CN114212005A - Energy management method and device for fuel cell system - Google Patents
Energy management method and device for fuel cell system Download PDFInfo
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- B60—VEHICLES IN GENERAL
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- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
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- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
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- H—ELECTRICITY
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Abstract
The invention relates to the technical field of fuel cells, in particular to a fuel cell system energy management method and device. The invention provides a fuel cell system energy management method, which comprises the following steps: step S1, establishing a relation model of the required power of the fuel cell system, the required power of the whole vehicle and the hydrogen consumption rate of the fuel cell hybrid system according to the efficiency characteristic parameters of the fuel cell system and the charge-discharge efficiency, the charge state and the charge-discharge capacity of the power cell; and step S2, according to the relation model, searching the corresponding fuel cell system required power value when the hydrogen consumption rate of the fuel cell hybrid system is minimum under a certain vehicle required power, and taking the required power value as the optimal output power of the fuel cell system. The invention reasonably distributes the power of the fuel cell system and the power of the power cell by integrating the efficiency of the fuel cell system and the charge-discharge loss of the power cell, can effectively prolong the service life of the fuel cell system and greatly improve the fuel economy.
Description
Technical Field
The invention relates to the technical field of fuel cells, in particular to a fuel cell system energy management method and device.
Background
A fuel cell vehicle is a vehicle using electric power generated by an on-vehicle fuel cell device as power. At present, the power system of a fuel cell vehicle is mainly an electric-electric hybrid power system formed by a fuel cell system and a power cell system.
The quality of the energy management of the fuel cell system directly affects the life of the fuel cell, wherein one important factor influencing the life of the fuel cell is the load variation amplitude and frequency.
The existing fuel cell system energy management methods are a power following mode and a state of charge (SOC) mode according to a power cell.
Among them, the power following mode has the following problems:
the power of the fuel cell system changes too frequently, which seriously affects the service life of the fuel cell system;
when the whole vehicle has a high-power request, the fuel cell often works to a high-power low-efficiency area, the energy storage characteristic of the power cell is not well utilized, and the economical efficiency is not ideal.
According to the SOC mode of the power battery and the SOC of the power battery, the output power of the fuel cell system is adjusted;
the power output change of the fuel cell is smooth in the mode, the service life of a fuel cell system is prolonged, but the economy is poor because the power output change of the fuel cell is not strongly correlated with the required power of the whole vehicle;
particularly during the braking energy recovery period of the whole vehicle, the fuel cell also operates in a power section set according to the SOC, and the braking energy cannot be efficiently recovered due to the limitation of the charging capacity of the power cell.
Therefore, there is currently a lack of a fuel cell system energy management method that can improve the service life of the fuel cell system while maintaining economy.
Disclosure of Invention
The invention aims to provide a fuel cell system energy management method and a device, which solve the problem that the service life of a fuel cell system is difficult to improve while the economical efficiency is kept when the prior art manages the energy of the fuel cell system.
In order to achieve the above object, the present invention provides a fuel cell system energy management method, comprising the steps of:
step S1, establishing a relation model of the required power of the fuel cell system, the required power of the whole vehicle and the hydrogen consumption rate of the fuel cell hybrid system according to the efficiency characteristic parameters of the fuel cell system and the charge-discharge efficiency, the charge state and the charge-discharge capacity of the power cell;
and step S2, according to the relation model, searching the corresponding fuel cell system required power value when the hydrogen consumption rate of the fuel cell hybrid system is minimum under a certain vehicle required power, and taking the required power value as the optimal output power of the fuel cell system.
In an embodiment, after the step S2, the method further includes the following steps:
and step S3, determining the actual output power of the fuel cell system according to the current required power value of the fuel cell determined at the current moment, the previous required power value of the fuel cell determined at the previous moment and the current finished vehicle state.
In one embodiment, the step S3 further includes the following steps:
step S31, if the whole vehicle is not in the braking energy recovery state, and the absolute value of the difference between the current demand power value of the fuel cell determined at the current moment and the previous demand power value of the fuel cell determined at the previous moment is less than a first preset value, the actual output power of the fuel cell system is the previous demand power value of the fuel cell determined at the previous moment.
In one embodiment, the step S3 further includes the following steps:
step S32, if the whole vehicle is not in a braking energy recovery state currently, and the absolute value of the difference between the current demand power value of the fuel cell determined at the current moment and the previous demand power value of the fuel cell determined at the previous moment is larger than a second preset value, the actual output power of the fuel cell system is changed from the previous demand power value of the fuel cell determined at the previous moment to the current demand power value of the fuel cell determined at the current moment in a low-pass filtering mode of a set first time constant.
In one embodiment, the step S3 further includes the following steps:
step S33, if the entire vehicle is currently in a braking energy recovery state, and the absolute value of the difference between the current demand power value of the fuel cell determined at the current time and the previous demand power value of the fuel cell determined at the previous time is smaller than a third preset value, the actual output power of the fuel cell system is changed from the previous demand power value of the fuel cell determined at the previous time to the current demand power value of the fuel cell determined at the current time in a low-pass filtering manner with a set second time constant.
In an embodiment, the step S3, further includes the following steps:
step S34, if the entire vehicle is currently in a braking energy recovery state, and the absolute value of the difference between the current demand power value of the fuel cell determined at the current time and the previous demand power value of the fuel cell determined at the previous time is greater than a fourth preset value, the actual output power of the fuel cell system is changed from the previous demand power value of the fuel cell determined at the previous time to the current demand power value of the fuel cell determined at the current time in a low-pass filtering manner with a set third time constant.
In an embodiment, the step S1, further includes the following steps:
step S11, calculating to obtain the current charge and discharge loss power Pbat _ loss of the power battery, and satisfying the following expression: pbat _ loss ═ (Pbat/Ubat) ^2 ^ Rbat;
wherein Ubat is the voltage of the power battery, Rbat is the internal resistance of the power battery, and Pbat is the power required by the power battery;
step S12, calculating and obtaining the total released electric energy power Pbat _ total of the power battery, and satisfying the following expression: pbat _ total is Pbat + Pbat _ loss;
step S13, obtaining a hydrogen consumption rate dM _ H2_ bat corresponding to the total released electric energy power Pbat _ total of the power battery by conversion coefficient f (soc) of hydrogen to electric energy related to the state of charge of the power battery through conversion, where the corresponding expression is: dM _ H2_ bat Pbat _ total/f (soc)/K;
wherein K is the calorific value of 1kg of hydrogen;
step S14, calculating and obtaining a current hydrogen consumption rate dM _ H2_ fcs of the fuel cell system according to the efficiency characteristic parameter effi _ fcs (Pfcs) of the fuel cell system and the required power Pfcs of the fuel cell system, where the corresponding expression is: dM _ H2_ fcs ═ Pfcs/effi _ fcs (x)/K;
step S15, calculating and obtaining a hydrogen consumption rate dM _ H2_ total of the fuel cell hybrid system corresponding to the required power Pfcs of the fuel cell system, wherein the corresponding expression is as follows:
dM_H2_total＝dM_H2_bat+dM_H2_fcs；
step S16, generating a relation curve model, wherein the relation curve model is a relation curve between the required power Pfcs of the fuel cell system and the hydrogen consumption rate dM _ H2_ total of the fuel cell hybrid system when the power demand Preq of the whole vehicle takes a certain value;
the required power of the whole vehicle Preq, the required power of the power battery Pbat and the required power of the fuel battery system Pfcs meet the following expressions: preq is Pbat + Pfcs.
In an embodiment, the step S1 further includes generating a corresponding relationship curve of the total vehicle required power Preq and the fuel cell system required power Pfcs within a certain time range according to the relationship model by using a calculation cycle with a certain interval;
the step S2 further includes querying a corresponding relationship curve between the vehicle demand power Preq and the fuel cell system demand power Pfcs according to the vehicle demand power Preq determined at the current time, and obtaining the fuel cell system demand power Pfcs as the optimal output power of the fuel cell system.
In order to achieve the above object, the present invention provides a fuel cell system energy management device, comprising:
a memory for storing instructions executable by the processor;
a processor for executing the instructions to implement the method of any one of the above.
To achieve the above object, the present invention provides a computer storage medium having computer instructions stored thereon, wherein the computer instructions, when executed by a processor, perform the method as described in any one of the above.
According to the fuel cell system energy management method and device provided by the invention, the system optimization is carried out on the operation working point of the fuel cell system by integrating the efficiency of the fuel cell system and the charging and discharging loss of the power cell, the power of the fuel cell system and the power of the power cell are reasonably distributed by considering different requirements of vehicle braking recovery, and the service life of the fuel cell system can be effectively prolonged and the fuel economy is greatly improved through long-term comparison test verification of a real vehicle.
Drawings
The above and other features, properties and advantages of the present invention will become more apparent from the following description of the embodiments with reference to the accompanying drawings in which like reference numerals denote like features throughout the several views, wherein:
FIG. 1 discloses a schematic diagram of a fuel cell hybrid system according to an embodiment of the invention;
FIG. 2 discloses a flow chart of a method of fuel cell system energy management according to an embodiment of the invention;
FIG. 3 discloses a schematic diagram of a traversal optimization algorithm according to an embodiment of the invention;
FIG. 4 discloses a diagram of a foreground-background optimization algorithm according to an embodiment of the present invention;
fig. 5 discloses a functional block diagram of an energy management device of a fuel cell system according to an embodiment of the present invention.
The meanings of the reference symbols in the figures are as follows:
1, a power battery system;
2 a fuel cell system;
3, a motor;
4, a main speed reducer;
5 a differential mechanism;
61 wheels;
62 wheels;
63 wheels;
64 wheels;
71 a memory;
72 a processor.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Fig. 1 discloses a schematic diagram of a fuel cell hybrid system according to an embodiment of the present invention, and the fuel cell hybrid vehicle shown in fig. 1 mainly includes a power cell system 1 and a fuel cell system 2.
Wherein, when the vehicle is accelerated or has high power demand, the power battery system 1 and the fuel battery system 2 provide power for the motor 3 together;
during deceleration braking, the motor 3 generates power, and braking energy recovery and the like are realized by charging the power battery system 1.
The fuel cell system 2, the power cell system 1 and the motor 3 controller are connected through a high-voltage bus (black thick line in figure 1) to jointly form a high-voltage driving system of the whole vehicle.
The torque of the motor 3 is transmitted to the wheels 61, 62, 63 and 64 through the final drive 4 and the differential 5, and drives the vehicle to run.
Fig. 2 is a flowchart illustrating a method for managing energy of a fuel cell system according to an embodiment of the present invention, and as shown in fig. 2, the present invention provides a method for managing energy of a fuel cell vehicle, including the following steps:
step S1, establishing a relation model of the required power of the fuel cell system, the required power of the whole vehicle and the hydrogen consumption rate of the fuel cell hybrid system according to the efficiency characteristic parameters of the fuel cell system and the charge-discharge efficiency, the charge state and the charge-discharge capacity of the power cell;
and step S2, according to the relation model, searching the corresponding fuel cell system required power value when the hydrogen consumption rate of the fuel cell hybrid system is minimum under a certain vehicle required power, and taking the required power value as the optimal output power of the fuel cell system.
The invention provides a fuel cell automobile energy management method, which comprises the steps of establishing an incidence relation model between the output power of a fuel cell system and the power requirement of the whole automobile, the efficiency characteristic parameters of the fuel cell system, the charge and discharge efficiency, the charge state, the charge and discharge capacity and the like of a power cell, calculating the required power of the fuel cell system after optimization according to the incidence relation model, and determining the actual output power of the fuel cell together with the current required power value of the fuel cell system determined at the current moment, the previous required power of the fuel cell system determined at the previous moment and the current whole automobile state.
In the present embodiment, the process of establishing the relationship model between the required power of the fuel cell system, the required power of the whole vehicle, and the hydrogen consumption rate of the fuel cell hybrid system will be described in detail.
According to the power balance relation of the whole vehicle, the following can be obtained:
the required power of the whole vehicle Preq is the required power of the power battery Pbat + the required power of the fuel battery system Pfcs;
assuming that Pfcs is equal to x, Pbat is equal to Preq-x, (the range of Pbat is limited by the maximum charge-discharge power of the power battery at the moment);
step S11, obtaining the current charge-discharge loss power Pbat _ loss of the power battery under the power Pbat of the power battery, and satisfying the following expression, where Pbat _ loss ═ (Pbat/Ubat) ^2 rabat, where Ubat is the battery voltage and rabat is the battery internal resistance;
step S12, calculating and obtaining the total released electric energy power Pbat _ total of the battery as: pbat _ total is Pbat + Pbat _ loss, wherein the Pbat sign is negative during charging;
because the power battery of the hybrid electric vehicle is not externally charged, the electric energy of the power battery mainly comes from the power generation process of the fuel cell system and the charging of the power battery in the braking energy recovery process.
Step S13, obtaining a hydrogen consumption rate dM _ H2_ bat corresponding to the electric energy power Pbat _ total released by the battery by querying a hydrogen-to-electric energy conversion coefficient f (SOC) related to the state of charge SOC of the power battery, where the corresponding expression is:
dM_H2_bat＝Pbat_total/f(soc)/K；
wherein K is the calorific value of 1kg of hydrogen and has the unit of kwh;
a conversion coefficient f (SOC) mainly determined by the power generation efficiency of the fuel cell, the charging efficiency of the power cell and the like;
step S14, obtaining a current hydrogen consumption rate dM _ H2_ fcs of the fuel cell system according to the efficiency characteristic parameter effi _ fcs (pfcs) of the fuel cell system, where the corresponding expression is:
dM_H2_fcs＝Pfcs/effi_fcs(x)/K；
step S15, calculating and obtaining a total hydrogen consumption rate dM _ H2_ total of the fuel cell hybrid system when the required power Pfcs of the fuel cell system is x, where the corresponding expression is:
dM_H2_total＝dM_H2_bat+dM_H2_fcs；
step S16, generating a relation curve model, wherein the relation curve model is a relation curve between the required power Pfcs of the fuel cell system and the hydrogen consumption rate dM _ H2_ total of the fuel cell hybrid system when the power demand Preq of the whole vehicle takes a certain value;
the above algorithm for obtaining the relational model is called a traversal optimization algorithm.
Fig. 3 discloses a schematic diagram of a traversal optimization algorithm according to an embodiment of the invention, as shown in fig. 3, where the abscissa x is the required power Pfcs of the fuel cell system, and the ordinate y is the total hydrogen consumption rate dM _ H2_ total of the fuel cell hybrid system, and by traversing x from 0 to the currently allowed maximum output power of the fuel cell, a curve as shown in fig. 3 can be obtained, where the curve is a relationship curve between x and dM _ H2_ total when the required power Preq of the entire vehicle takes a certain value, and where the range that x can actually traverse can be constrained according to the maximum charging and discharging power range available for the power cell;
when the hydrogen consumption rate dM _ H2_ total minimum Min (dM _ H2_ total) of the fuel cell hybrid system of the relationship curve is found, the corresponding value of the required power Pfcs of the fuel cell system x _ Min can be used as the optimal output power Pfcs of the fuel cell system at the moment.
Optionally, because the related calculation parameters in the traversal optimization algorithm do not change rapidly in a short period, the invention further provides a foreground-background optimization algorithm, fig. 4 discloses a schematic diagram of the foreground-background optimization algorithm according to an embodiment of the invention, where an abscissa x is a required power Preq of the entire vehicle, and an ordinate y is a required power Pfcs of the fuel cell system, and the foreground-background optimization algorithm shown in fig. 4 further includes:
the step S1 further includes generating a corresponding relation curve of the total vehicle demand power Preq and the fuel cell system demand power Pfcs within a certain time range according to the relation model by adopting a calculation cycle with a certain interval;
in a background program of the fuel cell controller, a calculation period with a slightly longer interval (for example, 100ms to 1s) is adopted, and a corresponding relation curve between a power point covering a reasonable value range of the finished automobile required power Preq and the optimal required power Pfcs of the fuel cell system is calculated according to a relation curve model.
The step S2 further includes querying a corresponding relationship curve according to the total vehicle required power Preq determined at the current time, and obtaining the required power Pfcs of the fuel cell system as the optimal output power of the fuel cell system.
In the real-time control system, the corresponding relation curve is inquired through the total vehicle required power Preq determined at the current moment, and the optimal fuel cell system required power Pfcs is rapidly acquired.
The foreground-background optimization algorithm can greatly reduce the CPU running resource consumption of the controller and improve the response speed of the controller.
By obtaining the output power of the fuel cell system as shown in fig. 2 to 4, the overall hydrogen consumption reduction of the system can be achieved.
However, since the actual vehicle runs and the required power of the whole vehicle changes frequently, the required power Pfcs of the optimal fuel cell system obtained by the method also changes frequently, which affects the service life of the fuel cell system.
In order to improve the life of the fuel cell, the method for managing energy of the fuel cell system according to the present invention, after the step S2, further includes the following steps:
and step S3, determining the actual output power of the fuel cell system according to the current required power value of the fuel cell determined at the current moment, the previous required power value of the fuel cell determined at the previous moment and the current finished vehicle state.
More specifically, the actual output power of the fuel cell system is determined according to the current required power of the fuel cell determined at the current moment, the previous required power of the fuel cell determined at the previous moment and whether the current vehicle is in a braking energy recovery state.
Further, the step S3 further includes the steps of:
step S31, if the vehicle is not in a braking energy recovery state and the absolute value of the difference between the current required power value Pfcs of the fuel cell determined at the current time and the previous required power value of the fuel cell determined at the previous time is smaller than a first preset value, the actual output power of the fuel cell system is the previous required power value of the fuel cell determined at the previous time.
At the moment, the output power keeps stable according to the required power value at the previous moment, and the service life of the fuel cell system is prolonged.
Further, the step S3 further includes the steps of:
step S32, if the vehicle is not in a braking energy recovery state and the absolute value of the difference between the current required power value Pfcs of the fuel cell determined at the current moment and the previous required power value of the fuel cell determined at the previous moment is greater than a second preset value, the actual output power of the fuel cell system is changed from the previous required power value of the fuel cell determined at the previous moment to the current required power value of the fuel cell determined at the current moment in a low-pass filtering manner with a set first time constant T1.
For example, the first time constant is 10-60 s, and at this time, the actual output power of the fuel cell system gradually approaches the new target power from the previous required power value of the fuel cell determined at the previous time to the current required power value of the fuel cell determined at the current time according to a low-pass filtering form of the first time constant T1.
Therefore, the fuel cell system can operate according to the optimized economic power on the premise of meeting the long-term power requirement, the power change amplitude and frequency of the fuel cell system can be reduced, and the economical efficiency and the service life of the fuel cell system are improved.
Further, the step S3 further includes the steps of:
step S33, if the vehicle is in a braking energy recovery state and the absolute value of the difference between the current demand power value of the fuel cell determined at the current moment and the previous demand power value of the fuel cell determined at the previous moment is smaller than a third preset value, the actual output power of the fuel cell system is changed from the previous demand power value of the fuel cell determined at the previous moment to the current demand power value of the fuel cell determined at the current moment in a low-pass filtering mode of a set second time constant T2.
For example, the second time constant T2 is 2-10 s, and at this time, the actual output power of the fuel cell system gradually approaches the new target power according to the low-pass filtering form of the set second time constant T2, and changes to the current required power value of the fuel cell determined at the current time.
Therefore, on the premise of meeting the requirement of braking energy recovery power, the power change amplitude and frequency of the fuel cell system are reduced, and the economical efficiency and the service life of the fuel cell system are improved.
Further, the step S3 further includes the steps of:
step S34, if the vehicle is in a braking energy recovery state and the absolute value of the difference between the current demand power value Pfcs of the fuel cell determined at the current moment and the previous demand power value of the fuel cell determined at the previous moment is greater than a fourth preset value, the actual output power of the fuel cell system is changed from the previous demand power value of the fuel cell determined at the previous moment to the current demand power value of the fuel cell determined at the current moment in a low-pass filtering mode with a set third time constant T3.
For example, the third time constant T3 is 0-1 s, and at this time, the actual output power of the fuel cell system approaches the new target power quickly according to a low-pass filtering form with a shorter third time constant T3, and changes to the current required power value of the fuel cell determined at the current time.
In this embodiment, the response curve of the low-pass filter is a step response curve of a first-order system of unit input, and the smaller the time constant, the faster the output changes.
Therefore, the output power of the fuel cell system can be quickly reduced, and the sufficient charging capacity of the power cell is vacated, so that the requirement of braking energy recovery power is met, and the economy of the fuel cell system is improved.
It should be noted that there is no order relationship between steps S31 and S34, and all steps do not need to occur simultaneously. Generally, the steps S31-S34 can be triggered individually, for example, the step S31 can occur individually, or the step S33 can occur individually without going through the steps S31-S32.
In this embodiment, the first preset value, the second preset value, the third preset value and the fourth preset value are the same value, but in other embodiments, they may be different values.
While, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as would be understood by one skilled in the art.
In order to implement the above embodiments, an embodiment of the present invention provides a fuel cell system energy management device, as shown in fig. 5, which includes a memory 71, a processor 72; wherein the processor 72 runs a program corresponding to the executable program code by reading the executable program code stored in the memory 71 for implementing the steps of the method in the above embodiments.
When the process file implementing the fuel cell system energy management method is a computer program, it may also be stored in a computer-readable storage medium as an article of manufacture. For example, computer-readable storage media can include but are not limited to magnetic storage devices (e.g., hard disk, floppy disk, magnetic strips), optical disks (e.g., Compact Disk (CD), Digital Versatile Disk (DVD)), smart cards, and flash memory devices (e.g., electrically Erasable Programmable Read Only Memory (EPROM), card, stick, key drive). In addition, various storage media described herein can represent one or more devices and/or other machine-readable media for storing information. The term "machine-readable medium" can include, without being limited to, wireless channels and various other media (and/or storage media) capable of storing, containing, and/or carrying code and/or instructions and/or data.
According to the fuel cell system energy management method and device provided by the invention, the system optimization is carried out on the operation working point of the fuel cell system by integrating the efficiency of the fuel cell system and the charging and discharging loss of the power cell, the power of the fuel cell system and the power of the power cell are reasonably distributed by considering different requirements of vehicle braking recovery, and the service life of the fuel cell system can be effectively prolonged and the fuel economy is greatly improved through long-term comparison test verification of a real vehicle.
As used in this application and the appended claims, the terms "a," "an," "the," and/or "the" are not intended to be inclusive in the singular, but rather are intended to be inclusive in the plural unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that steps and elements are included which are explicitly identified, that the steps and elements do not form an exclusive list, and that a method or apparatus may include other steps or elements.
Those of skill in the art would understand that information, signals, and data may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits (bits), symbols, and chips that may be referenced throughout the above description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.
Those of skill would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The various illustrative logical modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal.
In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, Digital Subscriber Line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk (disk) and disc (disc), as used herein, includes Compact Disc (CD), laser disc, optical disc, Digital Versatile Disc (DVD), floppy disk and blu-ray disc where disks (disks) usually reproduce data magnetically, while discs (discs) reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.
The embodiments described above are provided to enable persons skilled in the art to make or use the invention and that modifications or variations can be made to the embodiments described above by persons skilled in the art without departing from the inventive concept of the present invention, so that the scope of protection of the present invention is not limited by the embodiments described above but should be accorded the widest scope consistent with the innovative features set forth in the claims.
Claims (10)
1. A fuel cell system energy management method, comprising the steps of:
step S1, establishing a relation model of the required power of the fuel cell system, the required power of the whole vehicle and the hydrogen consumption rate of the fuel cell hybrid system according to the efficiency characteristic parameters of the fuel cell system and the charge-discharge efficiency, the charge state and the charge-discharge capacity of the power cell;
and step S2, according to the relation model, searching the corresponding fuel cell system required power value when the hydrogen consumption rate of the fuel cell hybrid system is minimum under a certain vehicle required power, and taking the required power value as the optimal output power of the fuel cell system.
2. The fuel cell system energy management method according to claim 1, further comprising, after the step S2, the step of:
and step S3, determining the actual output power of the fuel cell system according to the current required power value of the fuel cell determined at the current moment, the previous required power value of the fuel cell determined at the previous moment and the current finished vehicle state.
3. The fuel cell system energy management method according to claim 2, wherein the step S3 further includes the steps of:
step S31, if the vehicle is not in a braking energy recovery state and the absolute value of the difference between the current required power value of the fuel cell determined at the current time and the previous required power value of the fuel cell determined at the previous time is smaller than a first preset value, the actual output power of the fuel cell system is the previous required power value of the fuel cell determined at the previous time.
4. The fuel cell system energy management method according to claim 2, wherein the step S3 further includes the steps of:
step S32, if the vehicle is not in a braking energy recovery state and the absolute value of the difference between the current required power value of the fuel cell determined at the current time and the previous required power value of the fuel cell determined at the previous time is greater than a second preset value, the actual output power of the fuel cell system is changed from the previous required power value of the fuel cell determined at the previous time to the current required power value of the fuel cell determined at the current time in a low-pass filtering manner with a set first time constant.
5. The fuel cell system energy management method according to claim 2, wherein the step S3 further includes the steps of:
step S33, if the entire vehicle is in a braking energy recovery state and the absolute value of the difference between the current required power value of the fuel cell determined at the current time and the previous required power value of the fuel cell determined at the previous time is smaller than a third preset value, the actual output power of the fuel cell system is changed from the previous required power value of the fuel cell determined at the previous time to the current required power value of the fuel cell determined at the current time in a low-pass filtering manner with a set second time constant.
6. The fuel cell system energy management method according to claim 2, wherein the step S3 further includes the steps of:
step S34, if the entire vehicle is in a braking energy recovery state and the absolute value of the difference between the current required power value of the fuel cell determined at the current time and the previous required power value of the fuel cell determined at the previous time is greater than a fourth preset value, the actual output power of the fuel cell system is changed from the previous required power value of the fuel cell determined at the previous time to the current required power value of the fuel cell determined at the current time in a low-pass filtering manner with a set third time constant.
7. The fuel cell system energy management method of claim 1, wherein the step S1, further comprising the steps of:
step S11, calculating to obtain the current charge and discharge loss power Pbat _ loss of the power battery, and satisfying the following expression: pbat _ loss ═ (Pbat/Ubat) ^2 ^ Rbat;
wherein Ubat is the voltage of the power battery, Rbat is the internal resistance of the power battery, and Pbat is the power required by the power battery;
step S12, calculating and obtaining the total released electric energy power Pbat _ total of the power battery, and satisfying the following expression: pbat _ total is Pbat + Pbat _ loss;
step S13, obtaining a hydrogen consumption rate dM _ H2_ bat corresponding to the total released electric energy power Pbat _ total of the power battery by conversion coefficient f (soc) from hydrogen to electric energy related to the state of charge of the power battery through conversion, where the corresponding expression is: dM _ H2_ bat Pbat _ total/f (soc)/K;
wherein K is the calorific value of 1kg of hydrogen;
step S14, calculating and obtaining a current hydrogen consumption rate dM _ H2_ fcs of the fuel cell system according to the efficiency characteristic parameter effi _ fcs (Pfcs) of the fuel cell system and the required power Pfcs of the fuel cell system, where the corresponding expression is: dM _ H2_ fcs ═ Pfcs/effi _ fcs (x)/K;
step S15, calculating and obtaining a hydrogen consumption rate dM _ H2_ total of the fuel cell hybrid system corresponding to the required power Pfcs of the fuel cell system, wherein the corresponding expression is as follows: dM _ H2_ total ═ dM _ H2_ bat + dM _ H2_ fcs;
step S16, generating a relation curve model, wherein the relation curve model is a relation curve between the required power Pfcs of the fuel cell system and the hydrogen consumption rate dM _ H2_ total of the fuel cell hybrid system when the power demand Preq of the whole vehicle takes a certain value;
the required power of the whole vehicle Preq, the required power of the power battery Pbat and the required power of the fuel battery system Pfcs meet the following expressions: preq is Pbat + Pfcs.
8. The fuel cell system energy management method of claim 7, wherein:
the step S1 further includes generating a corresponding relation curve of the total vehicle demand power Preq and the fuel cell system demand power Pfcs within a certain time range according to the relation model by adopting a calculation cycle with a certain interval;
the step S2 further includes querying a corresponding relationship curve between the vehicle demand power Preq and the fuel cell system demand power Pfcs according to the vehicle demand power Preq determined at the current time, and obtaining the fuel cell system demand power Pfcs as the optimal output power of the fuel cell system.
9. A fuel cell system energy management device, comprising:
a memory for storing instructions executable by the processor;
a processor for executing the instructions to implement the method of any one of claims 1-8.
10. A computer storage medium having computer instructions stored thereon, wherein the computer instructions, when executed by a processor, perform the method of any of claims 1-8.
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