CN103373237A - 用于在燃料电池混合动力车中能源管理的方法和设备 - Google Patents

用于在燃料电池混合动力车中能源管理的方法和设备 Download PDF

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CN103373237A
CN103373237A CN2013101468813A CN201310146881A CN103373237A CN 103373237 A CN103373237 A CN 103373237A CN 2013101468813 A CN2013101468813 A CN 2013101468813A CN 201310146881 A CN201310146881 A CN 201310146881A CN 103373237 A CN103373237 A CN 103373237A
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fuel cell
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drive system
electric vehicle
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马赛厄斯·兹利
莫尼卡·德尔弗林格
阿努尔夫·斯庞海默
阿明·沃姆
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Abstract

本发明涉及用于在燃料电池混合动力车中能源管理的方法和设备，其中，所述混合动力车具有驱动系统以及燃料电池和为了给驱动系统准备电能的HV电池，其中，在第一运行模式下仅通过HV电池为驱动系统提供电能，其中，在第二运行模式下既通过HV电池，也通过燃料电池为驱动系统提供电能，其中，基于至少一个预定的标准来实现第一运行模式和第二运行模式之间的转换，并且其中所述预定标准在燃料电池混合动力车运行中依赖于即时的行驶状态而变化。

Description

用于在燃料电池混合动力车中能源管理的方法和设备
技术领域
本发明涉及用于在燃料电池混合动车中能源管理的方法和设备。本发明尤其涉及用于在燃料电池混合动车中能源管理的方法和设备，仅以电能驱动该车，并且该车具有驱动系统以及燃料电池和为了给驱动系统准备电能的HV电池。
背景技术
在此类燃料电池混合动力车（FCEV=“Fuel Cell Electric Vehicle（燃料电池电动汽车）”）中由燃料电池和/或HV电池提供驱动系统所需的电能。因此在此类燃料电池混合动力车中需要在HV电池和燃料电池之间调节待提供的功率或能量分配的策略。
在DE19938623C2中公开了一种使得驱动系统的功率损耗均衡最小化的系统，其以混合动力系统的形式由诸如内燃机或燃料电池的天然能源转化器和电化学蓄能器组成，其中，驱动系统具有至少一个自由度用于通过操作或控制设备改变驱动系统的至少一个组件的驱动点。
在EP1455930B1中公开了一种燃料电池-能量生产装置，只要用于活化燃料电池所需的预计能量大于或等于预定的指定值，在其中就不发生燃料电池的活化。
发明内容
本发明的目的在于提供用于在燃料电池混合动力车中能源管理的方法和设备，其实现了带有较高效率的稳固运行。
通过以下技术方案实现此目的：
在依据本发明的方法中为了在燃料电池混合动力车中进行能源管理，其中燃料电池混合动力车具有驱动系统以及燃料电池和为了给驱动系统准备电能的HV电池，将在第一运行模式中仅通过HV电池来准备用于驱动系统的电能，并在第二运行模式中不仅通过HV电池而且还通过燃料电池来准备用于驱动系统的电能。在此，在至少一个预定标准的基础上实现第一运行模式和第二运行模式之间的转化，其中，所述预定标准在燃料电池混合动力车的运行中依赖于即时的行车状况而改变。
燃料电池系统在界限之下将无效，或在界限之上在使用燃料电池系统和HV电池的情况下实现混合驱动，依据发明这一界限并非固定的或恒定的值，而是由大量参数持续重新确定。在高于起动界限时，在既使用燃料电池又使用HV电池的情况下实现混合驱动。混合驱动的特征在于，能够分别单独的或共同的以不同份额或比例使用HV电池和燃料电池，即基本上在整体上可想见的负荷状态直至全负荷。在这里，HV电池并非保持在固定的充电状态上，而是顺利的充电和再次放电。
依据本发明的策略在其调节汽车实际行驶状况的范围中是具有适应性的。依据本发明的策略的出众之处，尤其在于燃料电池在驾车情况下根据行驶状况和车辆状况（例如关键部位的老化状况）的计算基础上适应性的开启/停止功率电平，以及相比而言较高的能量含量和相比于常规系统而言HV电池更高的利用。这尤其意味着，燃料电池系统的开启/停止功率电平并不具有固定值，而是根据行驶状况和车辆状况在驾车情况下计算得到，其中，尤其顾及到确定重要组件的老化情况。根据预定的开启-停止-触发-活动来实现使用燃料电池系统，所述活动再次依赖于各自的行车状况而变化。
根据实施方式，例如只要HV电池在预定的时间段（dT）之内充电状态（SOC）下降了预定的值（dSOC），即对燃料电池系统发出起动要求。
根据另一实施方式，只要HV电池的充电状态（SOC）达到下限值即对燃料电池系统发出起动要求，并且只要HV电池的充电状态（SOD）达到上限值即对燃料电池系统发出关闭要求。
此外，本发明以如下概念为基础，即仅以HV电池覆盖在燃料电池混合动力车的空转以及低负荷范围中的工作点，与此相对的，仅在相比而言较高负荷时启动燃料电池系统。换言之，功率截止电平（"power cutofflevel"）在本发明中偏向较高的值，低于该值将实现燃料电池系统的关闭，并仅通过HV电池提供用于驱动系统的能量。正如借助模拟所证实的那样，对于当前所用的以及将来的燃料电池概念来说，由此既能够提高效率、降低H2的消耗，又能够实现更好的稳固性。
这样通过本发明尤其将提供一种能量管理策略，其中，通过HV电池提供用于汽车驱动系统所需的能量直到功率要求，其本质上比当前FCEV概念中的要更高。根本的意义在于，相比于现有系统HV，电池比较而言更高的能量含量在此带有如下结果，即能够在相当大的程度上实现电池所支持的运行。本发明在此利用如下情况，即在燃料电池混合动力车中实现本发明时，不同于常规混合动力车（其既具有电动机又具有内燃机），能够使得混合驱动直至较高的负载。
本发明以如下想法为出发点，即燃料电池系统运行中临界驱动点在于空转和低负荷范围，因为燃料电池系统的效率在这一范围内相比而言较低。该相比较差的效率主要是通过燃料电池系统的寄生负载所引起，这对于稳固运行来说是必须的。
经过在性能产生和分布时提高灵感性，通过本发明尤其能够实现更好的效率或者燃料电池电动车（FCEV）更高的效率。此外，由于燃料电池系统在空转和低负荷时排除了运行点而能够实现FCEV更高的稳固性。此外，还能够更容易的确定燃料电池系统的硬件的尺寸，这再次造成成本节省这一结果。
根据实施方式，仅当燃料电池混合动力车的负载要求是最大负载要求的至少10%，尤其至少15%，进一步尤其至少20%的时候，才实现在第二运行模式下的运行。这样根据本发明，在负载要求值低于最大负载要求的10%，尤其低于15%时，尤其避免运行燃料电池或者仅在紧急情况下允许运行。根据具体实施方式，仅当燃料电池混合动力车的负载要求至少是4kW，尤其至少6kW，进一步尤其至少8kW时，才实现第二运行模式下的运行。本发明因此还包括弃用常规的策略，其中通常通过燃料电池系统提供尽可能多的负荷，于此相反，在常规上基本仅在动态负载状态下才支持使用HV电池。
由此能够实现燃料电池系统的实质简化以及成本降低，其中，同时延长了燃料电池的寿命，并使得运行更加稳固。
本发明尤其基于以下理解，即在使用依据本发明的策略时，仅仅只要足够大的确定HV电池尺寸并在整个容积带中使用HV电池，就能够避免人们一开始在原理上能够预计到的效率恶化。
根据实施方式，能量管理实现了将燃料电池混合动力车中的电能消耗体分配成不同的优先级，其中，为各个消耗体所分配的负载要求依赖于优先级而变化。这样根据此类实施方式还顾及到了要求的优先级（相比而言用于“安全临界”消耗体的较高优先级直到相比而言用于“关于舒适度”消耗体的较低优先级）。在依据本发明的控制策略中，基于该特征确定用于燃料电池系统（FCS=“"Fuel Cell System"”）和电池（容积）的功率额定值、用于初级电源（也就是说燃料电池系统或FCS）的停止/开始条件以及用于电学辅助负载的能量及其优先级，其中，为较低优先级的负载实现了辅助降低。
通过本发明在结果中实现了如下策略，在该策略中实现燃料电池混合动力车的能量要求和实际（通过燃料电池系统、电池和再生制动）可用能量之间的平衡。在此，能量源和能量洼地分别关于其动态速率、其功率电平以及负责要求的时长来说明特征。在根据本发明确定燃料电池系统之前所描述的截止电平时，尤其能够顾及到汽车的负载要求、HV电池的充电状态（SOC=“State of Charge”）、动力系统推测的总效率以及环境条件。此外，在考虑到燃料电池系统尽可能稳固运行的情况下实现了确定燃料电池系统的截止电平，实现了回避能够对燃料电池产生损坏的运行状态，并且在可能情况下还顾及到特别的/不寻常的运行状态，如在有缺点或负面的环境条件下的开始，例如在较低的外部温度时。
此外本发明涉及到在燃料电池混合动力车中用于能量管理的设备，其中，燃料电池混合动力车具有驱动系统以及燃料电池和用于为驱动系统提供电能的HV电池，并且其中所述设备设计如下，即实施带有前述特征的方法。
从说明书以及从属权利要求可获知本发明其他的实施方式。
附图说明
随后结合优选的具体实施方式参照附图来描述本发明。
其中：
图1：用于说明本发明基本原理的概括图；
图2a-b：用于说明开动或触发燃料电池系统的通路或断路的示例性实施方式的概括图；和
图3a-b：用于说明本发明作用原理的概括图。
具体实施方式
随后，首先结合图1说明本发明基本原理。
在图1中，通过虚线显示了通过燃料电池系统所提供的功率示例性依赖于时间的变化。该功率从零值增加到通路点或通路门槛，其中，在图1中以阴影线显示了燃料电池接通范围。燃料电池系统的接通点并不一定要落在给出的预定范围或通道中，而是还能够依赖于具体的即时行驶状况在可能情况下特殊的位于其上。
在图1中通过点划线来表示同样随时间变化的功汽车功率要求。点划线标明了同样随时间（在“最小”和“最大”值之间）变化的HV电池的充电状态（SOC）。在图1中以“电池模式”标注的第一运行状态中，仅通过HV电池来提供用于驱动系统的电能。以此相反的，在以“混合模式”标注的第二运行状态中，既通过HV电池又通过燃料电池来提供用于驱动系统的电能。
在依据本发明的策略中，基本上借助HV电池实现燃料电池混合动力车的行驶。正如图2a－b示意显示的那样，能够根据预定的开始－停止－触动－活动实现燃料电池系统的使用，其可再次依赖于各个行驶状况而改变。这样在根据图2a的实施例中，只要HV电池的充电状态（SOC）在预定的时间段dT之内下降了预定的值dSOC，就发出接通使用燃料电池系统的请求。在根据图2b的实施例中，只要HV电池的充电状态（SOC）达到其下限值，就发出接通使用燃料电池系统的请求，与此相反，只要HV电池的充电状态（SOC）达到其上限值，就发出断开使用燃料电池系统的请求。
在实施例中能够将燃料电池系统的截止电平（"cutoff level"）值设置为8kW，也就是说，在8kW以下（相比于常规的管理策略较高）的值，不应该实现燃料电池系统的运行。燃料电池系统的停用或者唯一通过HV电池为驱动系统准备能量，实现了燃料电池系统的效率在根据图3a的表格中可知的范围中显著降低。此外正如根据图3b的表格所示的那样，相对于那些常规的管理策略较高的截止电平来说，在H2消耗体中得到显著的节省，其在具体例子中约占4％。

Claims (7)

1.一种用于在燃料电池混合动力车中能源管理的方法，所述混合动力车具有驱动系统以及燃料电池和为了给驱动系统准备电能的HV电池，其特征在于，在第一运行模式下通过HV电池为驱动系统提供电能；并且在第二运行模式下既通过HV电池，也通过燃料电池为驱动系统提供电能；其中，基于至少一个预定的标准来实现第一运行模式和第二运行模式之间的转换，并且其中所述预定标准在燃料电池混合动力车运行中依赖于即时的行驶状态而变化。
2.根据权利要求1所述的方法，其特征在于，只要所述HV电池的充电状态（SOC）在规定的时间段（dT）之内下降了预定的值（dSOC），即发出接通使用燃料电池系统的请求。
3.根据权利要求1或2所述的方法，其特征在于，只要所述HV电池的充电状态（SOC）达到下限值，即发出接通使用燃料电池系统的请求，并且只要所述HV电池的充电状态（SOC）达到上限值，即发出断开使用燃料电池系统的请求。
4.根据权利要求1至3中任意一项所述的方法，其特征在于，仅当燃料电池混合动力车的负载要求占最大负载要求的至少10%，尤其至少15%，进一步尤其至少20%的时候，才实现在第二运行模式下的运行。
5.根据前述权利要求中任意一项所述的方法，其特征在于，仅当燃料电池混合动力车的负载要求至少为4kW，尤其至少6kW，进一步尤其至少8kW的时候，才实现在第二运行模式下的运行。
6.根据前述权利要求中任意一项所述的方法，其特征在于，根据以下实现所述能量管理，即为在燃料电池混合动力车中的电能消耗体分配成不同的优先级，其中，各个消耗体所分配的负载要求将依赖于优先级而变化。
7.用于在燃料电池混合动力车中进行能量管理的设备，其中，所述混合动力车具有驱动系统以及燃料电池和为了给驱动系统准备电能的HV电池，其特征在于，根据以下设计所述设备，即根据前述权利要求之一所述的方法实施。
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