CN108099670B - High-temperature SOFC electric automobile energy management intelligent control system and method - Google Patents

High-temperature SOFC electric automobile energy management intelligent control system and method Download PDF

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CN108099670B
CN108099670B CN201711431447.4A CN201711431447A CN108099670B CN 108099670 B CN108099670 B CN 108099670B CN 201711431447 A CN201711431447 A CN 201711431447A CN 108099670 B CN108099670 B CN 108099670B
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fuel cell
converter
cell stack
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CN108099670A (en
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陆玉正
颜森林
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Nanjing Xiaozhuang University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L58/31—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for starting of fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/34—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • 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
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04037—Electrical heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • 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
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H01M8/04225—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells during start-up
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Fuel Cell (AREA)

Abstract

The invention discloses an energy management intelligent control system and method for a high-temperature SOFC electric automobile, wherein the system comprises a fuel cell stack, an energy transmission module, a driving module, an energy storage module, a charging module, a heating module, an oxidant supply system, a fuel system and a control module; the fuel cell stack is connected with the driving module through the energy transmission module, connected with the energy storage module through the charging module and connected with the oxidant supply system; the energy storage module is connected with the driving module through the energy transmission module and connected with the fuel cell stack through the heating module, and the control module is used for controlling the working state of the whole system. The energy of the electric automobile is supplied by the high-temperature SOFC and the super capacitor together, and efficient and stable transmission and conversion of the energy are realized through fuzzy control. Meanwhile, the operating temperature of the high-temperature SOFC adopts a fuzzy control algorithm, so that reliable temperature control is realized.

Description

High-temperature SOFC electric automobile energy management intelligent control system and method
Technical Field
The invention relates to a fuel cell energy control device and a control method, in particular to a high-temperature SOFC electric automobile energy management intelligent control system and method.
Background
With the development of economy and science, electric vehicles are vigorously developed in all countries of the world. The British plan is to stop producing fuel-powered automobiles completely in 2040 years, and the Changan automobile company Limited in China plans to stop producing fuel-powered automobiles in 2025 years, so that electric automobiles will be in full development period. Father of asian electric vehicles, chenqingquan, proposed several stages of the electric vehicle development experience. First, a hybrid electric vehicle, such as a toyota pluris hybrid electric vehicle, is popular in japan, and many types of vehicles in toyota and honda adopt the hybrid technology, which is mature at present, and other types of vehicles in the united states and europe use the hybrid technology. The electric automobile is the second one, and the current vehicle type is represented by Tesla electric automobiles, and China also vigorously pushes electric automobile projects.
However, the Chenqing spring academy states that the ultimate product for electric vehicles is a fuel cell vehicle. Because the current electric automobile needs to be charged, the electric energy source in China mainly comes from thermal power generation, and the charging problem is very difficult. The fuel cell electric automobile is like each automobile is provided with a high-efficiency generator, and finally the power problem is solved.
However, the fuel cell technology suffers from difficulties of cost, technology and the like, and is still in the development stage, especially for high-temperature solid oxide fuel cells, which have very high efficiency. The application of the high-temperature solid oxide fuel cell system to the electric automobile has the energy conversion processes of heat energy, power generation, electricity utilization and the like, the system is complex, and the energy control is particularly important.
Disclosure of Invention
The purpose of the invention is as follows: aiming at the defects of the existing electric automobile charging equipment, the invention aims to provide an intelligent control system and method for high-temperature SOFC electric automobile energy management, which are based on a fuel cell technology and a super capacitor technology and are used for realizing the efficient energy management control of the electric automobile.
The technical scheme is as follows: the invention relates to an intelligent energy management control system for a high-temperature SOFC electric automobile, which comprises: the system comprises a fuel cell stack, an energy transmission module, a driving module, an energy storage module, a charging module, a heating module, an oxidant supply system, a fuel system and a control module; the fuel cell stack is connected with the driving module through the energy transmission module and is connected with the energy storage module through the charging module, and the fuel cell stack is also connected with the oxidant supply system; the energy storage module is connected with the driving module through the energy transmission module and connected with the fuel cell stack through the heating module, and the control module is used for controlling the working state of the whole system.
Further, the fuel cell stack is a high temperature solid oxide fuel cell stack, which includes: the fuel cell stack comprises a fuel cell stack body, a heat insulation layer and an electric heating layer;
an electric heater is arranged outside the fuel cell stack body, and a heat insulation layer is arranged outside the electric heater; the fuel cell stack is also provided with a positive electrode, a negative electrode, an oxidant inlet, an oxidant outlet, a fuel inlet and a fuel outlet
The anode and the cathode of the fuel cell stack are connected with the driving module through the energy transmission module and are connected with the anode and the cathode of the energy storage module through the charging module, and the oxidant inlet and the oxidant outlet of the fuel cell stack are connected with the oxidant supply system.
Furthermore, the fuel system comprises a hydrogen storage tank which is connected with a fuel outlet of the fuel cell stack through an electric control valve.
Further, the energy transmission module comprises a bidirectional DC/DC converter and a bidirectional DC/AC converter, wherein the anode of the bidirectional DC/AC converter is connected with the anode of the fuel cell stack, a power diode is connected in series in the middle of the bidirectional DC/AC converter, and the cathode of the bidirectional DC/AC converter is connected with the cathode of the fuel cell stack; the positive and negative electrodes of the bidirectional DC/AC converter are connected with the positive and negative electrodes of the energy storage module in parallel, and the bidirectional DC/DC converter is connected in series in the middle; and the output end of the bidirectional DC/AC converter is connected with a power supply port of the driving module.
Further, the control module is a controller, the input of the controller is respectively connected with the temperature signal, the voltage signal, the current signal of the high-temperature solid oxide fuel cell stack, the voltage signal and the current signal of the energy storage module and the power demand signal of the driving module, and the output of the controller is respectively connected with the control port of the electric control valve, the control port of the oxidant supply system, the control port of the charging module, the control port of the energy transmission module and the control port of the heating module.
Further, the driving module is a driving motor, the energy storage module is a super capacitor, the charging module is a charging DC/DC converter, the heating module is a heating DC/DC converter, and the oxidant supply system is a compression pump.
In another embodiment, the system comprises a high-temperature solid oxide fuel cell stack, a heat insulation layer, an electric heater, a charging DC/DC converter, a bidirectional DC/DC converter, a super capacitor, a controller, a bidirectional DC/AC converter, a heating DC/DC converter, a driving motor, an air compression pump, a hydrogen storage tank, an electric control valve and a power diode;
the anode of the high-temperature solid oxide fuel cell stack is connected with the anode of the bidirectional DC/AC converter, the middle part of the high-temperature solid oxide fuel cell stack is connected with a power diode in series, the cathode of the high-temperature solid oxide fuel cell stack is connected with the cathode of the bidirectional DC/AC converter, the anode and the cathode of the bidirectional DC/AC converter are connected with the anode of the super capacitor, the negative electrodes are connected in parallel, the middle of the charging DC/DC converter is connected in series with a bidirectional DC/DC converter, the input end of the charging DC/DC converter is respectively connected with the positive electrode and the negative electrode of the high-temperature solid oxide fuel cell stack, the output end of the charging DC/DC converter is respectively connected with the positive electrode and the negative electrode of the super capacitor, the input end of the heating DC/DC converter is connected in parallel with the positive electrode and the negative electrode of the super capacitor, the output end of the heating DC/DC converter is connected with a power supply interface of the electric heater, and the output end of;
the input of the controller is respectively connected with a temperature signal, a voltage signal, a current signal, a voltage signal and a current signal of the super capacitor and a power demand signal of the driving motor of the high-temperature solid oxide fuel cell stack, and the output of the controller is respectively connected with a control port of an electric control valve, a control port of an air compression pump, a control port of a charging DC/DC converter, a control port of a bidirectional DC/AC converter and a control port of a heating DC/DC converter;
and an electric heater is arranged outside the high-temperature solid oxide fuel cell stack, and a heat insulation layer is arranged outside the electric heater.
In another embodiment, the system comprises a starting process energy management control subsystem, a normal running process energy management control subsystem, an acceleration running process energy management control subsystem and a braking process energy management control subsystem;
the energy of the energy management control subsystem in the starting process is provided by a super capacitor, and the output electric energy of the super capacitor is as follows:
P0＝P1+P2 (1)；
wherein, P0 is the output electric energy of the super capacitor, P1 is the required electric power of the driving motor, P2 is the electric power required by the electric heater;
the high-temperature solid oxide fuel cell stack cannot run at normal temperature in the starting process, the high-temperature solid oxide fuel cell stack needs to be heated to the running temperature of 700 ℃ by an electric heater, and the working states of each converter and the electric control valve in the starting process are controlled by output signals of the controller; when the temperature of the high-temperature solid oxide fuel cell stack reaches 700 ℃, the energy conversion carries out a management control subsystem in the normal driving process;
the energy of the energy management control subsystem in the normal running process is supplied by the high-temperature solid oxide fuel cell stack, and the specific values are as follows:
P3＝P01+P1+P2 (2)；
wherein, P01 is the charging power of the super capacitor, P1 is the electric power required by the driving motor, P2 is the electric power required by the electric heater, P3 is the output electric power of the high-temperature solid oxide fuel cell stack, in the normal driving process, the high-temperature solid oxide fuel cell stack charges the super capacitor at the same time, and the charging power is P01;
the temperature of the high-temperature solid oxide fuel cell stack is heated to 700 ℃ in the normal running process, and the working states of each converter and the electric control valve are controlled by the output signals of the controller in the normal running process;
the energy of the energy management control subsystem in the acceleration running process is supplied with electric energy by the high-temperature solid oxide fuel cell stack and the super capacitor together, and the specific values are as follows:
P3+P0＝P1+P2 (3)；
wherein, P0 is the output electric energy of the super capacitor, P1 is the demand electric power of the driving motor, P2 is the electric power needed by the electric heater, P3 is the output electric power of the high-temperature solid oxide fuel cell stack;
the temperature of the high-temperature solid oxide fuel cell stack is heated to 700 ℃ in the process of accelerating running, and the working states of each converter and the electric control valve are controlled by the output signals of the controller in the process of accelerating running;
when the energy management control subsystem is braked in the braking process, the driving motor works in a power generation state, and the energy control is as follows:
P11＝P01 (4)；
wherein, P01 is the charging electric power of the super capacitor, P11 is the generating power of the driving motor;
the working states of each converter and the electric control valve are controlled by the output signals of the controller in the braking process.
In another embodiment, an intelligent control method for energy management of a high-temperature SOFC electric vehicle, where the temperature control subsystem uses fuzzy control, specifically: the operation temperature of the high-temperature solid oxide fuel cell stack is heated by an electric heater, the heating power of the electric heater is heated by a super capacitor through a heating DC/DC converter, and the duty ratio of the heating DC/DC converter is controlled by a controller so as to control the electric power required by heating.
Further, the controller of the fuzzy control comprises the following design steps:
(1) determining input and output variables
The input of the fuzzy controller is an error e between the given temperature and the actual temperature of the high-temperature solid oxide fuel cell stack;
the input II of the fuzzy controller is the change rate de/dt of the error e;
the output of the fuzzy controller is a duty ratio control signal u of the heating DC/DC converter;
(2) input and output variable discourse domain and quantization factor
The basic domain of error e is designed to be (-60kW, +60kW), and after normalization processing:
Figure BDA0001525018380000041
wherein, aeTo the left of the basic discourse of error e, beTo the right of the basic discourse of error e, xeIs a variable in the fundamental domain of error e, xe' is the standard domain of discourse normalized by the basic domain of error e;
converting a continuous variable of (-60Kw, +60Kw) into a continuous variation between (-6, +6), and then dividing the variation into 7 linguistic variables E, i.e., positive large (PB), Positive Middle (PM), Positive Small (PS), Zero (ZO), Negative Small (NS), Negative Middle (NM), and negative large (NB);
the domain of discourse of the linguistic variable E is further selected as follows:
X＝{-6，-5，-4，-3，-2，-1,0，+1，+2，+3，+4，+5，+6} (6)；
the quantization factor Ke of the error e is 0.1-6/60;
designing the membership function used for describing the fuzzy subset on the retentional domain X as a normal function, namely:
Figure BDA0001525018380000051
wherein σ1Width of the membership function for the discourse domain X, c1Being the centre of the membership function of the discourse domain X, μ1(x) A membership function representing the discourse domain X;
further establishing an assignment table of the language variable E;
the basic domain of discourse for the rate of change de/dt of the error e is (-20kW/s, +20kW/s),
carrying out normalization treatment:
Figure BDA0001525018380000052
wherein, aecTo the left of the basic discourse of the rate of change de/dt of the error e, becTo the right of the basic discourse of the rate of change de/dt of the error e, xecA variable in the fundamental domain of the rate of change de/dt of the error e, xe′cThe standard domain of discourse is normalized after the basic domain of discourse of the rate of change de/dt of the error e;
converting a continuous variable of (-20kW/s, +20Kw/s) into a continuous variation between (-6, +6), and then dividing the variation into 7 linguistic variables EC, namely positive large (PB), Positive Middle (PM), Positive Small (PS), Zero (ZO), Negative Small (NS), Negative Middle (NM), and negative large (NB);
the domain of discourse of the further selected linguistic variable EC is:
Y＝{-6，-5，-4，-3，-2，-1,0，+1，+2，+3，+4，+5，+6} (9)；
the quantization factor Kec-6/20-0.3 of the error e is obtained;
designing a membership function used for describing the fuzzy subset on the retentional domain Y as a normal function, namely:
Figure BDA0001525018380000053
wherein σ2Width of the membership function for the discourse domain Y, c2At the centre of the membership function of the discourse domain Y, μ2(x) A membership function representing the discourse domain Y;
further establishing an assignment table of the language variable EC;
the output variable u has a basic discourse area of (-100kW, +100 kW);
carrying out normalization treatment:
Figure BDA0001525018380000061
wherein, auTo the left of the basic discourse of error u, buTo the right of the basic discourse of error u, xuIs a variable in the fundamental theoretical domain of error u, x'uIs the standard domain after the normalization of the basic domain of error u;
converting a continuous variable of (-100kW, +100kW) into a continuous variation between (-6, +6), and then dividing the variation into 7 linguistic variables U, namely positive large (PB), Positive Middle (PM), Positive Small (PS), Zero (ZO), Negative Small (NS), Negative Middle (NM), and negative large (NB);
the domain of discourse of the linguistic variable U is further selected as follows:
Z＝{-6，-5，-4，-3，-2，-1,0，+1，+2，+3，+4，+5，+6} (12)；
then the quantization factor Ku-6/100-0.06 of the output variable U is obtained;
the membership function used to describe the fuzzy subset on the domain of discourse Z is designed as a normal function, namely:
Figure BDA0001525018380000062
wherein σ3Width of the membership function for the discourse domain Z, c3Is the center of the membership function of the discourse domain Z, mu3(x) Representing the membership function of the discourse domain Z.
Further establishing an assignment table of the language variable U;
(3) design of fuzzy control rule
The principle of designing the fuzzy control rule is that when the error is large or large, the control quantity is selected to eliminate the error as soon as possible, and when the error is small or small, the overshoot is controlled by the control quantity;
(4) deblurring
And the solution of the fuzzy is carried out by adopting a maximum membership method.
Has the advantages that: compared with the prior art, the invention has the following advantages and beneficial effects:
(1) compared with the prior art, the high-temperature solid oxide fuel cell and the super capacitor are used for supplying power together, and the characteristics of quick discharge and charge of the super capacitor are utilized in the starting and braking processes of the electric automobile, so that the quick starting of the electric automobile and the quick starting of the high-temperature solid oxide fuel cell stack are realized, the renewable braking is realized, and the energy utilization efficiency is improved.
(2) The invention adopts the power and temperature separated control without mutual interference, which is beneficial to the stability of the system.
(3) The invention organically combines the existing fuel cell and super capacitor technologies, and is beneficial to commercialization.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a diagram of a fuel cell stack;
FIG. 3 is a block diagram of a fuzzy control algorithm.
Detailed Description
The technical solution of the present invention will be described in detail below with reference to the accompanying drawings.
As shown in fig. 1, an intelligent energy management control system for high-temperature SOFC electric vehicles includes: the high-temperature solid oxide fuel cell system comprises a high-temperature solid oxide fuel cell stack 1, a heat insulation layer 2, an electric heater 3, a charging DC/DC converter 4, a bidirectional DC/DC converter 5, a super capacitor 6, a controller 7, a bidirectional DC/AC converter 8, a heating DC/DC converter 9, a driving motor 10, an air compression pump 11, a hydrogen storage tank 12, an electric control valve 13 and a power diode 14.
The anode of the high-temperature solid oxide fuel cell stack 1 is connected with the anode of a bidirectional DC/AC converter 8, a power diode 14 is connected in series in the middle, the cathode of the high-temperature solid oxide fuel cell stack 1 is connected with the cathode of the bidirectional DC/AC converter 8, the anode and the cathode of the bidirectional DC/AC converter 8 are connected with the anode and the cathode of a super capacitor 6 in parallel, the bidirectional DC/DC converter 5 is connected in series in the middle, the input end of a charging DC/DC converter 4 is respectively connected with the anode and the cathode of the high-temperature solid oxide fuel cell stack 1, the output end of the charging DC/DC converter 4 is respectively connected with the anode and the cathode of the super capacitor 6, the input end of a heating DC/DC converter 9 is connected with the anode and the cathode of the super capacitor 6 in parallel, the output end of the heating DC, the output end of the bidirectional DC/AC converter 8 is connected with a power supply port of a driving motor 10.
The input of the controller 7 is connected with the temperature signal, the voltage signal and the current signal of the high-temperature solid oxide fuel cell stack 1, the voltage signal and the current signal of the super capacitor 6 and the power demand signal of the driving motor 10 respectively, and the output of the controller 7 is connected with the control port of the electric control valve 13, the control port of the air compression pump 11, the control port of the charging DC/DC converter 4, the control port of the bidirectional DC/DC converter 5, the control port of the bidirectional DC/AC converter 8 and the control port of the heating DC/DC converter 9 respectively.
An electric heater 3 is arranged outside the high-temperature solid oxide fuel cell stack 1, and an insulating layer 2 is arranged outside the electric heater 3.
As shown in fig. 2, the high-temperature solid oxide fuel cell stack 1 is composed of an anode 1-1, a cathode 1-2, an oxidant well 1-3, an oxidant outlet 1-4, a fuel inlet 1-5, and a fuel outlet 1-6, and realizes that the fuel converts chemical energy in the fuel into electric energy.
And the heat-insulating layer 2 is arranged on the outer side of the high-temperature solid oxide fuel cell stack 1 and used for heat insulation.
The electric heater 3 is arranged between the high-temperature solid oxide fuel cell stack 1 and the heat-insulating layer 2 and is used for heating the high-temperature solid oxide fuel cell stack 1.
The charging DC/DC converter 4 is used to charge the super capacitor 6, and the charging power is controlled by the controller 7.
The bidirectional DC/DC converter 5 and the bidirectional DC/AC converter 8 provide bidirectional energy transmission between the bidirectional transmission super capacitor 6 and the driving motor 10.
The super capacitor 6 is used for storing electrical energy.
The controller 7 is composed of a high-performance chip and is used for controlling each converter, an electric valve and the like.
The heating DC/DC converter 9 is used to control the heating power of the electric heater 3.
The driving motor 10 is formed of an ac motor, and converts electric energy into mechanical energy for driving the vehicle.
The air compressor pump 11 is used for compressing and sending air to the high-temperature solid oxide fuel cell stack 1 to provide oxidant required by electrochemical reaction.
The hydrogen storage tank 12 is used to store hydrogen.
The electric control valve 13 is used for controlling the flow of hydrogen, and further controlling the power generation power of the high-temperature solid oxide fuel cell stack 1.
The power diode 14 is used to block the flow of electrical energy to the high temperature solid oxide fuel cell stack 1.
The utility model provides a high temperature SOFC electric automobile energy management intelligence control system, control system includes start-up process energy management control subsystem, normal driving process energy management control subsystem, acceleration driving process energy management control subsystem, braking process energy management control subsystem, and the concrete control scheme is:
(1) starting the process energy management control subsystem:
the electric automobile starts the process energy and is provided the electric energy by ultracapacitor system 6, and ultracapacitor system output electric energy is:
P0＝P1+P2 (1)；
the P0 is the output electric energy of the super capacitor 6, P1 is the required electric power of the driving motor 10, and P2 is the required electric power of the electric heater 3;
the high-temperature solid oxide fuel cell stack 1 cannot run at normal temperature in the starting process, an electric heater is needed to heat the high-temperature solid oxide fuel cell stack to the running temperature of 700 ℃, and the working states of each converter and each electric control valve in the starting process are as follows:
the charging DC/DC converter 4 is OFF;
the bidirectional DC/DC converter 5 is ON (forward thyristor group);
the super capacitor 6 is ON;
the bidirectional DC/AC converter 8 is ON (forward thyristor group);
the heating DC/DC converter 9 is ON;
the air compressor pump 11 is OFF;
the electric control valve 13 is OFF;
the ON and OFF operation states are controlled by an output signal of the controller 7;
when the temperature of the high-temperature solid oxide fuel cell stack 1 reaches 700 ℃, the energy conversion is carried out to carry out the management control subsystem of the normal driving process.
(2) The energy management control subsystem in the normal driving process comprises the following steps:
the energy of the electric automobile in the normal running process is provided by the high-temperature solid oxide fuel cell stack 1, and the specific values are as follows:
P3＝P01+P1+P2 (2)；
the charging power of the super capacitor 6 is P01, the required electric power of the driving motor 10 is P1, the electric power required by the electric heater 3 is P2, the output electric power of the high-temperature solid oxide fuel cell stack 1 is P3, and in the normal driving process, the super capacitor is charged by the high-temperature solid oxide fuel cell stack at the same time, and the charging power is P01.
The temperature of the high-temperature solid oxide fuel cell stack 1 is heated to 700 ℃ in the normal running process, and the working states of each converter and the electric control valve are as follows:
the charging DC/DC converter 4 is ON or OFF;
when the electric quantity of the super capacitor 6 is lower than 30%, the charging DC/DC converter 4 is turned ON;
when the electric quantity of the super capacitor 6 is greater than 90%, the charging DC/DC converter 4 is OFF;
the bidirectional DC/DC converter 5 is ON (forward thyristor group);
the supercapacitor 6 is OFF;
the bidirectional DC/AC converter 8 is ON (forward thyristor group);
the heating DC/DC converter 9 is ON or OFF;
when the high-temperature solid oxide fuel cell stack 1 is below 700 ℃, the heating DC/DC converter 9 is ON;
when the high-temperature solid oxide fuel cell stack 1 is greater than or equal to 700 ℃, the DC/DC converter 9 is heated OFF;
the air compression pump 11 is ON;
the electrically controlled valve 13 is ON.
(3) The energy management control subsystem in the acceleration driving process comprises the following steps:
the energy of the electric automobile in the acceleration running process is provided by the high-temperature solid oxide fuel cell stack 1 and the super capacitor 6 together, and the specific values are as follows:
P3+P0＝P1+P2 (3)；
the P0 is the output electric energy of the super capacitor 6, the P1 is the required electric power of the driving motor 10, the P2 is the electric power required by the electric heater 3, and the P3 is the output electric power of the high-temperature solid oxide fuel cell stack 1.
The temperature of the high-temperature solid oxide fuel cell stack 1 is heated to 700 ℃ in the acceleration running process, and the working states of each converter and the electric control valve in the acceleration running process are as follows:
the charging DC/DC converter 4 is OFF;
the bidirectional DC/DC converter 5 is ON (forward thyristor group);
the super capacitor 6 is ON;
the bidirectional DC/AC converter 8 is ON (forward thyristor group);
the heating DC/DC converter 9 is OFF;
the air compression pump 11 is ON;
the electrically controlled valve 13 is ON.
(4) Braking process energy management control subsystem:
in the braking process of the electric automobile, the driving motor 10 works in a power generation state, and the energy control is as follows:
P11＝P01 (4)；
the P01 is the charging electric power of the super capacitor 6, and the P11 is the generating power of the driving motor 10;
the working states of each converter and the electric control valve in the braking process are as follows:
the charging DC/DC converter 4 is OFF;
the bidirectional DC/DC converter 5 is ON (reverse thyristor group);
the supercapacitor 6 is OFF;
the bidirectional DC/AC converter 8 is ON (reverse thyristor group);
the heating DC/DC converter 9 is OFF;
the air compressor pump 11 is OFF;
the electric control valve 13 is OFF;
the ON and OFF operation states are controlled by an output signal of the controller 7.
The utility model provides a high temperature SOFC electric automobile energy management intelligence control system, its temperature control subsystem adopts fuzzy control, and specific control scheme is:
the operation temperature of the high-temperature solid oxide fuel cell stack 1 is heated by the electric heater 3, the heating power of the electric heater 3 is heated by the super capacitor 6 through the heating DC/DC converter 9, and the duty ratio of the heating DC/DC converter 9 is controlled by the controller 7, so that the electric power required by heating is controlled. The control scheme is fuzzy control, as shown in fig. 3, the specific fuzzy controller design steps are as follows:
the method comprises the following steps: determining input and output variables
The input of the fuzzy controller is an error e between the given temperature and the actual temperature of the high-temperature solid oxide fuel cell stack 1;
the input II of the fuzzy controller is the change rate de/dt of the error e;
the output of the fuzzy controller is a control signal u of the heating DC/DC converter 9;
step two: input and output variable discourse domain and quantization factor
The basic domain of error e is designed to be (-60kW, +60kW), and after normalization processing:
Figure BDA0001525018380000111
wherein, aeTo the left of the basic discourse of error e, beTo the right of the basic discourse of error e, xeIs a variable in the fundamental domain of error e, xe' is the standard domain of discourse normalized by the basic domain of error e;
the continuous variable (-60Kw, +60Kw) is converted into a continuous variation between (-6, +6), and then this variation is divided into 7 linguistic variables E, i.e., positive large (PB), Positive Middle (PM), Positive Small (PS), Zero (ZO), Negative Small (NS), Negative Middle (NM), and negative large (NB).
The domain of discourse of the linguistic variable E is further selected as follows:
X＝{-6，-5，-4，-3，-2，-1,0，+1，+2，+3，+4，+5，+6} (6)；
the quantization factor Ke of the error e is 0.1-6/60.
Designing the membership function used for describing the fuzzy subset on the retentional domain X as a normal function, namely:
Figure BDA0001525018380000112
wherein σ1Width of the membership function for the discourse domain X, c1Being the centre of the membership function of the discourse domain X, μ1(x) A membership function representing the discourse domain X;
further establishing an assignment table of the language variable E;
TABLE 1
Figure BDA0001525018380000121
The basic domain of discourse for the rate of change de/dt of the error e is (-20kW/s, +20 Kw/s).
Carrying out normalization treatment:
Figure BDA0001525018380000122
wherein, aecTo the left of the basic discourse of the rate of change de/dt of the error e, becTo the right of the basic discourse of the rate of change de/dt of the error e, xecA variable in the fundamental domain of the rate of change de/dt of the error e, xe′cIs the standard domain of discourse normalized by the basic domain of discourse of the rate of change de/dt of the error e.
The continuous variable (-20kW/s, +20kW/s) is converted into a continuous variation between (-6, +6), and then this variation is divided into 7 linguistic variables EC, i.e., positive large (PB), Positive Middle (PM), Positive Small (PS), Zero (ZO), Negative Small (NS), Negative Middle (NM), and negative large (NB).
The domain of discourse of the further selected linguistic variable EC is:
Y＝{-6，-5，-4，-3，-2，-1,0，+1，+2，+3，+4，+5，+6} (9)；
the quantization factor Kec-6/20-0.3 for the error e is obtained.
Designing a membership function used for describing the fuzzy subset on the retentional domain Y as a normal function, namely:
Figure BDA0001525018380000131
wherein σ2Width of the membership function for the discourse domain Y, c2At the centre of the membership function of the discourse domain Y, μ2(x) Representing a membership function of the discourse domain Y.
Further establishing an assignment table of the language variable EC;
TABLE 2
Figure BDA0001525018380000132
The output variable u is basically argued (-100kW, +100 kW).
Carrying out normalization treatment:
Figure BDA0001525018380000133
wherein, auTo the left of the basic discourse of error u, buTo the right of the basic discourse of error u, xuIs a variable in the fundamental theoretical domain of error u, x'uIs the standard domain of discourse normalized by the basic domain of error u.
The continuous variable (-100kW, +100kW) is converted into a continuous variation between (-6, +6), and then this variation is divided into 7 linguistic variables U, i.e., positive large (PB), Positive Middle (PM), Positive Small (PS), Zero (ZO), Negative Small (NS), Negative Middle (NM), and negative large (NB).
The domain of discourse of the linguistic variable E is further selected as follows:
Z＝{-6，-5，-4，-3，-2，-1,0，+1，+2，+3，+4，+5，+6} (12)；
the quantization factor Ku-6/100-0.06 of the output variable U is obtained.
The membership function used to describe the fuzzy subset on the domain of discourse Z is designed as a normal function, namely:
Figure BDA0001525018380000141
wherein σ3Width of the membership function for the discourse domain Z, c3Is the center of the membership function of the discourse domain Z, mu3(x) Representing the membership function of the discourse domain Z.
Further establishing an assignment table of the language variable U;
TABLE 3
Figure BDA0001525018380000142
Step three, designing fuzzy control rule
The principle of designing the fuzzy control rule is that when the error is large or large, the control quantity is selected to eliminate the error as soon as possible, and when the error is small or small, the overshoot is controlled by the control quantity;
the principle of designing the fuzzy control rule is that when the error is large or large, the control quantity is selected to eliminate the error as soon as possible, and when the error is small or small, the overshoot is controlled by the control quantity;
the fuzzy control rule table is as follows:
TABLE 4
Figure BDA0001525018380000143
Figure BDA0001525018380000151
The fuzzy control rules are further illustrated by the following four fuzzy control statements according to table 4:
(1): IF e is PS and de/dt is PS the u is NS (i.e., IF e is positive small and de/dt is positive small, u is negative small);
(2): IF e is ZO and de/dt is PS the u is NS (i.e., IF e is zero and de/dt is positive small, u is negative small);
(3): IF e is ZO and de/dt is PM the u is NM (i.e., IF e is zero and de/dt is positive, u is negative);
(4): IF e is PS and de/dt is PM the u is NM (i.e., IF e is positive small and de/dt is positive, u is negative medium).
Step four, deblurring
And the solution of the fuzzy is carried out by adopting a maximum membership method.
According to the intelligent control system and method for energy management of the high-temperature SOFC electric automobile, the high-temperature SOFC and the super capacitor are used for supplying power for the energy of the electric automobile, and the energy is managed and controlled in the starting process, the normal running process, the accelerating process and the braking process, so that efficient and stable transmission and conversion of the energy are realized. Meanwhile, the operating temperature of the high-temperature SOFC adopts a fuzzy control algorithm, so that reliable temperature control is realized.

Claims (2)

1. The intelligent energy management control system for the high-temperature SOFC electric automobile is characterized by comprising a high-temperature solid oxide fuel cell stack (1), a heat insulation layer (2), an electric heater (3), a charging DC/DC converter (4), a bidirectional DC/DC converter (5), a super capacitor (6), a controller (7), a bidirectional DC/AC converter (8), a heating DC/DC converter (9), a driving motor (10), an air compression pump (11), a hydrogen storage tank (12), an electric control valve (13) and a power diode (14);
the anode of the high-temperature solid oxide fuel cell stack is connected with the anode of the bidirectional DC/AC converter, the middle part of the high-temperature solid oxide fuel cell stack is connected with a power diode in series, the cathode of the high-temperature solid oxide fuel cell stack is connected with the cathode of the bidirectional DC/AC converter, the anode and the cathode of the bidirectional DC/AC converter are connected with the anode of the super capacitor, the negative electrodes are connected in parallel, the middle of the charging DC/DC converter is connected in series with a bidirectional DC/DC converter, the input end of the charging DC/DC converter is respectively connected with the positive electrode and the negative electrode of the high-temperature solid oxide fuel cell stack, the output end of the charging DC/DC converter is respectively connected with the positive electrode and the negative electrode of the super capacitor, the input end of the heating DC/DC converter is connected in parallel with the positive electrode and the negative electrode of the super capacitor, the output end of the heating DC/DC converter is connected with a power supply interface of the electric heater, and the output end of;
the input of the controller is respectively connected with a temperature signal of the high-temperature solid oxide fuel cell stack, a voltage signal of the high-temperature solid oxide fuel cell stack, a current signal of the high-temperature solid oxide fuel cell stack, a voltage signal of the super capacitor, a current signal of the super capacitor and a power demand signal of the driving motor, and the output of the controller is respectively connected with a control port of the electric control valve, a control port of the air compression pump, a control port of the charging DC/DC converter, a control port of the bidirectional DC/AC converter and a control port of the heating DC/DC converter; the hydrogen storage tank is connected with a fuel inlet of the high-temperature solid oxide fuel cell stack through an electric control valve; an oxidant inlet and an oxidant outlet of the high-temperature solid oxide fuel cell stack are connected with an air compression pump;
an electric heater is arranged outside the high-temperature solid oxide fuel cell stack, and a heat insulation layer is arranged outside the electric heater;
the system consists of a starting process energy management control subsystem, a normal running process energy management control subsystem, an acceleration running process energy management control subsystem and a braking process energy management control subsystem;
the energy of the energy management control subsystem in the starting process is provided by a super capacitor, and the output electric energy of the super capacitor is as follows:
P0＝P1+P2 (1)；
wherein, P0 is the output electric energy of the super capacitor, P1 is the required electric power of the driving motor, P2 is the electric power required by the electric heater;
the high-temperature solid oxide fuel cell stack cannot run at normal temperature in the starting process, the high-temperature solid oxide fuel cell stack needs to be heated to the running temperature of 700 ℃ by an electric heater, and the working states of each converter and the electric control valve in the starting process are controlled by output signals of the controller; when the temperature of the high-temperature solid oxide fuel cell stack reaches 700 ℃, the energy conversion executes an energy management control subsystem in the normal driving process;
the energy of the energy management control subsystem in the normal running process is supplied by the high-temperature solid oxide fuel cell stack, and the specific values are as follows:
P3＝P01+P1+P2 (2)；
wherein, P01 is the charging power of the super capacitor, P1 is the electric power required by the driving motor, P2 is the electric power required by the electric heater, P3 is the output electric power of the high-temperature solid oxide fuel cell stack, in the normal driving process, the high-temperature solid oxide fuel cell stack charges the super capacitor at the same time, and the charging power is P01;
the temperature of the high-temperature solid oxide fuel cell stack is heated to 700 ℃ in the normal running process, and the working states of each converter and the electric control valve are controlled by the output signals of the controller in the normal running process;
the energy of the energy management control subsystem in the acceleration running process is supplied with electric energy by the high-temperature solid oxide fuel cell stack and the super capacitor together, and the specific values are as follows:
P3+P0＝P1+P2 (3)；
wherein, P0 is the output electric energy of the super capacitor, P1 is the demand electric power of the driving motor, P2 is the electric power needed by the electric heater, P3 is the output electric power of the high-temperature solid oxide fuel cell stack;
the temperature of the high-temperature solid oxide fuel cell stack is heated to 700 ℃ in the process of accelerating running, and the working states of each converter and the electric control valve are controlled by the output signals of the controller in the process of accelerating running;
when the energy management control subsystem is braked in the braking process, the driving motor works in a power generation state, and the energy control is as follows:
P11＝P01 (4)；
wherein, P01 is the charging electric power of the super capacitor, P11 is the generating power of the driving motor;
the working states of each converter and the electric control valve are controlled by the output signals of the controller in the braking process.
2. The control method of the high-temperature SOFC electric automobile energy management intelligent control system of claim 1, characterized in that the operating temperature of the high-temperature solid oxide fuel cell stack adopts fuzzy control, specifically: the operating temperature of the high-temperature solid oxide fuel cell stack is heated by an electric heater, the super capacitor heats the electric heater through a heating DC/DC converter to obtain the heating power of the electric heater, and the duty ratio of the heating DC/DC converter is controlled by a controller for the heating power so as to control the electric power required by heating;
the fuzzy controller of the fuzzy control comprises the following design steps:
s1, determining input and output variables
The input of the fuzzy controller is an error e between the given temperature and the actual temperature of the high-temperature solid oxide fuel cell stack;
the input II of the fuzzy controller is the change rate de/dt of the error e;
the output of the fuzzy controller is a duty ratio control signal u of the heating DC/DC converter;
s2, input and output variable discourse domain and quantization factor
The basic domain of error e is designed to be (-60kW, +60kW), and after normalization processing:
Figure FDA0003096601680000031
wherein, aeTo the left of the basic discourse of error e, beTo the right of the basic discourse of error e, xeIs a variable in the fundamental theoretical domain of error e, x'eIs the standard domain of discourse after the normalization of the basic domain of discourse of the error e;
converting continuous variables of (-60Kw, +60kW) into continuous variable quantities between (-6, +6), and then dividing the variable quantities into 7 linguistic variables E, namely positive large, middle small, positive small, zero, negative small, negative middle large and negative large;
the domain of discourse of the linguistic variable E is further selected as follows:
Figure 1
the quantization factor Ke of the error e is 0.1-6/60;
designing the membership function used for describing the fuzzy subset on the retentional domain X as a normal function, namely:
Figure FDA0003096601680000032
wherein σ1Width of the membership function for the discourse domain X, c1Being the centre of the membership function of the discourse domain X, μ1(x) A membership function representing the discourse domain X;
further establishing an assignment table of the language variable E;
the basic domain of discourse for the rate of change de/dt of the error e is (-20kW/s, +20kW/s),
carrying out normalization treatment:
Figure FDA0003096601680000033
wherein, aecTo the left of the basic discourse of the rate of change de/dt of the error e, becTo the right of the basic discourse of the rate of change de/dt of the error e, xecIs a variable in the fundamental domain of the rate of change of error e de/dt, x'ecThe standard domain of discourse is normalized after the basic domain of discourse of the rate of change de/dt of the error e;
converting continuous variables of (-20kW/s, +20Kw/s) into continuous variable quantities between (-6, +6), and then dividing the variable quantities into 7 linguistic variables EC, namely positive large, middle medium, positive small, zero, negative small, negative middle and negative large;
the domain of discourse of the further selected linguistic variable EC is:
Figure 2
the quantization factor Kec-6/20-0.3 of the error e is obtained;
designing a membership function used for describing the fuzzy subset on the retentional domain Y as a normal function, namely:
Figure FDA0003096601680000041
wherein σ2Width of the membership function for the discourse domain Y, c2At the centre of the membership function of the discourse domain Y, μ2(x) A membership function representing the discourse domain Y;
further establishing an assignment table of the language variable EC;
the output variable u has a basic discourse area of (-100kW, +100 kW);
carrying out normalization treatment:
Figure FDA0003096601680000042
wherein, auTo the left of the basic discourse of error u, buTo the right of the basic discourse of error u, xuIs a variable in the fundamental theoretical domain of error u, x'uIs the standard domain after the normalization of the basic domain of error u;
converting continuous variables of (-100kW, +100kW) into continuous variable quantities between (-6, +6), and then dividing the variable quantities into 7 linguistic variables U, namely positive large, middle small, positive small, zero, negative small, negative middle large and negative large;
the domain of discourse of the linguistic variable U is further selected as follows:
Figure 3
then the quantization factor Ku-6/100-0.06 of the output variable U is obtained;
the membership function used to describe the fuzzy subset on the domain of discourse Z is designed as a normal function, namely:
Figure FDA0003096601680000043
wherein σ3Width of the membership function for the discourse domain Z, c3Is the center of the membership function of the discourse domain Z, mu3(x) A membership function representing the discourse domain Z;
further establishing an assignment table of the language variable U;
s3 design of fuzzy control rule
The principle of designing the fuzzy control rule is that when the error is large or large, the control quantity is selected to eliminate the error as soon as possible, and when the error is small or small, the overshoot is controlled by the control quantity;
s4, deblurring
And the solution of the fuzzy is carried out by adopting a maximum membership method.
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