CN110789365A - Electric commercial vehicle and motor control method - Google Patents
Electric commercial vehicle and motor control method Download PDFInfo
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- CN110789365A CN110789365A CN201911100631.XA CN201911100631A CN110789365A CN 110789365 A CN110789365 A CN 110789365A CN 201911100631 A CN201911100631 A CN 201911100631A CN 110789365 A CN110789365 A CN 110789365A
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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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
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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
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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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- 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
- Y02T10/64—Electric machine technologies in electromobility
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
-
- 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)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention discloses an electric commercial vehicle and a motor control method, wherein the electric commercial vehicle comprises the following components: driving the vehicle; the main controller is used for determining a motor to be driven from the driving motors according to the acquired current running parameters of the vehicle and sending a power demand instruction corresponding to the motor to be driven to the fuel power generation device; the fuel power generation device is used for converting fuel into electric energy according to a power demand instruction and transmitting the electric energy to the motor controller or the power battery; the motor controller is used for converting the electric energy converted by the fuel power generation device or the electric energy stored by the power battery into the electric energy required by the motor to be driven so as to drive the vehicle to run by the driving motor. According to the invention, the driving motors corresponding to the motor controllers in the vehicle are reasonably combined, configured and dynamically allocated for use according to the current running parameters of the vehicle, so that the balanced use of the driving motors in the whole vehicle is realized, the power output requirements of the vehicle under different running conditions are met, and the normal running of the vehicle is further ensured.
Description
Technical Field
The embodiment of the invention relates to the vehicle technology, in particular to an electric commercial vehicle and a motor control method.
Background
With the continuous development of science and technology, the range-extended electric commercial vehicle becomes the trend of a new era, the worry that the driving mileage of the electric commercial vehicle is insufficient due to full load in the prior art is solved, and certain cruising ability is achieved.
Currently, in the existing extended range electric commercial vehicle, the driving method is mainly based on single motor driving, i.e. a single driving motor is used to drive the extended range electric commercial vehicle. However, in the actual driving process, when the range-extended electric commercial vehicle is a medium-heavy commercial vehicle, the road conditions are complex, and under the conditions of energy conservation, emission reduction, heavy load and the like, if a single driving motor is adopted for power output, the power output requirement of the range-extended electric commercial vehicle cannot be met, so that the normal driving of the range-extended electric commercial vehicle cannot be ensured.
Disclosure of Invention
In view of this, the invention provides an electric commercial vehicle and a motor control method to ensure the power output requirement of the electric commercial vehicle, and further ensure the normal running of the electric commercial vehicle.
In a first aspect, an embodiment of the present invention provides an electric commercial vehicle, including: driving the vehicle; the driving vehicle includes: the fuel power generation system comprises a main controller, a fuel power generation device, at least two motor controllers, a power battery and at least two driving motors; the driving motors correspond to the motor controllers one by one;
the control end of the main controller is connected with the first end of the fuel power generation device, and the signal end of the main controller is connected with the first end of the motor controller; the second end of the motor controller and the second end of the fuel power generation device are both connected with the power battery, and the third end of the motor controller is connected with the driving motor;
the main controller is used for determining a motor to be driven from the driving motors according to the acquired current running parameters of the vehicle and sending a power demand instruction corresponding to the motor to be driven to the fuel power generation device;
the fuel power generation device is used for converting fuel into electric energy according to the power demand instruction and transmitting the electric energy to the motor controller or the power battery;
the motor controller is used for converting the electric energy converted by the fuel power generation device or the electric energy stored by the power battery into the electric energy required by the motor to be driven so as to drive the vehicle to run by the driving motor.
In a second aspect, an embodiment of the present invention provides a motor control method, including:
acquiring current operating parameters of a vehicle;
determining a motor to be driven from the driving motors according to the current operation parameters;
and sending a power demand instruction to a fuel power generation device so that the fuel power generation device transmits the converted electric energy to the motor to be driven through a motor controller to drive the vehicle to run.
According to the invention, the driving motors corresponding to the motor controllers in the vehicle are reasonably combined, configured and dynamically allocated for use according to the current running parameters of the vehicle, so that the balanced use of the driving motors in the whole vehicle is realized, the power output requirements of the vehicle under different running conditions are met, and the normal running of the vehicle is further ensured.
Drawings
Fig. 1 is a schematic structural diagram of an electric commercial vehicle equipped with a driving vehicle according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of an electric commercial vehicle equipped with a trailer and a driving vehicle according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of another electric commercial vehicle equipped with a driving vehicle according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of another electric commercial vehicle equipped with a driving vehicle and a trailer according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of another electric commercial vehicle equipped with a driving vehicle and a trailer according to an embodiment of the present invention;
fig. 6 is a schematic structural diagram of another electric commercial vehicle equipped with a driving vehicle and a trailer according to an embodiment of the present invention;
fig. 7 is a schematic structural diagram of another electric commercial vehicle equipped with a driving vehicle and a trailer according to an embodiment of the present invention;
fig. 8 is a flowchart of a motor control method according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
In the prior art, when the loaded weight of the electric commercial vehicle is too large, the road conditions are complex, and the electric commercial vehicle is in the conditions of energy conservation, emission reduction, heavy load and the like, the power output requirement of the electric commercial vehicle cannot be met. The following describes scenarios and drawbacks of the prior art.
Firstly, the multi-power medium and heavy electric commercial vehicle using a single driving motor cannot meet the requirement of long-distance driving because the load weight is overlarge, the mass of a trailer is increased, and the output power of the single driving motor is limited. Meanwhile, a single driving motor is used, redundant electric quantity of the power generation energy can be charged into the power battery by the multi-power generation system, and therefore the power output of the driving motor and the effective dynamic balance of the power battery cannot be guaranteed.
Secondly, the multi-power medium and heavy electric commercial vehicle using the single driving motor is driven by the single driving motor due to the complex road conditions during long-distance driving and frequent change of complex road conditions such as acceleration and deceleration, so that frequent switching between power systems in a dual-power driving mode is inevitable, and the service life of the fuel power generation device and the extended range engine is influenced.
Thirdly, a multi-powered medium and heavy electric commercial vehicle using a single driving motor needs to travel in an area where emission control is required, such as an urban area, although in the area, the fuel power generation device may be switched to a hydrogen fuel power generation device to generate power, thereby reducing pollution emission. But the single driving motor can not meet the requirement of high-power output of the medium-heavy electric commercial vehicle under large load.
Fourthly, the multi-power medium-heavy type electric commercial vehicle using a single driving motor inevitably causes the driving capability of the trailer to be insufficient, the service efficiency of a multi-power generation system is inevitably higher during the running of the vehicle, the charging and discharging times of a power battery are inevitably frequent, and the service life of a fuel power generation device and an extended range engine is influenced.
Fifthly, the multi-power medium and heavy electric commercial vehicle using the single driving motor is single in driving motor, and if the driving motor fails to operate, the whole vehicle system is easy to break down, so that the normal running speed of the vehicle is influenced.
In view of the above-mentioned scenarios and defects, embodiments of the present invention provide an electric commercial vehicle configured with multiple driving motors and a motor control method, so as to implement reasonable combination configuration and dynamic allocation of driving motors.
Fig. 1 is a schematic structural diagram of an electric commercial vehicle equipped with a driving vehicle according to an embodiment of the present invention, where the technical solution of this embodiment is suitable for a case where a driving motor is flexibly configured, the vehicle may be implemented in a software and/or hardware manner, and the vehicle may be formed by two or more physical entities or may be formed by one physical entity. Here, in fig. 1, the configuration of the electric commercial vehicle will be described by taking an example in which two drive motors 105 are disposed in the driving vehicle 10.
Referring to fig. 1, the electric commercial vehicle in the present embodiment includes: driving the vehicle 10; the driving vehicle 10 includes: a main controller 101, a fuel power generation device 102, at least two motor controllers 103, a power battery 104, and at least two drive motors 105; the driving motors 105 correspond to the motor controllers 103 one to one;
wherein, the control end of the main controller 101 is connected with the first end of the fuel power generation device 102, and the signal end of the main controller 101 is connected with the first end of the motor controller 103; the second end of the first-stage fuel power generation device 102 at the second end of the motor controller 103 is connected with the power battery 104, and the third end of the motor controller 103 is connected with the driving motor 105;
the main controller 101 is configured to determine a motor to be driven from the driving motors 105 according to the acquired current operating parameters of the vehicle, and send a power demand instruction corresponding to the motor to be driven 105 to the fuel power generation device 102;
the fuel power generation device 102 is used for converting fuel into electric energy according to a power demand instruction and transmitting the electric energy to the motor controller 103 or the power battery 104;
the motor controller 103 is configured to convert the electric energy converted by the fuel power generation device 102 or the electric energy stored in the power battery 104 into a drive motor of the motors to be driven 105, so that the drive motor drives the vehicle to travel.
Wherein the current operating parameters may include: the vehicle-mounted power system comprises the load weight, the driving mileage, the residual electric quantity of a power battery and the vehicle working condition. The on-load weight refers to the weight of the cargo currently loaded on the vehicle; the driving mileage refers to the total mileage to be driven by the vehicle; the residual electric quantity of the power battery refers to the residual electric quantity of the power battery; the vehicle operating condition refers to the operating condition of the vehicle during running. It should be noted that, in order to enable the main controller 101 to determine the motor to be driven according to the current operating parameters of the vehicle, a sensor configured in the engine of the vehicle may upload the current operating parameters to the main controller 101 through a bus, and the current operating parameters received by the main controller 101 are analyzed to determine the motor to be driven. Wherein, the driving mileage is the total mileage to be driven by the vehicle. Specifically, before the vehicle travels, the user is required to manually input a departure point and a destination through an in-vehicle electronic map to determine the travel mileage.
In an embodiment, the motors to be driven are one or more driving motors which are required to be started on the electric commercial vehicle. Specifically, after the main controller 101 acquires the current operating parameters of the vehicle, the number of the drive motors 105 that need to be started and the operating time period of each drive motor 105 that needs to be started are determined according to the current operating parameters. In actual operation, the number of drive motors 105 that need to be started and the length of time each drive motor 105 needs to be started may be determined by one or more of the current operating parameters. After determining the number of the driving motors 105 required to be started and the working time, the main controller 101 sends a power demand instruction to the fuel power generation device 102, so that the fuel power generation device 102 determines the total required power generation amount according to the power demand instruction, converts the fuel of the total required power generation amount into electric energy, and then transmits the electric energy to the motor controller 103, and the motor controller 103 converts the electric energy converted by the fuel power generation device 102 into the electric energy required by the driving motor of the motors 105 to be driven, so that the driving motor drives the vehicle to run. Each motor controller 103 is in one-to-one correspondence with a driving motor 105, that is, the main controller 101 can directly control whether the motor controller 103 is started or not, that is, whether the corresponding driving motor 105 is started or not can be controlled. Of course, if the electric energy converted by the fuel electric power generation device 102 is larger than the electric energy required by the driving motor of the motors to be driven 105, the surplus electric energy is stored in the power battery 104 for use by the subsequent driving motor.
According to the technical scheme of the embodiment, reasonable combination configuration and dynamic distribution use are carried out on the driving motors respectively corresponding to the motor controllers in the vehicle according to the current operation parameters of the vehicle, so that balanced use of the driving motors in the whole vehicle is realized, the power output requirements of the vehicle under different driving conditions are met, and the normal driving of the vehicle is further ensured.
Of course, when the electric commercial vehicle needs to run for a long distance, or the vehicle has a large carrying weight, or the working condition of the running road is poor, or the remaining power of the power battery is less than the preset threshold value, in order to meet the power output requirement of the vehicle, a trailer can be lapped on the electric commercial vehicle on the basis of the above embodiment. Fig. 2 is a schematic structural diagram of an electric commercial vehicle equipped with a trailer and a driving vehicle according to an embodiment of the present invention.
Here, in fig. 2, the configuration of the electric commercial vehicle will be described by taking an example in which two drive motors 105 are disposed in the trailer 20. As shown in fig. 2, the electric commercial vehicle in the present embodiment further includes: at least one trailer 20; the trailer 20 includes: at least two drive motors 105 and at least two motor controllers 103; each drive motor 105 corresponds to one motor controller 103; the main controller 101 is connected with a driving motor 105 in the trailer 20 through a motor controller 103; the fuel power generation device 102 is electrically connected to a drive motor 105.
In the embodiment, when the driving motor 105 of the vehicle 10 cannot guarantee the power output requirement of the vehicle, a trailer 20 is configured on the basis of the driving vehicle 10, and at least two driving motors 105 are configured on the trailer 20, and each driving motor 105 on the trailer 20 is connected with a corresponding one of the motor controllers 1032. The main controller 101 can reasonably distribute and use the driving motor 105 on the driving vehicle 10 and the driving motor 105 on the trailer 20 according to the current operating parameters of the vehicle, so as to ensure the power output requirement of the vehicle, and further ensure the normal running of the vehicle. It is specifically understood that the master controller 101 can reasonably allocate the number of starts of the driving motors 105 on the driving vehicle 10 and the driving motors 105 on the trailer 20, and the required operating time of each started driving motor according to the current operating parameters of the vehicle.
In one embodiment, a fuel cell power plant is further described. The fuel power generation device 102 is a flexible fuel power generation device or a hydrogen fuel power generation device. The fuel in the flexible fuel power generation device can be biomass fuel or chemical fuel. Wherein, the biomass fuel can be alcohol fuel;
wherein, the flexible fuel power generation device includes: a flexible fuel tank, an internal combustion engine and a start/power generation integrated ISG motor; the flexible fuel tank is connected with the internal combustion engine, and the ISG motor is connected with a power output shaft of the internal combustion engine;
the hydrogen fuel power generation device includes: the hydrogen storage tank is connected with the fuel cell. The chemical fuel power generation device can be similar to a biomass fuel power generation device in structure and comprises a fuel tank, an internal combustion engine and an ISG motor.
In order to ensure that the vehicle can adopt a double-power driving mode, the electric commercial vehicle in the embodiment can be provided with a flexible fuel power generation device or a hydrogen fuel power generation device, so that when the vehicle passes through a driving area with high emission level, the vehicle can generate power by using the hydrogen fuel power generation device and transmit the power to a driving motor in motors to be driven so as to drive the vehicle to run; here, the power generation principle of the fuel power generation device is described in detail. Of course, the vehicle may use the flexible fuel power generator or the hydrogen fuel power generator alone or both of them to generate power. Of course, since the chemical fuel power plant has serious emission pollution, the flexible fuel power plant cannot be used in an area (for example, an urban area) with a high emission level requirement, and a hydrogen fuel power plant is used.
It should be noted that the fuel in the flexible fuel power plant may be alcohol fuel, other biomass fuel, or other chemical fuel, and is not limited thereto.
In one embodiment, the trailer 20 is a full trailer, semi-trailer, or mid-axle trailer. In the embodiment, the trailer 20 may be a full trailer, a semi-trailer, or a central axle trailer. The axles of the full trailer are distributed at the front end and the rear end of the trailer body, so that the full trailer is stably parked when being separated from the driving vehicle 10; and because the axle of the central shaft trailer is positioned in the center of the vehicle body, the central shaft trailer cannot be stably parked when being separated from the driving vehicle 10. Both the semitrailer and the full trailer are power units without their own, but the semitrailer is a trailer in which the axle is placed behind the center of gravity of the vehicle and in which a coupling device is mounted that can transmit horizontal or vertical forces to the tractor. In the embodiment of the invention, the structure of the electric commercial vehicle will be described by taking trailers as a full trailer and a middle axle trailer as examples.
Fig. 3 is a schematic structural diagram of another electric commercial vehicle equipped with a driving vehicle according to an embodiment of the present invention. As shown in fig. 3, the electric commercial vehicle equipped with a driving vehicle includes: flexible fuel tank 1021, internal combustion engine 1022, ISG motor 1023, hydrogen storage tank 1024, fuel cell 1025, two drive motors 105. Wherein, the flexible fuel tank 1021, the internal combustion engine 1022 and the ISG motor 1023 belong to partial structures in the flexible fuel power generation device; the hydrogen storage tank 1024 and the fuel cell 1025 belong to a part of the structure of the hydrogen fuel power generation device.
Here, in order to distinguish between the front drive and the rear drive in the driving vehicle 10, that is, the driving motor disposed in the front wheel and the driving motor disposed in the rear wheel of the driving vehicle 10, the driving motor 105 on the front wheel of the driving vehicle 10 may be referred to as a first driving motor 1051, and the driving motor 105 on the rear wheel may be referred to as a second driving motor 1052.
Of course, in order to ensure the storage of the generated surplus electric energy, the driving vehicle 10 may be provided with a power battery 104. Specifically, during power generation, when the electric energy generated by the fuel power generation device is sufficient for the driving motor 105 to work normally, and a surplus electric energy condition occurs, the generated surplus electric energy can be stored in the power battery 104 for supplying power to the driving motor 105 later.
Fig. 4 is a schematic structural diagram of another electric commercial vehicle equipped with a driving vehicle and a trailer according to an embodiment of the present invention. As shown in fig. 4, the electric commercial vehicle equipped with a driver's vehicle and a trailer includes: flexible fuel tank 1021, internal combustion engine 1022, ISG motor 1023, hydrogen storage tank 1024, fuel cell 1025, four drive motors 105. Two drive motors 105 are disposed on the driving vehicle 10, and two drive motors 105 are disposed on the trailer 20. The arrangement of the two drive motors 105 on the driving vehicle 10 is explained in fig. 3. To facilitate distinguishing the two drive motors 105 on the trailer 20, the two drive motors 105 on the trailer 20 are respectively identified as a third drive motor 1053 and a fourth drive motor 1054. The trailer in fig. 4 adopts a central axle trailer.
In one embodiment, fig. 5 is a schematic structural diagram of another electric commercial vehicle equipped with a driving vehicle and a trailer according to an embodiment of the present invention. As shown in fig. 5, the electric commercial vehicle equipped with a driver's vehicle and a trailer includes: flexible fuel tank 1021, internal combustion engine 1022, ISG motor 1023, hydrogen storage tank 1024, fuel cell 1025, four drive motors 105, two power cells 104, and a backup fuel tank 106. The two driving motors 105 are disposed on the driving vehicle 10, wherein the two driving motors 105 on the driving vehicle 10 are respectively designated as a first driving motor 1051 and a second driving motor 1052, the two driving motors 105 are disposed on the trailer 20, and the two driving motors 105 on the trailer 20 are respectively designated as a third driving motor 1053 and a fourth driving motor 1054; one power battery 104 is disposed on the driven vehicle 10, and the other power battery 104 is disposed on the trailer 20. Of course, a backup fuel tank 106 may be provided on the trailer 20 to provide fuel to the fuel cell power plant in order to reach a destination or fueling station via a fuel vehicle carried by the vehicle. In which fig. 5 uses a full trailer.
In one embodiment, fig. 6 is a schematic structural diagram of another electric commercial vehicle equipped with a driving vehicle and a trailer according to an embodiment of the present invention. As shown in fig. 6, the electric commercial vehicle equipped with a driver's vehicle and a trailer includes: flexible fuel tank 1021, internal combustion engine 1022, ISG motor 1023, hydrogen storage tank 1024, fuel cell 1025, four drive motors 105, two power cells 104, and a backup fuel tank 106. The explanation of each structure is described in fig. 5, and is not repeated here. It should be noted that fig. 6 illustrates a center axle trailer.
In one embodiment, fig. 7 is a schematic structural diagram of another electric commercial vehicle equipped with a driving vehicle and a trailer according to an embodiment of the present invention. As shown in fig. 7, the electric commercial vehicle equipped with a driver's vehicle and a trailer includes: flexible fuel tank 1021, internal combustion engine 1022, ISG motor 1023, hydrogen storage tank 1024, fuel cell 1025, five drive motors 105, two power cells 104, and one backup fuel tank 106. The two drive motors 105 are disposed on the driving vehicle 10, wherein the two drive motors 105 on the driving vehicle 10 are respectively referred to as a first drive motor 1051 and a second drive motor 1052, and the three drive motors 105 are disposed on the trailer 20, and wherein the three drive motors 105 on the trailer 20 are respectively referred to as a third drive motor 1053, a fourth drive motor 1054, and a fifth drive motor 1055. The trailer in fig. 7 is a full trailer.
It should be noted here that the master controller 101 is not shown in fig. 3 to 7, but the master controller 101 may be provided in the front of the driving vehicle 10.
Fig. 8 is a flowchart of a motor control method according to an embodiment of the present invention. The technical scheme of the embodiment is suitable for the situation of flexibly configuring the driving motor, the vehicle can be realized in a software and/or hardware mode, the method can be executed by the electric commercial vehicle in the embodiment, and the electric commercial vehicle can be formed by two or more physical entities or one physical entity. As shown in fig. 8, the method includes:
and S310, acquiring the current running parameters of the vehicle.
Wherein the current operating parameters include at least one or more of: the vehicle-mounted power system comprises the load weight, the driving mileage, the residual electric quantity of a power battery and the vehicle working condition. In the embodiment, the obtaining manner of the load capacity, the driving mileage, the remaining power of the power battery, and the vehicle condition is described in the above embodiment, and is not described herein again.
And S320, determining a motor to be driven from the driving motors according to the current operation parameters.
The to-be-driven motor refers to one or more driving motors which are required to be started on the electric commercial vehicle. In the embodiment, after the main controller obtains the current operation parameters of the vehicle, the number of the driving motors required to be started and the working time of each driving motor required to be started are adjusted in real time according to each parameter in the current operation parameters, so that the power output requirement of the vehicle is ensured. Of course, in determining the actual operation of the motor to be driven based on the current operating parameters, the motor to be driven may be determined based on one or more of the current operating parameters. It is understood that a mapping relationship exists between the current operating parameters and the motors to be driven, that is, after the current operating parameters of the vehicle are determined, the number of the driving motors to be started and the operating time of each driving motor to be started can be determined according to the mapping relationship.
And S330, sending a power demand instruction to the fuel power generation device so that the fuel power generation device transmits the converted electric energy to a motor to be driven through a motor controller to drive the vehicle to run.
In the embodiment, after the number of the driving motors required to be started and the working time of each driving motor are determined, the main controller sends a power demand instruction to the fuel power generation device, so that the fuel power generation device determines electric energy required by the driving motors according to the power demand instruction, and then the converted electric energy is transmitted to the corresponding driving motor of the driving motor required to be started through the motor controller, so that the driving motor drives the vehicle to run. Of course, the fuel power plant may also store excess electrical energy in the power cell for subsequent powering of the drive motor.
Of course, in order to ensure the safe driving of the vehicle, the at least one motor to be driven is a driving motor on the driving vehicle 10, i.e. one of the first driving motor 1051 and the second driving motor 1052 on the driving vehicle 10 is in an operating state.
According to the technical scheme, reasonable combination configuration and dynamic distribution use are carried out on the plurality of driving motors in the vehicle according to the current running parameters of the vehicle, balanced use of the driving motors in the whole vehicle is achieved, the power output requirements of the vehicle under different running conditions are met, and then normal running of the vehicle is guaranteed.
In one embodiment, the determining of the motor to be driven from the driving motors according to the current operating parameters may specifically be: and determining the starting number of the motors to be driven and the working parameters of each motor to be driven from the driving motors according to at least one operation element in the current operation parameters.
Wherein the operational elements include one or more of: the vehicle-mounted weight, the driving mileage and the residual electric quantity of the power battery. In an embodiment, the number of starting motors to be driven and the operating parameters of each motor to be driven can be determined from the driving motors according to one or more operating factors. The working parameter may be a working time length. According to the combination mode of the operation elements, the method can be divided into the following steps: a belt load weight; driving mileage; the residual electric quantity of the power battery; on-board weight and mileage; carrying weight and residual electric quantity of the power battery; the driving mileage and the residual electric quantity of the power battery; the vehicle-mounted weight, the driving mileage and the residual capacity of the power battery. It is understood that the number of the driving motors to be started and the operation time period can be determined according to the seven conditions.
Of course, in order to ensure normal running of the vehicle and on-time arrival at the destination, the operating time period for the start of all the drive motors needs to be set in each case. For example, when the number and the working duration of the driving motors to be started are determined by the loaded weight, the loaded weight can be divided into three states of full load, medium load and no load; for example, when the vehicle is fully loaded, the working time of all the driving motors is the largest; and when the motor is unloaded, the working time of all the driving motors is the minimum. For example, when the vehicle is fully loaded, the working time of all the driving motors can account for 80% of the total driving time, and the starting number of the working groups of the driving motors and the corresponding working time can be set by a program for the remaining 20% of the driving time; during medium load, the working time of all the driving motors accounts for 50% of the total running time, and the starting number of the working groups of the driving motors and the corresponding working time can be set for the remaining 50% of the running time through a program; when the vehicle is in idle load, the working time of all the driving motors accounts for 20% of the total running time, and the starting number of the working groups of the driving motors and the corresponding working time can be set by a program for the remaining 80% of the running time. It can be understood that, under the condition that the working time lengths of all the driving motors reach the preset proportion of the total time length, the starting number and the working time length of the to-be-driven motors can be adjusted in real time by the vehicle through other operation parameters in the rest working time lengths. Of course, the operation time for starting all the driving motors is not continuous, and is adjusted in real time according to the current operation parameters of the vehicle. For example, when the vehicle a arrives at the destination BB from the departure point AA, the expected total driving time is 2 hours, and the vehicle a is in a fully loaded state, in order to ensure that the vehicle a can arrive at the destination BB on time, the operating time for starting all the driving motors in the vehicle a may be set to 1.6 hours, and the remaining 0.4 hours may not require all the driving motors to be in an operating state. Wherein, can come real-time adjustment according to the vehicle operating mode whether need start all driving motor in the vehicle A. For example, when the vehicle A is in an acceleration state, a starting state or an uphill slope, all the driving motors can be started to work; when the vehicle decelerates and goes downhill, all the driving motors do not need to be started to work, and the purpose of energy conservation is achieved under the condition that the vehicle normally runs. The starting number of the working groups of the driving motors is set through a program, and the starting number can be selected according to the combination mode of the driving motors. The combination mode of the driving motors can be combined according to one driving motor, two driving motors, three driving motors or four driving motors.
Of course, for other cases, the number of the motors to be driven and the operating parameters of each motor to be driven can be determined from the driving motors by referring to the determination manner of the load weight in the above embodiment. In the embodiment, the starting number of the motors to be driven and the working parameters of each motor to be driven are determined from the driving motors through the driving mileage of the vehicle, and the driving mileage can be divided into a long distance state, a middle distance state and a short distance state, wherein the working time of the driving motors which are completely started accounts for 80% of the total time in the long distance state, and the remaining 20% of the time is set by a program to select the driving motor working group; when the motor is in the midway, the working time of the whole starting of the driving motor accounts for 50 percent of the total time, and the remaining 50 percent of the time is set by a program to select a driving motor working group; when the short distance is in, the working time of the whole starting of the driving motor accounts for 20 percent of the total time, and the remaining 80 percent of the time is set by a program to select the working group of the driving motor.
The starting number of the motors to be driven and the working parameters of each motor to be driven are determined from the driving motors through the residual capacity of the power battery in the vehicle, and the residual capacity of the power battery can be divided into three states of the residual capacity being more than 80%, the residual capacity being more than 30% and less than 80% and the residual capacity being less than 30%. When the residual electric quantity is greater than 80%, the working time of the whole start of the driving motor accounts for 80% of the total time, and the remaining 20% of the time is set by a program to select the motor to be driven; the electric quantity is more than 30% and less than 80%: the working time of the complete start of the driving motor accounts for 50% of the total time, and the remaining 50% of the time is set by a program to select the motor to be driven; electric quantity is less than 30%: the working time of the complete start of the driving motor accounts for 20 percent of the total time, and the remaining 80 percent of the time is set by a program to select the motor to be driven.
It can be understood that under the conditions that the vehicle is fully loaded and long-distance and the electric quantity is more than 80%, the proportion of the working time of all the starting of the driving motor to the total time is the same; under the conditions that the vehicle is in a medium load and midway and the electric quantity is more than 30% and less than 80%, the proportion of the working time length of all the started driving motors to the total time length is the same; under the conditions that the vehicle is in no load and short distance and the electric quantity is less than 30%, the proportion of the working time of all the started driving motors to the total time is the same. It is to be understood that, under the condition that the starting number of the motors to be driven and the working time length of each motor to be driven are determined through the combination of the operation elements, whether the proportion of the total working time length occupied by the total starting working time length of all the driving motors corresponding to each operation element is the same or not can be considered, and if the proportion is the same, the corresponding working time length is adopted; if only one of the operation elements is different, the proportion of the working time of the whole start of the driving motor to the total time is set to be 50 percent. For example, if the vehicle is in full load, long distance, and the electric quantity is greater than 80%, it indicates that the ratio of the working time of starting all the driving motors corresponding to the loaded weight, the driving mileage, and the remaining electric quantity of the power battery of the vehicle to the total time is 80%, and at this time, the ratio of the working time of starting all the driving motors to the total time can be directly set to 80%; and when the vehicle is in full load and midway and the electric quantity is less than 30%, the proportion of the working time length of the starting of all the driving motors to the total time length can be set as 50%.
In one embodiment, the determining of the motor to be driven from the driving motors according to the current operating parameters may specifically be: and determining the starting number of the motors to be driven and the working parameters of each motor to be driven from the driving motors according to the working conditions of the vehicle.
The working conditions of the vehicle can be divided into a plurality of conditions according to different dimensions, for example, the working conditions can be divided into starting, accelerating, decelerating and the like according to the running form of the vehicle; according to the control mode of a driver, the working conditions of gear shifting, speed changing, sliding, reversing and the like can be divided. In the present embodiment, the relationship between the vehicle operating condition and the motor to be driven is explained in terms of the running form of the vehicle. For example, when the vehicle working condition is starting (starting), all driving motors in the vehicle can be started; when the working condition of the vehicle is acceleration, all driving motors in the vehicle can be started; when the working condition of the vehicle is deceleration, constant speed or idling, part of the driving motors in the vehicle can be started, namely, the starting operation can be carried out according to the combination mode of the driving motors.
In one embodiment, determining a motor to be driven from the driving motors according to the current operating parameters further comprises: determining a fuel power generation strategy of the vehicle according to the working condition of the vehicle; and determining the starting number of the motors to be driven and the working parameters of each motor to be driven from the driving motors according to a fuel power generation strategy.
Wherein the fuel generation strategy comprises: flex fuel power generation, hydrogen fuel power generation, or flex fuel and hydrogen fuel power generation. In an embodiment, the main controller may determine the number of fuel cell power plants employed by the vehicle based on vehicle operating conditions. Illustratively, the relationship between vehicle operating conditions and fuel generation strategies is described in terms of vehicle operation. When the vehicle is started or accelerated, the flexible fuel and the hydrogen fuel can be simultaneously adopted for generating electricity, namely, the flexible fuel power generation device and the hydrogen fuel power generation device are simultaneously adopted for generating electricity; when the vehicle is in deceleration, uniform speed or idling, the flexible fuel power generation or the hydrogen fuel power generation can be independently adopted, namely, one of the flexible fuel power generation device and the hydrogen fuel power generation device is in a working state. Correspondingly, when only one fuel power generation device is in a working state, part of driving motors in the vehicle can be started, and the starting operation can be carried out according to the combination mode of the driving motors; when the flexible fuel power generation device and the hydrogen fuel power generation device generate power simultaneously, all driving motors in the vehicle can be started to ensure that the electric energy converted by the flexible fuel power generation device and the hydrogen fuel power generation device is supplied to the driving motors in the driving motors to drive the vehicle to run, thereby avoiding overcharging the power battery and realizing full utilization of the electric energy.
It should be noted that, when the power output required by the motor to be driven is relatively large, the flexible fuel power generation device or the hydrogen fuel power generation device can be used to jointly generate power so as to provide sufficient power output. Of course, a single flexible fuel power generation device or a single hydrogen fuel power generation device may be used for power output, and in this case, it is necessary for the flexible fuel power generation device or the hydrogen fuel power generation device to burn fuel in its fuel tank as much as possible to ensure sufficient power output.
The combination mode of the driving motor is as follows: (1) the first driving motor 1051 works, and the rest driving motor sets do not work; (2) the second driving motor 1052 is operated and the rest are not operated. (3) The first driving motor 1051 operates, the second driving motor 1052 operates, and the rest does not operate. (4) The first driving motor 1051 operates, the third driving motor 1053 operates, and the rest does not operate. (5) The first drive motor 1051 operates, the fourth drive motor 1054 operates, and the others do not operate. (6) The first driving motor 1051 operates, the fifth driving motor 1055 operates, and the rest does not operate. (7) The second driving motor 1052 operates, the third driving motor 1053 operates, and the rest does not operate. (8) The second drive motor 1052 is operated, the fourth drive motor 1054 is operated, and the rest are not operated. (9) The second driving motor 1052 is operated, the fifth driving motor 1055 is operated, and the rest is not operated. (10) The first driving motor 1051 operates, the second driving motor 1052 operates, the third driving motor 1053 operates, and the rest does not operate. (11) The first drive motor 1051 operates, the second drive motor 1052 operates, the fourth drive motor 1054 operates, and the rest does not operate. (12) The first driving motor 1051 operates, the second driving motor 1052 operates, the fifth driving motor 1055 operates, and the rest does not operate. (13) The first drive motor 1051 operates, the third drive motor 1053 operates, the fourth drive motor 1054 operates, and the others do not operate. (14) The first driving motor 1051 works, the third driving motor 1053 works, the fifth driving motor 1055 works, and the rest of the driving motors do not work. (15) The first drive motor 1051 operates, the fourth drive motor 1054 operates, the fifth drive motor 1055 operates, and the others do not operate. (16) The second driving motor group 1052 works, the third driving motor group 1053 works, the fourth driving motor group 1054 works, and the rest of the driving motor groups do not work. (17) The second driving motor 1052 operates, the third driving motor 1053 operates, the fifth driving motor 1055 operates, and the rest does not operate. (18) The first drive motor 1051 operates, the third drive motor 1053 operates, the fourth drive motor 1054 operates, the fifth drive motor 1055 operates, and the second drive motor 1052 does not operate. (19) The first drive motor 1051 operates, the second drive motor 1052 operates, the fourth drive motor 1054 operates, the fifth drive motor 1055 operates, and the third drive motor 1053 does not operate. (20) The first drive motor 1051 operates, the second drive motor 1052 operates, the third drive motor 1053 operates, the fifth drive motor 1055 operates, and the fourth drive motor 1054 does not operate. (21) The first drive motor 1051 operates, the second drive motor 1052 operates, the third drive motor 1053 operates, the fourth drive motor 1054 operates, and the fifth drive motor 1055 does not operate. When all the drive motor groups in the vehicle are operated, the first drive motor 1051, the second drive motor 1052, the third drive motor 1053, the fourth drive motor 1054 and the fifth drive motor 1055 are all operated.
It should be noted that, in view of the above scenes and defects in the prior art, the electric commercial vehicle and the motor control method provided by the embodiment of the present invention solve the defects in the prior art corresponding to the scenes.
Specifically, aiming at the defect that the dynamic balance between the power output of the driving motor and the power battery cannot be ensured due to the fact that the carrying capacity is too large in one of the driving motors, if multiple driving motors are adopted, the number of the driving motors can be dynamically adjusted according to the power output required by the whole electric commercial vehicle, the wheels of the vehicle are preferentially driven, and the overcharge and the overdischarge of the power battery are avoided.
Aiming at the defect that the road condition of long-distance driving is complex in the second place, so that the power system is frequently switched, the multi-drive motor is adopted for driving, the starting number of the drive motors is set through a program, the electric quantity of a power battery is reasonably used, the fuel and the generated electric energy of the whole vehicle are intelligently managed through the main controller, the multi-power generation device is prevented from being frequently switched, and the reliability of the multi-power generation device is improved.
Aiming at the defect that a single driving motor cannot meet the high-power output of the electric commercial vehicle under a large load because the driving is carried out in areas needing to control emission, such as urban areas, multiple driving motors are adopted, the requirements of areas with high environmental protection level and high-power output can be met, meanwhile, due to the intelligent management of fuel and generated electric energy between the hydrogen fuel power generation device and the power battery, the multiple driving motors are combined, selected and the working time of each driving motor is set, and the efficient energy-saving passing of the long-distance environmental protection areas is realized.
Aiming at the defect that a single driving motor causes insufficient driving capability of the trailer, the combination selection and the working time length setting of multiple driving motors can ensure that the trailer is provided with a sufficient number of driving motors, and reduce the load of a trailer (driving vehicle), so that the whole vehicle can realize dynamic output power management of the driving vehicle connected with the trailer according to three factors of loaded weight, driving mileage and residual electric quantity of a power battery, the combination selection and the working time length setting of the multiple driving motors according to actual power requirements, and the charging and discharging times and the using frequency of the power battery are reduced.
Aiming at the defect that the whole vehicle system cannot work normally when a single driving motor fails in operation in the fifth step, the electric commercial vehicle with multiple driving motors is adopted, instability caused by failure of one driving motor is avoided, and the safety and reliability of long-distance running of the medium-heavy electric commercial vehicle are ensured.
According to the technical scheme, the double-power driving mode of the flexible fuel power generation device and the hydrogen fuel power generation device is adopted, the fuel consumption in the fuel power generation device is reduced by the combination selection of the multiple driving motors and the setting of the working time of each driving motor, the multiple driving motors and the power battery are ensured to work in an energy efficiency high-efficiency area, the frequent switching of a double-power system is reduced, and the overcharge and overdischarge of the power battery are avoided. Meanwhile, the dynamic intelligent management of the whole vehicle fuel power generation device, the power battery power management system and the multi-motor driving system enables the whole vehicle driving system to run more efficiently, and prolongs the service life of parts in the whole vehicle system.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments illustrated herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. An electric commercial vehicle, comprising: driving the vehicle; the driving vehicle includes: the fuel power generation system comprises a main controller, a fuel power generation device, at least two motor controllers, a power battery and at least two driving motors; the driving motors correspond to the motor controllers one by one;
the control end of the main controller is connected with the first end of the fuel power generation device, and the signal end of the main controller is connected with the first end of the motor controller; the second end of the motor controller and the second end of the fuel power generation device are both connected with the power battery, the third end of the motor controller is connected with the driving motor, and the main controller is used for determining a motor to be driven from the driving motors according to the acquired current running parameters of the vehicle and sending a power demand instruction corresponding to the motor to be driven to the fuel power generation device;
the fuel power generation device is used for converting fuel into electric energy according to the power demand instruction and transmitting the electric energy to the motor controller or the power battery;
the motor controller is used for converting the electric energy converted by the fuel power generation device or the electric energy stored by the power battery into the electric energy required by the motor to be driven so as to drive the vehicle to be driven by the motor to be driven to run.
2. The electric commercial vehicle of claim 1, further comprising: at least one trailer; the trailer includes: at least two drive motors and at least two motor controllers; each driving motor corresponds to one motor controller; the main controller is connected with a driving motor in the trailer through the motor controller; the fuel power generation device is electrically connected with the driving motor.
3. The electric commercial vehicle according to claim 1, wherein the fuel power generation device is a flexible fuel power generation device or a hydrogen fuel power generation device.
4. An electric commercial vehicle according to claim 2, characterised in that the trailer is a full trailer, a semi trailer or a mid-axle trailer.
5. A motor control method, comprising:
acquiring current operating parameters of a vehicle;
determining a motor to be driven from the driving motors according to the current operation parameters;
and sending a power demand instruction to a fuel power generation device so that the fuel power generation device transmits the converted electric energy to the motor to be driven through a motor controller to drive the vehicle to run.
6. The method of claim 5, wherein determining a motor to be driven from among the drive motors based on the current operating parameter comprises:
and determining the starting number of the motors to be driven and the working parameters of each motor to be driven from the driving motors according to at least one operation element in the current operation parameters.
7. The method of claim 6, wherein the operational elements include one or more of: the vehicle-mounted weight, the driving mileage and the residual electric quantity of the power battery.
8. The method of claim 5, wherein determining a motor to be driven from among the drive motors based on the current operating parameter further comprises:
and determining the starting number of the motors to be driven and the working parameters of each motor to be driven from the driving motors according to the working conditions of the vehicle.
9. The method of claim 5, wherein determining a motor to be driven from among the drive motors based on the current operating parameter further comprises:
determining a fuel power generation strategy of the vehicle according to the working condition of the vehicle;
and determining the starting number of the motors to be driven and the working parameters of each motor to be driven from the driving motors according to the fuel power generation strategy.
10. The method of claim 9, wherein the fuel generation strategy comprises: flexible fuel power generation or hydrogen fuel power generation.
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