CN110549876B - Energy output control method and device and hydrogen fuel hybrid electric vehicle - Google Patents
Energy output control method and device and hydrogen fuel hybrid electric vehicle Download PDFInfo
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- CN110549876B CN110549876B CN201910927332.7A CN201910927332A CN110549876B CN 110549876 B CN110549876 B CN 110549876B CN 201910927332 A CN201910927332 A CN 201910927332A CN 110549876 B CN110549876 B CN 110549876B
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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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
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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
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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- 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
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- 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
Abstract
The application discloses an energy output control method and device and a hydrogen fuel hybrid electric vehicle. The method and the device are specifically used for detecting the mileage of the hydrogen fuel hybrid electric vehicle; when the subtotal mileage is smaller than a preset mileage threshold value, controlling the fuel cell to work according to an optimal efficiency point calculated based on the SOC value of the power battery, and controlling the power battery to output power at the same time; and when the small mileage is larger than a preset mileage threshold value, controlling the power battery to work at a preset optimal SOC state point, controlling the fuel battery to work according to a preset output power, and simultaneously outputting the power to a driving part and the power battery of the hydrogen fuel hybrid electric vehicle. The output of the power battery and the output of the fuel battery are considered, so that the power battery and the fuel battery can work in a better working state, the power battery and the fuel battery can be effectively protected, and the service life of the power battery and the fuel battery can be effectively prolonged.
Description
Technical Field
The application relates to the technical field of new energy automobiles, in particular to an energy output control method and device and a hydrogen fuel hybrid electric vehicle.
Background
As a clean and efficient energy carrier, the hydrogen energy is known as the ultimate energy of human beings, and the hydrogen fuel cell technology is considered as the most environment-friendly and ideal technology by people in the prior art. At present, the hydrogen energy source is planned to the national energy strategy height in japan, usa and the like, and the development of hydrogen fuel cell vehicles has become a common strategic choice in the world. Although China has definite middle-term and long-term development planning for developing hydrogen energy vehicles, the development pace of hydrogen fuel cell vehicles is seriously influenced by the problems that the development pace of China is relatively late, the research and development of key technologies are lagged, the whole industrial chain layout is incomplete, the hydrogen energy infrastructure is slow, and the like.
For a parallel hybrid power heavy truck hydrogen fuel vehicle, because the vehicle is simultaneously provided with a power battery mainly comprising a lead-acid battery or a lithium battery and a fuel battery taking hydrogen and oxygen as raw materials, energy management is required according to specific conditions so as to prolong the service lives of the power battery and the fuel battery and correspondingly prolong the service life of the whole vehicle.
Disclosure of Invention
In view of the above, the present application provides an energy output control method, apparatus and hydrogen fuel hybrid vehicle for improving the life of power batteries and fuel cells.
In order to achieve the above object, the following solutions are proposed:
an energy output control method applied to a hydrogen fuel hybrid vehicle provided with a power cell and a fuel cell for parallel output, the energy output control method comprising the steps of:
detecting the mileage of the hydrogen fuel hybrid electric vehicle at this time;
when the subtotal mileage is smaller than a preset mileage threshold value, controlling the fuel cell to work according to an optimal efficiency point calculated based on the SOC value of the power cell, and controlling the power cell to output power at the same time;
and when the subtotal mileage is larger than the preset mileage threshold value, controlling the power battery to work at a preset optimal SOC state point, controlling the fuel battery to work according to preset output power, and simultaneously outputting power to a driving part of the hydrogen fuel hybrid electric vehicle and the power battery.
Optionally, the method further comprises the steps of:
determining the current power required by the whole automobile according to the output information of the accelerator pedal device of the hydrogen fuel hybrid automobile and the current speed;
subtracting the required power of other high-voltage accessories except a motor of the hydrogen fuel hybrid vehicle from the required power of the whole vehicle, and subtracting the output power of the fuel cell to obtain a residual power value;
and calculating a corresponding SOC value according to the residual power value to obtain the optimal efficiency point.
Optionally, the method further comprises the steps of:
determining the current power required by the whole automobile according to the output information of the accelerator pedal device of the hydrogen fuel hybrid automobile and the current speed;
and subtracting the output power of the power battery from the power required by the whole automobile, and subtracting the required power of other high-voltage accessories except the hydrogen fuel hybrid automobile, so as to obtain the preset output power.
Optionally, the method further comprises the steps of:
when the SOC value of the power battery is smaller than a preset first SOC value or the discharge power of the whole vehicle is smaller than a preset first power value, setting the power of an air conditioner compressor, heating equipment and a driving motor to be 0, and simultaneously limiting a steering pump and an inflating pump to be used;
when the SOC value of the power battery is within a preset SOC safety range or the discharge power of the whole vehicle is within a preset safety power range, controlling the air conditioner compressor, the heating equipment and the driving motor to operate in a limited power mode, and controlling the steering pump and the inflating pump to operate normally, wherein any value in the SOC safety range is larger than or equal to the first SOC value, and any value in the preset safety power range is larger than or equal to the first power value;
and when the SOC value of the power battery is larger than a preset second SOC limit value or the discharge power of the whole vehicle is larger than a preset second power value, controlling the air conditioner compressor, the heating equipment, the driving motor, the steering pump and the inflating pump to operate according to the required power.
An energy output control device applied to a hydrogen-fueled hybrid vehicle provided with a power cell and a fuel cell for parallel output, comprising:
the mileage detection module is used for detecting the sub-mileage of the hydrogen fuel hybrid electric vehicle;
the first control module is used for controlling the fuel cell to work according to the optimal efficiency point calculated based on the SOC value of the power cell and controlling the power cell to output power at the same time when the subtotal mileage is smaller than a preset mileage threshold value;
and the second control module is used for controlling the power battery to work at a preset optimal SOC state point when the subtotal mileage is larger than the preset mileage threshold value, controlling the fuel battery to work according to preset output power, and simultaneously outputting power to a driving part of the hydrogen fuel hybrid electric vehicle and the power battery.
Optionally, the method further includes:
the first calculation module is used for determining the current required power of the whole automobile according to the output information of the accelerator pedal device of the hydrogen fuel hybrid automobile and the current speed;
the second calculation module is used for subtracting the required power of other high-voltage accessories of the hydrogen fuel hybrid electric vehicle except a motor from the required power of the whole vehicle and subtracting the output power of the fuel cell to obtain a residual power value;
and the third calculation module is used for calculating a corresponding SOC value according to the residual power value to obtain the optimal efficiency point.
Optionally, the method further includes:
the fourth calculation module is used for determining the current required power of the whole automobile according to the output information of the accelerator pedal device of the hydrogen fuel hybrid automobile and the current speed;
and the fifth calculation module is used for subtracting the output power of the power battery from the power required by the whole automobile and then subtracting the required power of other high-voltage accessories except the hydrogen fuel hybrid automobile, so as to obtain the preset output power.
Optionally, the method further includes:
the third control module is used for setting the power of the air conditioner compressor, the heating equipment and the driving motor to be 0 and limiting the steering pump and the inflating pump to be used when the SOC value of the power battery is smaller than a preset first SOC value or the discharging power of the whole vehicle is smaller than a preset first power value;
the fourth control module is used for controlling the air conditioner compressor, the heating equipment and the driving motor to operate in a limited power mode and controlling the steering pump and the inflating pump to operate normally when the SOC value of the power battery is within a preset SOC safety range or the discharging power of the whole vehicle is within a preset safety power range, wherein any value in the SOC safety range is larger than or equal to the first SOC value, and any value in the preset safety power range is larger than or equal to the first power value;
and the fifth control module is used for controlling the air conditioner compressor, the heating equipment, the driving motor, the steering pump and the inflating pump to operate according to the required power when the SOC value of the power battery is greater than a preset second SOC limit value or the discharging power of the whole vehicle is greater than a preset second power value.
A hydrogen fuel hybrid vehicle is provided with the energy output control device as described above.
A hydrogen-fueled hybrid vehicle comprising at least a power control system including at least one processor and a memory coupled to the processor, wherein:
the memory is for storing a computer program or instructions;
the processor is configured to retrieve and execute the computer program or instructions to cause the power control system to implement the energy output control method as described above.
According to the technical scheme, the method and the device are applied to the hydrogen fuel hybrid electric vehicle, the hydrogen fuel hybrid electric vehicle is provided with the power battery and the fuel battery which are used for parallel output, and the method and the device are used for detecting the current subtotal mileage of the hydrogen fuel hybrid electric vehicle; when the subtotal mileage is smaller than a preset mileage threshold value, controlling the fuel cell to work according to an optimal efficiency point calculated based on the SOC value of the power battery, and controlling the power battery to output power at the same time; and when the small mileage is larger than a preset mileage threshold value, controlling the power battery to work at a preset optimal SOC state point, controlling the fuel battery to work according to a preset output power, and simultaneously outputting the power to a driving part and the power battery of the hydrogen fuel hybrid electric vehicle. The output of the power battery and the output of the fuel battery are considered, so that the power battery and the fuel battery can work in a better working state, the power battery and the fuel battery can be effectively protected, and the service life of the power battery and the fuel battery can be effectively prolonged.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a flow chart of a method of controlling energy output according to an embodiment of the present application;
FIG. 2 is a block diagram of a power control system according to an embodiment of the present application;
FIG. 3 is a flowchart of a method for calculating an optimal efficiency point according to an embodiment of the present disclosure;
FIG. 4 is a flowchart illustrating a method for calculating a predetermined output power according to an embodiment of the present disclosure;
FIG. 5 is a flow chart of another energy output control method of an embodiment of the present application;
FIG. 6 is a block diagram of an energy output control apparatus according to an embodiment of the present application;
FIG. 7 is a block diagram of another energy output control apparatus according to an embodiment of the present application;
FIG. 8 is a block diagram of yet another energy output control apparatus according to an embodiment of the present application;
FIG. 9 is a block diagram of yet another energy output control apparatus according to an embodiment of the present application;
fig. 10 is a block diagram of another energy output control apparatus according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Example one
Fig. 1 is a flowchart of an energy output control method according to an embodiment of the present application.
The energy output control method provided by the embodiment is applied to a parallel type hydrogen fuel hybrid electric vehicle. The electric control system of the parallel hydrogen-fuel vehicle mainly comprises a hydrogen-fuel cell management system FCU, a battery management system BMS, a power control system (four-in-one) and a vehicle control system VCU, as shown in fig. 2.
The working principle is as follows: the power battery and the fuel battery using hydrogen and oxygen as raw materials are used as a main power supply and an auxiliary power supply of the vehicle, and the motor is used as a prime motor. It has the following four driving modes: the power battery single driving mode, the fuel battery single driving and storage battery charging mode and the fuel battery and storage battery parallel driving mode.
The hydrogen fuel cell management system controls the power output of the fuel cell according to the power set value of the vehicle controller, and detects the working state of the fuel cell so as to ensure the stable and reliable operation of the system, and simultaneously monitors and carries out fault diagnosis management.
The storage battery management system is responsible for monitoring physical parameters such as voltage and temperature of the storage battery pack and carrying out balancing and overcharge-overdischarge protection on the battery packs in the pack; and on the other hand, the system is responsible for the current detection of the power battery and the estimation of the SOC value of the power battery, and simultaneously executes a high-voltage leakage protection strategy.
The power control system (four in one) comprises one DC/DC, two DC/AC converters, PDU (air conditioner compressor frequency converter, defrosting and motor cooling system controller). The DC/AC converter converts the electric energy on the high-voltage bus of the system into electric energy suitable for the alternating-current air pump motor and the oil pump motor and controls the operation of the alternating-current air pump motor and the oil pump motor. The DC/DC is responsible for converting the high voltage power supply to the 24V low voltage power supply required by the system components, and the PDU is responsible for the air conditioner compressor inverter, defrost and motor cooling system controller, wherein the motor cooling system controller is responsible for the cooling system of the MCU and the motor.
The vehicle controller implements a control strategy of the whole vehicle, and on one hand, the vehicle controller receives a demand signal of a driver, and the demand signal comprises an ignition switch, an accelerator pedal, a brake pedal, gear information and the like so as to realize the working condition control of the whole vehicle; and on the other hand, information such as vehicle speed, motor rotating speed, voltage and current of a power battery pack, electric of the whole vehicle and the like is fed back based on actual working conditions, and energy distribution and adjustment control is carried out according to a pre-matched control strategy.
As shown in fig. 1, the energy output control method provided by this embodiment includes the following steps:
and S1, detecting the mileage of the hydrogen fuel hybrid electric vehicle.
The subtotal mileage refers to the mileage traveled by the hydrogen fuel hybrid electric vehicle after hydrogenation is completed, and can be obtained by integrating the speed of a vehicle instrument at each time point after hydrogenation is completed, or the instrument is obtained by multiplying the average speed of each time period by the corresponding travel time.
After the subtotal mileage of the current time is determined, if the subtotal mileage is less than the preset mileage threshold, the step S2 is performed, whereas if the subtotal mileage is greater than the preset mileage threshold, the step S3 is performed. The case equal to the preset mileage threshold is absent here because the time for the subtotal mileage to be equal to the preset mileage threshold is extremely short, and is not necessarily limited, in which case, when the subtotal mileage is equal to the preset mileage threshold, step S2 may be performed, and step S3 may also be performed.
When the preset mileage threshold value is set, the current road condition can be known through a corresponding electronic map, under the condition that the positions of the hydrogen station and the charging station on the starting place, the destination and the road are known, the running mileage of the whole vehicle and the distance between the current position and the hydrogen station and/or the charging station are obtained by calculating according to the current SOC value of the power battery, the residual quantity of hydrogen and the average power consumption of the whole vehicle, and the distance is set as the preset mileage threshold value.
And S2, controlling the fuel cell to work according to the optimal efficiency point.
Under the condition that the subtotal mileage is determined to be smaller than the preset mileage threshold value, the fuel cell of the automobile is controlled to work according to the optimal efficiency point obtained through pre-calculation, and the power cell of the automobile is controlled to output power at the same time. The optimal efficiency point is calculated based on the SOC value of the power battery.
And S3, controlling the power battery to work according to the optimal SOC state point.
When the subtotal mileage is larger than the preset mileage threshold value, the controllable braking force battery works according to a preset optimal SOC state point, and the power fuel battery is controlled to work according to preset output power, and at the moment, the power battery and the fuel battery output power to the whole vehicle at the same time.
It is to be noted that the optimum SOC state point is a preset value, and as long as the value is between the minimum SOC setting value and the maximum SOC setting value of the power battery, the optimum SOC state point can be regarded as the optimum SOC state point.
The SOC value is a nuclear power state of the power battery, and reflects a current remaining capacity of the power battery, such as a lead-acid battery or a lithium battery, and may be generally represented by a ratio of a current electric quantity of the power battery to an electric quantity of the power battery when the power battery is fully charged, such as a value between 0 and 1, or a percentage.
The SOC value is difficult to estimate, and generally, the estimation is performed by the following methods:
1. AH integration method. The ampere-hour integration method estimates the SOC of the battery based on the initial SOC 0. The percentage of the changed electric quantity is calculated by calculating the integration of the charging and discharging current and the corresponding time within a certain time, and finally the difference between the initial SOC and the changed SOC, namely the residual electric quantity is solved.
However, since the SOC0 at the initial time is not easily determined and has some error in accuracy, and the error is cumulatively increased with time, all the accuracy requirements for current measurement are high. In addition, the error can be increased under the condition of severe current fluctuation. In practical applications, the ampere-hour integration method is generally used in combination with other methods to improve the prediction accuracy.
2. Open circuit voltage method. Namely, the voltage after standing is taken as the SOC estimation basis by the OCV characteristic mentioned above. The open-circuit voltage method is simple and easy to implement, has higher precision when the battery is kept still for a long enough time, but is not suitable under the actual working condition, so the open-circuit voltage method is generally combined with other methods to jointly predict the SOC. The most widely used method in the industry is the open circuit voltage + ampere-hour integration method: OCV calibration is performed in a region where the OCV-SOC linearization is good, and the other regions estimate SOC using AH integration.
3. BP neural network method. The BP method is characterized in that a battery is used as a black box, mapping data between input parameters (such as current, voltage, temperature and the like) and output parameters (SOC) are extracted, and then the mapping data are determined through repeated tests in training. The neural network has the advantages of being suitable for various batteries; however, after the model is built, a large amount of data is needed and the data is trained, so that the method is based on the large data, and the estimation structure is greatly influenced by the training data and the method.
Meanwhile, the learning and memory of the network are unstable, and if a new sample is added, the data needs to be trained again. In practice, there is a distance to apply this method to embedded type BMS products because of the extremely high hardware requirements due to the complexity of the algorithm.
4. A battery equivalent circuit model method. The method comprises the steps of firstly carrying out a charge and discharge experiment on a battery, obtaining data such as battery working voltage, charge and discharge current and the like through the experiment to establish a battery model, then obtaining parameters of a battery dynamic model through a system identification method, and correcting the estimation of the SOC of the battery by utilizing the battery model established through the experiment.
Common battery models include Thevenin model, PNGV model, second-order RC model, and the like. The method has the advantages that the dynamic characteristics can be well reflected, the defects are similar to those of a BP neural network method, and a large amount of data is needed to extract model equivalent parameters under different working conditions. Taking the first-order Thevenin as an example, the equivalent ohmic internal resistance and polarization resistance can be determined only by the voltage change of pulse charging and discharging.
5. A kalman filtering method. The Kalman filtering method is a filtering method proposed by Kalman of hungarian mathematicians after improving a digital filtering algorithm. The kernel of the Kalman Filtering (KF) algorithm is: and making an optimal estimation on the state of the dynamic system, wherein the judgment standard is that the covariance is minimum. When the method is applied to the aspect of batteries, firstly, a state and an observation equation are established, the SOC is a state component, the KF algorithm can be used for SOC estimation, the unknown state in the model is estimated by the KF algorithm, and the accuracy and the robustness are relatively high.
The KF algorithm can enable the estimation result to approach a true value well after being updated for multiple times, can correct the initial value of the capacity well, has strong anti-interference capability, and can realize the dynamic estimation of a system theoretically by utilizing the method, so the KF algorithm is also considered to be one of reliable and effective methods in the research field. However, the premise is that the established state and observation equation are accurate, and like the method 4, an equivalent relation and parameters are obtained first and participate in calculation together. Therefore, the amount of calculation is also large.
Specifically, which method is adopted needs to be selected in combination with the actual application situation. It is recommended to use the open-circuit voltage + AH integration method, or the kalman filter method.
In addition, the preset output power in the application is a value obtained by calculating the output power based on the current SOC value of the power battery.
According to the technical scheme, the method is applied to a hydrogen fuel hybrid electric vehicle, the hydrogen fuel hybrid electric vehicle is provided with a power battery and a fuel battery which are used for parallel output, and the method specifically comprises the steps of detecting the mileage of the hydrogen fuel hybrid electric vehicle at this time; when the subtotal mileage is smaller than a preset mileage threshold value, controlling the fuel cell to work according to an optimal efficiency point calculated based on the SOC value of the power battery, and controlling the power battery to output power at the same time; and when the small mileage is larger than a preset mileage threshold value, controlling the power battery to work at a preset optimal SOC state point, controlling the fuel battery to work according to a preset output power, and simultaneously outputting the power to a driving part and the power battery of the hydrogen fuel hybrid electric vehicle. The output of the power battery and the output of the fuel battery are considered, so that the power battery and the fuel battery can work in a better working state, the power battery and the fuel battery can be effectively protected, and the service life of the power battery and the fuel battery can be effectively prolonged.
The best efficiency point in this embodiment is obtained by the following steps, as shown in fig. 3:
and S21, determining the current power required by the whole vehicle.
Namely, when a driver steps on an accelerator pedal, the current required power of the whole vehicle is calculated according to the output information of the accelerator pedal device and the current vehicle speed.
And S22, calculating the residual power value of the whole vehicle.
And after the power required by the whole vehicle is obtained, calculating the residual power of the whole vehicle, specifically, subtracting the power required by the whole vehicle except the power required by other high-voltage accessories outside the motor from the power required by the whole vehicle, and subtracting the output power of the fuel cell to obtain the residual power value.
And S23, calculating the optimal efficiency point according to the residual power value.
Specifically, the SOC value of the power cell corresponding to the remaining power is calculated to obtain the optimum efficiency point of the fuel cell. The SOC value depends on the characteristics of the power battery, and is generally selected to be between 0.5 and 0.9.
In addition, the preset output power of the fuel cell in the present embodiment is obtained by the following method, as shown in fig. 4:
and S31, determining the current power required by the whole vehicle.
Namely, when a driver steps on an accelerator pedal, the current required power of the whole vehicle is calculated according to the output information of the accelerator pedal device and the current vehicle speed.
And S32, calculating the preset output power according to the required power of the whole vehicle.
Specifically, the power required by the whole vehicle is subtracted from the output power of the power battery, and then the power required by the whole vehicle except for the power of other high-voltage accessories outside the motor is subtracted, so that the preset output power is obtained.
Example two
Fig. 5 is a flowchart of another energy output control method according to an embodiment of the present application.
As shown in fig. 5, the energy output control method provided by this embodiment includes the following steps:
and S1, detecting the mileage of the hydrogen fuel hybrid electric vehicle.
The subtotal mileage refers to the mileage traveled by the hydrogen fuel hybrid electric vehicle after hydrogenation is completed, and can be obtained by integrating the speed of a vehicle instrument at each time point after hydrogenation is completed, or the instrument is obtained by multiplying the average speed of each time period by the corresponding travel time.
After the subtotal mileage of the current time is determined, if the subtotal mileage is less than the preset mileage threshold, the step S2 is performed, whereas if the subtotal mileage is greater than the preset mileage threshold, the step S3 is performed. The case equal to the preset mileage threshold is absent here because the time for the subtotal mileage to be equal to the preset mileage threshold is extremely short, and is not necessarily limited, in which case, when the subtotal mileage is equal to the preset mileage threshold, step S2 may be performed, and step S3 may also be performed.
When the preset mileage threshold value is set, the current road condition can be known through a corresponding electronic map, under the condition that the positions of the hydrogen station and the charging station on the starting place, the destination and the road are known, the running mileage of the whole vehicle and the distance between the current position and the hydrogen station and/or the charging station are obtained by calculating according to the current SOC value of the power battery, the residual quantity of hydrogen and the average power consumption of the whole vehicle, and the distance is set as the preset mileage threshold value.
And S2, controlling the fuel cell to work according to the optimal efficiency point.
Under the condition that the subtotal mileage is determined to be smaller than the preset mileage threshold value, the fuel cell of the automobile is controlled to work according to the optimal efficiency point obtained through pre-calculation, and the power cell of the automobile is controlled to output power at the same time. The optimal efficiency point is calculated based on the SOC value of the power battery.
And S3, controlling the power battery to work according to the optimal SOC state point.
When the subtotal mileage is larger than the preset mileage threshold value, the controllable braking force battery works according to a preset optimal SOC state point, and the power fuel battery is controlled to work according to preset output power, and at the moment, the power battery and the fuel battery output power to the whole vehicle at the same time.
It is to be noted that the optimum SOC state point is a preset value, and as long as the value is between the minimum SOC setting value and the maximum SOC setting value of the power battery, the optimum SOC state point can be regarded as the optimum SOC state point.
The SOC value is a nuclear power state of the power battery, and reflects a current remaining capacity of the power battery, such as a lead-acid battery or a lithium battery, and may be generally represented by a ratio of a current electric quantity of the power battery to an electric quantity of the power battery when the power battery is fully charged, such as a value between 0 and 1, or a percentage.
And S4, stopping most equipment when the SOC value of the power battery is too small.
That is, when the SOC value of the power battery is too small, most of the electric devices in the entire vehicle, specifically, the power of the air conditioner compressor, the heating device and the driving motor is reduced to 0, and the use of the steering pump and the inflation pump is limited.
The too small value in the application means that the SOC value is smaller than a preset first SOC value, the preset first SOC value can be selected to be 10%, and the value is used for meeting the lowest SOC requirement when the whole vehicle is fully loaded and the limited power is 50%; in addition, too small here is also understood to mean that the discharge power of the entire vehicle is less than a preset first power value, which may be selected to be 15 kW.
And S5, limiting the use of most devices when the SOC value of the power battery is small.
When the SOC value of the power battery is small, the use of most electric equipment in the whole vehicle is limited, specifically, the power-limited operation of an air conditioner compressor, heating equipment and a driving motor is controlled, and a steering pump and an inflating pump are used normally.
The smaller value in the application means that the SOC value is within a preset SOC safety range, and the SOC safety range means that the SOC value of the power battery is between 15% and 35%; in addition, the small power can be understood as the discharge power of the whole vehicle is within a preset safe power range, and the preset safe power range can be selected to be 15-25 kW.
And S6, when the SOC value of the power battery is large, the requirements of all devices are met.
The method is characterized in that when the SOC value of the power battery is large, the use requirements of all electric equipment in the whole vehicle are met, specifically, the air conditioner compressor, the heating equipment and the driving motor are controlled to run according to the power required by normal running of the air conditioner compressor, the heating equipment and the driving motor, and meanwhile, the steering pump and the inflating pump are used normally.
The larger value in the application means that the SOC value is within a preset SOC safety range, and the SOC safety range means that the SOC value of the power battery is between 15% and 35%; in addition, the small power can be understood as the discharge power of the whole vehicle is within a preset safe power range, and the preset safe power range can be selected to be 15-25 kW.
According to the technical scheme, the method is applied to a hydrogen fuel hybrid electric vehicle, the hydrogen fuel hybrid electric vehicle is provided with a power battery and a fuel battery which are used for parallel output, and the method specifically comprises the steps of detecting the mileage of the hydrogen fuel hybrid electric vehicle at this time; when the subtotal mileage is smaller than a preset mileage threshold value, controlling the fuel cell to work according to an optimal efficiency point calculated based on the SOC value of the power battery, and controlling the power battery to output power at the same time; and when the small mileage is larger than a preset mileage threshold value, controlling the power battery to work at a preset optimal SOC state point, controlling the fuel battery to work according to a preset output power, and simultaneously outputting the power to a driving part and the power battery of the hydrogen fuel hybrid electric vehicle. The output of the power battery and the output of the fuel battery are considered, so that the power battery and the fuel battery can work in a better working state, the power battery and the fuel battery can be effectively protected, and the service life of the power battery and the fuel battery can be effectively prolonged. And the protection of the power battery and the fuel battery is further enhanced due to the increased limitation on the electric equipment when the SOC of the power battery is small.
EXAMPLE III
Fig. 6 is a block diagram of an energy output control apparatus according to an embodiment of the present application.
The energy output control device provided by the embodiment is applied to a parallel type hydrogen fuel hybrid electric vehicle. The electric control system of the parallel hydrogen-fuel vehicle mainly comprises a hydrogen-fuel cell management system FCU, a battery management system BMS, a power control system (four-in-one) and a vehicle control system VCU, as shown in fig. 2.
As shown in fig. 6, the present embodiment provides an energy output control apparatus including a mileage detecting module 10, a first control module 20, and a second control module 30.
The mileage detection module is used for detecting the subtotal mileage of the hydrogen fuel hybrid electric vehicle.
The subtotal mileage refers to the mileage traveled by the hydrogen fuel hybrid electric vehicle after hydrogenation is completed, and can be obtained by integrating the speed of a vehicle instrument at each time point after hydrogenation is completed, or the instrument is obtained by multiplying the average speed of each time period by the corresponding travel time.
When the preset mileage threshold value is set, the current road condition can be known through a corresponding electronic map, under the condition that the positions of the hydrogen station and the charging station on the starting place, the destination and the road are known, the running mileage of the whole vehicle and the distance between the current position and the hydrogen station and/or the charging station are obtained by calculating according to the current SOC value of the power battery, the residual quantity of hydrogen and the average power consumption of the whole vehicle, and the distance is set as the preset mileage threshold value.
The first control module is used for controlling the fuel cell to work according to the optimal efficiency point.
Under the condition that the subtotal mileage is determined to be smaller than the preset mileage threshold value, the fuel cell of the automobile is controlled to work according to the optimal efficiency point obtained through pre-calculation, and the power cell of the automobile is controlled to output power at the same time. The optimal efficiency point is calculated based on the SOC value of the power battery.
The second control module is used for controlling the power battery to work according to the optimal SOC state point.
When the subtotal mileage is larger than the preset mileage threshold value, the controllable braking force battery works according to a preset optimal SOC state point, and the power fuel battery is controlled to work according to preset output power, and at the moment, the power battery and the fuel battery output power to the whole vehicle at the same time.
It is to be noted that the optimum SOC state point is a preset value, and as long as the value is between the minimum SOC setting value and the maximum SOC setting value of the power battery, the optimum SOC state point can be regarded as the optimum SOC state point.
The SOC value is a nuclear power state of the power battery, and reflects a current remaining capacity of the power battery, such as a lead-acid battery or a lithium battery, and may be generally represented by a ratio of a current electric quantity of the power battery to an electric quantity of the power battery when the power battery is fully charged, such as a value between 0 and 1, or a percentage.
In addition, the preset output power in the application is a value obtained by calculating the output power based on the current SOC value of the power battery.
According to the technical scheme, the energy output control device is applied to a hydrogen fuel hybrid electric vehicle, the hydrogen fuel hybrid electric vehicle is provided with a power battery and a fuel battery which are used for parallel output, and the method specifically comprises the steps of detecting the mileage of the hydrogen fuel hybrid electric vehicle at this time; when the subtotal mileage is smaller than a preset mileage threshold value, controlling the fuel cell to work according to an optimal efficiency point calculated based on the SOC value of the power battery, and controlling the power battery to output power at the same time; and when the small mileage is larger than a preset mileage threshold value, controlling the power battery to work at a preset optimal SOC state point, controlling the fuel battery to work according to a preset output power, and simultaneously outputting the power to a driving part and the power battery of the hydrogen fuel hybrid electric vehicle. The output of the power battery and the output of the fuel battery are considered, so that the power battery and the fuel battery can work in a better working state, the power battery and the fuel battery can be effectively protected, and the service life of the power battery and the fuel battery can be effectively prolonged.
In this embodiment, the present invention further includes a first calculating module 21, a second calculating module 22, and a third calculating module 23, which are used to obtain the optimal efficiency point, as shown in fig. 7:
the first calculation module is used for calculating the current power required by the whole vehicle.
Namely, when a driver steps on an accelerator pedal, the current required power of the whole vehicle is calculated according to the output information of the accelerator pedal device and the current vehicle speed.
And the second calculation module is used for calculating the residual power value of the whole vehicle.
And after the power required by the whole vehicle is obtained, calculating the residual power of the whole vehicle, specifically, subtracting the power required by the whole vehicle except the power required by other high-voltage accessories outside the motor from the power required by the whole vehicle, and subtracting the output power of the fuel cell to obtain the residual power value.
And the third calculating module is used for calculating the optimal efficiency point according to the residual power value.
Specifically, the SOC value of the power cell corresponding to the remaining power is calculated to obtain the optimum efficiency point of the fuel cell. The SOC value depends on the characteristics of the power battery, and is generally selected to be between 0.5 and 0.9.
In addition, the present embodiment further includes a fourth calculating module 31 and a fifth calculating module 32 for calculating the preset output power of the fuel cell, as shown in fig. 8:
and the fourth calculation module is used for calculating the current required power of the whole vehicle.
Namely, when a driver steps on an accelerator pedal, the current required power of the whole vehicle is calculated according to the output information of the accelerator pedal device and the current vehicle speed.
And the fifth calculation module is used for calculating the preset output power according to the required power of the whole vehicle.
Specifically, the power required by the whole vehicle is subtracted from the output power of the power battery, and then the power required by the whole vehicle except for the power of other high-voltage accessories outside the motor is subtracted, so that the preset output power is obtained.
Also, the energy output control apparatus of the present embodiment further includes a third control module 40, a fourth control module 50, and a fifth control module 60, as shown in fig. 9:
the third control module is used for stopping most of the equipment when the SOC value of the power battery is too small.
That is, when the SOC value of the power battery is too small, most of the electric devices in the entire vehicle, specifically, the power of the air conditioner compressor, the heating device and the driving motor is reduced to 0, and the use of the steering pump and the inflation pump is limited.
The too small value in the application means that the SOC value is smaller than a preset first SOC value, the preset first SOC value can be selected to be 10%, and the value is used for meeting the lowest SOC requirement when the whole vehicle is fully loaded and the limited power is 50%; in addition, too small here is also understood to mean that the discharge power of the entire vehicle is less than a preset first power value, which may be selected to be 15 kW.
The fourth control module is used for limiting the use of most devices when the SOC value of the power battery is small.
When the SOC value of the power battery is small, the use of most electric equipment in the whole vehicle is limited, specifically, the power-limited operation of an air conditioner compressor, heating equipment and a driving motor is controlled, and a steering pump and an inflating pump are used normally.
The smaller value in the application means that the SOC value is within a preset SOC safety range, and the SOC safety range means that the SOC value of the power battery is between 15% and 35%; in addition, the small power can be understood as the discharge power of the whole vehicle is within a preset safe power range, and the preset safe power range can be selected to be 15-25 kW.
And the fifth control module is used for meeting the requirements of all equipment when the SOC value of the power battery is larger.
The method is characterized in that when the SOC value of the power battery is large, the use requirements of all electric equipment in the whole vehicle are met, specifically, the air conditioner compressor, the heating equipment and the driving motor are controlled to run according to the power required by normal running of the air conditioner compressor, the heating equipment and the driving motor, and meanwhile, the steering pump and the inflating pump are used normally.
The larger value in the application means that the SOC value is within a preset SOC safety range, and the SOC safety range means that the SOC value of the power battery is between 15% and 35%; in addition, the small power can be understood as the discharge power of the whole vehicle is within a preset safe power range, and the preset safe power range can be selected to be 15-25 kW.
Through the third control module, the fourth control module and the fifth control module, the limitation on electric equipment when the SOC of the power battery is small is increased, and the protection on the power battery and the fuel battery is further enhanced.
Example four
The embodiment provides a hydrogen fuel hybrid electric vehicle, in particular to a parallel hydrogen fuel hybrid electric vehicle. The electric control system of the parallel hydrogen fuel vehicle mainly comprises a hydrogen fuel cell management system FCU, a storage battery management system BMS, a power control system (four-in-one) and a vehicle control system VCU. The automobile is provided with an energy output control device.
The energy output control device is specifically used for detecting the mileage of the hydrogen fuel hybrid electric vehicle at this time; when the subtotal mileage is smaller than a preset mileage threshold value, controlling the fuel cell to work according to an optimal efficiency point calculated based on the SOC value of the power battery, and controlling the power battery to output power at the same time; and when the small mileage is larger than a preset mileage threshold value, controlling the power battery to work at a preset optimal SOC state point, controlling the fuel battery to work according to a preset output power, and simultaneously outputting the power to a driving part and the power battery of the hydrogen fuel hybrid electric vehicle. The output of the power battery and the output of the fuel battery are considered, so that the power battery and the fuel battery can work in a better working state, the power battery and the fuel battery can be effectively protected, and the service life of the power battery and the fuel battery can be effectively prolonged. And the protection of the power battery and the fuel battery is further enhanced due to the increased limitation on the electric equipment when the SOC of the power battery is small.
EXAMPLE five
The embodiment provides a hydrogen fuel hybrid electric vehicle, in particular to a parallel hydrogen fuel hybrid electric vehicle. The electric control system of the parallel hydrogen fuel vehicle mainly comprises a hydrogen fuel cell management system FCU, a storage battery management system BMS, a power control system (four-in-one) and a vehicle control system VCU. The automobile is provided with an energy output control device.
The energy output control means comprises at least one processor 101 and a memory 102, both connected by a data bus 103, as shown in fig. 10.
The memory is used for storing a computer program or instructions, and the processor is used for obtaining the computer program or instructions so as to enable the hydrogen fuel hybrid electric vehicle to realize the energy output control method in the first embodiment or the second embodiment.
The method specifically comprises the steps of detecting the mileage of the hydrogen fuel hybrid electric vehicle; when the subtotal mileage is smaller than a preset mileage threshold value, controlling the fuel cell to work according to an optimal efficiency point calculated based on the SOC value of the power battery, and controlling the power battery to output power at the same time; and when the small mileage is larger than a preset mileage threshold value, controlling the power battery to work at a preset optimal SOC state point, controlling the fuel battery to work according to a preset output power, and simultaneously outputting the power to a driving part and the power battery of the hydrogen fuel hybrid electric vehicle. The output of the power battery and the output of the fuel battery are considered, so that the power battery and the fuel battery can work in a better working state, the power battery and the fuel battery can be effectively protected, and the service life of the power battery and the fuel battery can be effectively prolonged. And the protection of the power battery and the fuel battery is further enhanced due to the increased limitation on the electric equipment when the SOC of the power battery is small.
The embodiments in the present specification are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, apparatus, or computer program product. Accordingly, embodiments of the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
Embodiments of the present invention are described with reference to flowchart illustrations and/or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing terminal to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing terminal to cause a series of operational steps to be performed on the computer or other programmable terminal to produce a computer implemented process such that the instructions which execute on the computer or other programmable terminal provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present invention have been described, additional variations and modifications of these embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the embodiments of the invention.
Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or terminal. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or terminal that comprises the element.
The technical solutions provided by the present invention are described in detail above, and the principle and the implementation of the present invention are explained in this document by applying specific examples, and the descriptions of the above examples are only used to help understanding the method and the core idea of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
Claims (10)
1. An energy output control method applied to a hydrogen fuel hybrid vehicle provided with a power cell and a fuel cell for parallel output, characterized by comprising the steps of:
detecting the mileage of the hydrogen fuel hybrid electric vehicle at this time;
when the subtotal mileage is smaller than a preset mileage threshold value, controlling the fuel cell to work according to an optimal efficiency point calculated based on the SOC value of the power cell, and controlling the power cell to output power at the same time;
and when the subtotal mileage is larger than the preset mileage threshold value, controlling the power battery to work at a preset optimal SOC state point, controlling the fuel battery to work according to preset output power, and simultaneously outputting power to a driving part of the hydrogen fuel hybrid electric vehicle and the power battery.
2. The energy output control method of claim 1, further comprising the steps of:
determining the current power required by the whole vehicle according to the output information of the accelerator pedal device of the hydrogen fuel hybrid electric vehicle and the current vehicle speed;
subtracting the required power of other high-voltage accessories except a motor of the hydrogen fuel hybrid electric vehicle from the required power of the whole vehicle, and subtracting the output power of the fuel cell to obtain a residual power value;
and calculating a corresponding SOC value according to the residual power value to obtain the optimal efficiency point.
3. The energy output control method of claim 1, further comprising the steps of:
determining the current power required by the whole vehicle according to the output information of the accelerator pedal device of the hydrogen fuel hybrid electric vehicle and the current vehicle speed;
and subtracting the output power of the power battery from the power required by the whole vehicle, and subtracting the required power of other high-voltage accessories except the motor of the hydrogen fuel hybrid electric vehicle to obtain the preset output power.
4. The energy output control method of claim 1, further comprising the steps of:
when the SOC value of the power battery is smaller than a preset first SOC value or the discharge power of the whole vehicle is smaller than a preset first power value, setting the power of an air conditioner compressor, heating equipment and a driving motor to be 0, and simultaneously limiting a steering pump and an inflating pump to be used;
when the SOC value of the power battery is within a preset SOC safety range or the discharge power of the whole vehicle is within a preset safety power range, controlling the air conditioner compressor, the heating equipment and the driving motor to operate in a limited power mode, and controlling the steering pump and the inflating pump to operate normally, wherein any value in the SOC safety range is larger than or equal to the first SOC value, and any value in the preset safety power range is larger than or equal to the first power value;
and when the SOC value of the power battery is larger than a preset second SOC limit value or the discharge power of the whole vehicle is larger than a preset second power value, controlling the air conditioner compressor, the heating equipment, the driving motor, the steering pump and the inflating pump to operate according to the required power.
5. An energy output control device applied to a hydrogen fuel hybrid vehicle provided with a power cell and a fuel cell for parallel output, characterized by comprising:
the mileage detection module is used for detecting the sub-mileage of the hydrogen fuel hybrid electric vehicle;
the first control module is used for controlling the fuel cell to work according to the optimal efficiency point calculated based on the SOC value of the power cell and controlling the power cell to output power at the same time when the subtotal mileage is smaller than a preset mileage threshold value;
and the second control module is used for controlling the power battery to work at a preset optimal SOC state point when the subtotal mileage is larger than the preset mileage threshold value, controlling the fuel battery to work according to preset output power, and simultaneously outputting power to a driving part of the hydrogen fuel hybrid electric vehicle and the power battery.
6. The energy output control device of claim 5, further comprising:
the first calculation module is used for determining the current required power of the whole vehicle according to the output information of the accelerator pedal device of the hydrogen fuel hybrid electric vehicle and the current vehicle speed;
the second calculation module is used for subtracting the required power of other high-voltage accessories of the hydrogen fuel hybrid electric vehicle except a motor from the required power of the whole vehicle and subtracting the output power of the fuel cell to obtain a residual power value;
and the third calculation module is used for calculating a corresponding SOC value according to the residual power value to obtain the optimal efficiency point.
7. The energy output control device of claim 5, further comprising:
the fourth calculation module is used for determining the current required power of the whole vehicle according to the output information of the accelerator pedal device of the hydrogen fuel hybrid electric vehicle and the current vehicle speed;
and the fifth calculation module is used for subtracting the output power of the power battery from the required power of the whole vehicle and then subtracting the required power of other high-voltage accessories except the motor of the hydrogen fuel hybrid electric vehicle to obtain the preset output power.
8. The energy output control device of claim 5, further comprising:
the third control module is used for setting the power of the air conditioner compressor, the heating equipment and the driving motor to be 0 and limiting the steering pump and the inflating pump to be used when the SOC value of the power battery is smaller than a preset first SOC value or the discharging power of the whole vehicle is smaller than a preset first power value;
the fourth control module is used for controlling the air conditioner compressor, the heating equipment and the driving motor to operate in a limited power mode and controlling the steering pump and the inflating pump to operate normally when the SOC value of the power battery is within a preset SOC safety range or the discharging power of the whole vehicle is within a preset safety power range, wherein any value in the SOC safety range is larger than or equal to the first SOC value, and any value in the preset safety power range is larger than or equal to the first power value;
and the fifth control module is used for controlling the air conditioner compressor, the heating equipment, the driving motor, the steering pump and the inflating pump to operate according to the required power when the SOC value of the power battery is greater than a preset second SOC limit value or the discharging power of the whole vehicle is greater than a preset second power value.
9. A hydrogen-fueled hybrid vehicle, characterized by being provided with the energy output control device according to any one of claims 5 to 8.
10. A hydrogen-fueled hybrid vehicle comprising at least a power control system, characterized in that the power control system comprises at least one processor and a memory connected to the processor, wherein:
the memory is for storing a computer program or instructions;
the processor is configured to obtain and execute the computer program or instructions to cause the power control system to implement the energy output control method according to any one of claims 1 to 4.
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| CN113125968B (en) * | 2019-12-31 | 2022-09-09 | 比亚迪股份有限公司 | Method and apparatus for detecting battery state of hybrid vehicle |
| TW202140310A (en) * | 2020-03-20 | 2021-11-01 | 吳震洋 | Range extension system |
| CN111422070A (en) * | 2020-04-08 | 2020-07-17 | 江铃重型汽车有限公司 | Method and device for detecting endurance mileage and new energy vehicle |
| CN113511110B (en) * | 2020-04-10 | 2022-10-14 | 长城汽车股份有限公司 | Pure electric available power determining method and system and vehicle |
| CN113844429B (en) * | 2020-06-28 | 2023-11-21 | 杭州氢途科技有限公司 | Control method of fuel cell engine energy management system |
| CN112462917A (en) * | 2020-11-03 | 2021-03-09 | 广州智光电气技术有限公司 | Control method and device of energy storage system, electronic equipment and storage medium |
| CN113022382B (en) * | 2021-04-21 | 2023-01-24 | 潍柴动力股份有限公司 | Power distribution control method and system for fuel cell hybrid power system and vehicle |
| CN113525107B (en) * | 2021-05-25 | 2024-01-09 | 武汉客车制造股份有限公司 | Control method and system for working power of fuel cell system of fuel cell passenger car |
| CN113276677B (en) * | 2021-06-01 | 2023-01-06 | 东风柳州汽车有限公司 | Electrical appliance framework of hydrogen fuel cargo van type medical vehicle |
| CN113352950A (en) * | 2021-06-15 | 2021-09-07 | 佛山仙湖实验室 | Dynamic variable load fuel cell automobile energy management method, system, equipment and medium |
| CN113921922B (en) * | 2021-10-11 | 2022-06-28 | 苏州联胜新能源科技有限公司 | Battery pack parallel management method, using method and management system, sub-packaging subsystem and energy storage system, and electric vehicle |
| CN114394035B (en) * | 2022-01-22 | 2023-05-02 | 重庆长安新能源汽车科技有限公司 | Control method and control system for generating power of hydrogen fuel cell |
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Effective date of registration: 20201123 Address after: 330001 No. 509 North Avenue, Yingbin Road, Jiangxi, Nanchang Applicant after: JIANGLING MOTORS Co.,Ltd. Address before: 030032 No. 5 Huazhang Street, Taiyuan Tanghuai Park, Shanxi Comprehensive Reform Demonstration Area, Taiyuan City, Shanxi Province Applicant before: JMC HEAVY DUTY VEHICLE Co.,Ltd. |
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