit and liquid cooling heat exchange unit are all encapsulated inside the module housing.

4. The titanium-based hybrid supercapacitor power system as described in claim 1, characterized in that, The high-pressure direct-drive liquid cooling unit includes: The high-voltage DC input terminal is connected to the high-voltage bus of the titanium-based hybrid supercapacitor module array, and is compatible with a wide voltage range input. A vapor compression refrigeration circuit includes a compressor, a condenser, an expansion valve, and an evaporator, the evaporator being used to cool the flowing ethylene glycol aqueous solution coolant; The CAN communication control interface receives target temperature and operating mode commands from the BMS main control system. Hard-wired control interface, receiving emergency start / stop and wake-up signals; The dual-redundant controller is connected to both the CAN communication control interface and the hardwired control interface, and can independently drive the refrigeration circuit when either control signal is valid.

5. The titanium-based hybrid supercapacitor power system as described in claim 1, characterized in that, The BMS main control system also includes: Multi-channel synchronous sampling unit, which synchronously collects voltage, temperature and current data of each module with industrial-grade sampling accuracy; The power dynamic adjustment unit is connected to the multi-channel synchronous sampling unit and executes the following power control logic based on the real-time temperature of the battery cell: when the battery cell temperature is higher than the first temperature threshold and lower than the second temperature threshold, the charging power setting value is linearly reduced; when the battery cell temperature is lower than or equal to the first temperature threshold, the maximum allowable charging power is maintained; when the battery cell temperature reaches or exceeds the second temperature threshold, over-temperature protection is triggered and charging is terminated. The output of the power dynamic adjustment unit is connected to the fast charging protocol stack module. The fast charging protocol stack module requests the corresponding charging current from the external charging device based on the power setting value output by the power dynamic adjustment unit.

6. A collaborative control method for a titanium-based hybrid supercapacitor power system, characterized in that, Applied to the titanium-based hybrid supercapacitor power system according to any one of claims 1 to 5, the method comprises three stages of continuous iteration in a fixed cyclic sequence: Phase one is the operation segment, which includes a discharge pre-cooling strategy. Upon receiving the start signal, the BMS main control system closes the main circuit relay and outputs power to the load. It monitors the cell temperature, discharge power, and remaining charge in real time. The BMS main control system iteratively calculates the predicted temperature rise within a preset time period. When both trend and margin criteria are met, the liquid cooling unit is started in advance for pre-cooling, utilizing the temperature rise margin in the latter half of the discharge to lower the temperature ahead of time. When the cell temperature reaches the first threshold, the liquid cooling unit operates at the target temperature. When the cell temperature reaches the second threshold, the BMS main control system linearly limits the output power, triggering over-temperature protection when the protection threshold is reached. Phase two is the docking and charging segment, which includes a parallel strategy of fast charging and cooling. After the charging connection is confirmed, the BMS main control system is automatically woken up and completes protocol interaction with the charging equipment. Dual tasks are executed in parallel: constant power charging is performed at the maximum safe current that the battery cell can accept, while the liquid cooling unit runs at full power for rapid cooling. The BMS main control system dynamically allocates energy priority according to the real-time temperature of the battery cell and coordinates the scheduling of charging power and cooling power. Phase three is the standby waiting period, which includes temperature preservation strategies. After the charging is completed, the charging circuit is disconnected, and the liquid-cooled unit switches to a low-power preservation mode. The BMS main control system maintains the cell temperature within the preset optimal operating range. The system enters a low-power standby state, retaining only temperature monitoring, wake-up detection, and status reporting functions. In low-temperature environments, the BMS main control system uses residual heat from charging to maintain the temperature or achieves internal self-heating through low-power charging and discharging. The BMS main control system automatically identifies the switching points of each phase through multi-source signal fusion, without the need for external command intervention.

7. The collaborative control method for a titanium-based hybrid supercapacitor power system as described in claim 6, characterized in that, In Phase One, the temperature prediction model is a first-order lumped parameter model, and its core equation is: ； in, This is the sum of the current ohmic heat and polarization heat of the battery cell. The DC internal resistance varies with temperature and SOC (a three-dimensional lookup table matrix is ​​formed through prior calibration). This represents the current heat exchange power of the liquid cooling plate. This refers to the equivalent heat capacity of the battery cell. The temperature prediction model calculates the heat generation power based on a three-dimensional lookup table matrix of DC internal resistance that varies with temperature and state of charge, and iteratively calculates the predicted temperature rise within a preset time period by combining the current heat exchange power of the liquid cooling plate and the equivalent heat capacity of the battery cell. The trend criterion is: the predicted temperature rise exceeds the preset threshold and the temperature rise rate exceeds the preset rate threshold; The margin criterion is: the difference between the current cell temperature and the over-temperature protection threshold is less than the preset control margin.

8. The collaborative control method for a titanium-based hybrid supercapacitor power system as described in claim 6, characterized in that, In stage three, the low-power insulation mode adopts a combination of two-position control with hysteresis and frequency conversion regulation: Set the target temperature range for heat preservation; When the highest temperature of the battery cell exceeds the upper limit of the target range, the liquid cooling unit starts and the compressor runs at the lowest stable speed. When the maximum temperature of the battery cell is lower than the lower limit of the target range, the liquid cooling unit is shut down, while the circulating water pump is kept running at the minimum flow rate to maintain the distribution of coolant. When the cell temperature is within the target range, the previous control state remains unchanged; During the heat preservation operation, if the cell temperature continues to rise, the BMS main control system sends the target evaporation temperature to the liquid chiller unit via the CAN bus. The liquid chiller unit automatically adjusts the compressor speed according to the target evaporation temperature to maintain a dynamic balance between cooling capacity and heat load.

9. The collaborative control method for a titanium-based hybrid supercapacitor power system as described in claim 6, characterized in that, The switching conditions for each stage are as follows: The conditions for switching from the operation section to the charging section are: the main circuit current is less than the preset current threshold and continues for more than the preset time, the charging connection confirmation signal is valid, and the charging equipment communication handshake is successful. The conditions for switching from the docked charging segment to the standby waiting segment are: the state of charge reaches the target value and the charging current naturally decays to below the preset threshold, or the duration of docked charging reaches the preset window cutoff time, or a forced stop charging command is received. The conditions for switching from the standby waiting phase to the operation phase are: receiving a vehicle start signal, the charging connection confirmation signal being invalid, and the cell temperature being within the discharge range.

10. The collaborative control method for a titanium-based hybrid supercapacitor power system as described in claim 6, characterized in that, The self-heating strategy under low-temperature conditions in stage three is as follows: When the ambient temperature is lower than the preset low temperature threshold and the cell temperature is lower than the preset lower limit, the BMS main control system stops the liquid cooling unit's cooling function; Joule heating is generated by controlling the equalization resistor inside the module, or by performing low-power charging and discharging on the battery cell with a charging and discharging current of less than 0.2C, a duty cycle of 30%, and a pulse mode with a 10-minute cycle. After gradually raising the cell temperature to above the lower limit of the target range, the normal heat preservation logic is then switched to.

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