CN110962693A - Fuel cell automobile energy management method based on finite state layering - Google Patents

Fuel cell automobile energy management method based on finite state layering Download PDF

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CN110962693A
CN110962693A CN201911149443.6A CN201911149443A CN110962693A CN 110962693 A CN110962693 A CN 110962693A CN 201911149443 A CN201911149443 A CN 201911149443A CN 110962693 A CN110962693 A CN 110962693A
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power
fuel cell
soc
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battery
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CN110962693B (en
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李从心
原诚寅
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Beijing National New Energy Vehicle Technology Innovation Center Co Ltd
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Beijing New Energy Vehicle Technology Innovation Center Co Ltd
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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
    • 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
    • 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
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

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  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Fuel Cell (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a fuel cell automobile energy management method based on finite state layering, which comprises the following steps: acquiring the SOC of a power battery; determining a mode interval corresponding to the SOC of the power battery based on the SOC of the power battery; determining a sublayer corresponding to the SOC of the power battery based on the mode interval; the power is distributed to the fuel cell system and the lithium cell system based on the corresponding sub-layers. The fuel cell automobile energy management method based on finite state layering divides the corresponding mode intervals based on the power cell state of charge (SOC) and further divides the corresponding sub-layers, distributes power for the fuel cell system and the lithium battery system under the automobile running working condition, realizes online optimization of real-time power distribution of the fuel cell automobile according to the real-time running state of the fuel cell automobile, further optimizes the performance of the whole automobile, and avoids frequent start and stop of the fuel cell system.

Description

Fuel cell automobile energy management method based on finite state layering
Technical Field
The invention belongs to the technical field of new energy automobile management control, and particularly relates to a fuel cell automobile energy management method based on finite state layering.
Background
Energy management and control of the stack system is a key technology for fuel cell vehicle development, and is directly related to vehicle dynamics, economy and stack life. Therefore, the design and strategy formulation of a control system of a fuel cell system loaded with a whole vehicle are core contents of development, a hybrid power system of the fuel cell vehicle is an important part of the control system, and the hybrid power system is determined by an energy management control strategy on the premise of determining the configuration of the power system and the type selection of main parts. Different energy management demands correspond to different management strategies, and generally speaking, on the basis of the explanation of the intention of a driver, each sub-component of an automobile is optimally controlled to realize the driving intention of the driver. On one hand, the whole vehicle control system needs to enable a plurality of energy sources to work in a proper working mode, and on the other hand, optimal control of the energy efficiency of the vehicle needs to be achieved.
At present, the energy management control strategies of the fuel cell hybrid power system mainly include two main types, namely a switch control strategy and a power following control strategy. In the switching control strategy, the power battery state of charge SOC is used to determine the switching state of the fuel cell system throughout the control process. When the fuel cell system starts to operate, the power is maintained at a relatively constant value. The control strategy has the advantages of ensuring that the fuel cell can work in an environment with relatively stable load, and being beneficial to prolonging the service life and improving the system efficiency. However, the application of the strategy is limited by the power of the stack, so that the vehicle is limited in dynamic performance, if the SOC threshold is set unreasonably, the fuel cell system is switched on and off frequently, and repeated starting adversely affects the control and the service life of the stack. The power following strategy requires that the original state of the fuel cell system is kept as much as possible, and the control target is that the electric quantity consumption is minimum. The power required to be output from the fuel cell system varies within a set power range according to the power demand during running of the vehicle. However, the control of the following mode is quite complex, and the control mode needs the average power of the fuel cell system for providing the vehicle driving, so the control mode is generally applicable to an electric-electric hybrid system with larger electric pile power.
Therefore, there is a particular need for a relatively simple control strategy that optimizes the operating ranges of the fuel cell system and the power cell system, and at the same time requires real-time control of the power distribution between the fuel cell system and the power cell system under the driving conditions of the vehicle, and avoids frequent start-stop of the fuel cell system.
Disclosure of Invention
The invention aims to provide a fuel cell automobile energy management method based on finite state layering, which can optimize and determine the working ranges of a fuel cell system and a power cell system, simultaneously requires that the power distribution between the fuel cell system and the power cell system can be controlled in real time under the running working condition of an automobile, and can also avoid the frequent start and stop of the fuel cell system.
In order to achieve the above object, the present invention provides a fuel cell vehicle energy management method based on finite state stratification, comprising: acquiring the SOC of a power battery; determining a mode interval corresponding to the SOC of the power battery based on the SOC of the power battery; determining a sublayer corresponding to the SOC of the power battery based on the mode interval; distributing power for the fuel cell system and the lithium cell system, respectively, based on the corresponding sub-layers.
Preferably, the determining, based on the state of charge SOC of the power battery, a mode interval corresponding to the state of charge SOC of the power battery includes: if the SOC of the power battery is larger than a first threshold, the SOC of the power battery corresponds to a first mode interval; if the SOC of the power battery is smaller than or equal to the first threshold and the SOC of the power battery is larger than or equal to the second threshold, the SOC of the power battery corresponds to a second mode interval; and if the SOC of the power battery is smaller than the second threshold, the SOC of the power battery corresponds to a third mode interval.
Preferably, the determining, based on the mode interval, a sub-layer corresponding to the state of charge SOC of the power battery includes: if the SOC of the power battery corresponds to a first mode interval, the SOC of the power battery corresponds to a first sublayer;if the SOC of the power battery corresponds to a second mode interval, the power battery is based on the current required power P of the whole vehicleloadCurrent available maximum power P of fuel cellfc_out_maxPoint corresponding power P for optimum efficiency point of fuel cellfc_optDetermining a sublayer corresponding to the SOC of the power battery; if the SOC of the power battery corresponds to a third mode interval, the power battery is based on the current required power P of the whole vehicleloadCurrent available maximum power P of fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxAnd determining a sublayer corresponding to the SOC of the power battery.
Preferably, if the state of charge SOC of the power battery corresponds to the second mode interval, the power battery is based on the current required power P of the entire vehicleloadCurrent available maximum power P of fuel cellfc_out_maxPoint corresponding power P for optimum efficiency point of fuel cellfc_optDetermining a sublayer corresponding to the state of charge (SOC) of the power battery, wherein the sublayer comprises: if the current required power P of the whole vehicleloadPoint corresponding power P less than the optimum efficiency point of the fuel cellfc_optAnd the point of optimum efficiency of the fuel cell corresponds to the power Pfc_optLess than the maximum power P currently available to the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to a second sublayer; if the current required power P of the whole vehicleloadPoint corresponding power P less than the optimum efficiency point of the fuel cellfc_optAnd the point of optimum efficiency of the fuel cell corresponds to the power Pfc_optGreater than the current available maximum power P of the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to a third sublayer; if the current required power P of the whole vehicleloadPoint corresponding power P greater than or equal to the optimum efficiency point of the fuel cellfc_optAnd the current required power P of the whole vehicleloadLess than or equal to the current available maximum power P of the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to a fourth sublayer; if the current required power P of the whole vehicleloadPoint corresponding power P greater than or equal to the optimum efficiency point of the fuel cellfc_optAnd the current power demand of the whole vehiclePloadGreater than the current available maximum power P of the fuel cellfc_out_maxAnd if so, the state of charge (SOC) of the power battery corresponds to a fifth sublayer.
Preferably, if the state of charge SOC of the power battery corresponds to the third mode interval, the power battery is based on the current required power P of the entire vehicleloadCurrent available maximum power P of fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxDetermining a sublayer corresponding to the state of charge (SOC) of the power battery, wherein the sublayer comprises: if the current required power P of the whole vehicleloadGreater than or equal to the currently available maximum power P of the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to a sixth sublayer; if the current required power P of the whole vehicleloadLess than the current maximum power P available for the fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxGreater than the current available maximum power P of the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadWhen the difference is positive, the state of charge (SOC) of the power battery corresponds to a seventh sublayer; if the current required power P of the whole vehicleloadLess than the current maximum power P available for the fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxLess than the current maximum power P available for the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadWhen the difference is positive, the state of charge (SOC) of the power battery corresponds to the eighth sublayer.
Preferably, if the state of charge SOC of the power battery corresponds to the first sub-layer, the output power P of the fuel cell systemFCEqual to zero, output power P of the lithium battery systembatEqual to the current required power P of the whole vehicleload。
Preferably, if the state of charge SOC of the power battery corresponds to the second sub-layer, the output power P of the fuel cell system is obtainedFCPoint corresponding power P equal to the optimum efficiency point of the fuel cellfc_optOutput power P of lithium battery systembatPoint corresponding power P equal to the optimum efficiency point of the fuel cellfc_optAnd the current required power P of the whole vehicleloadA difference of (d); if the SOC of the power battery corresponds to the third sublayer, the output power P of the fuel cell systemFCIs equal to the current available maximum power P of the fuel cellfc_out_maxOutput power P of lithium battery systembatEqual to the current required power P of the whole vehicleloadWith the current maximum power P available to the fuel cellfc_out_maxA difference of (d); if the SOC of the power battery corresponds to the fourth sublayer, the output power P of the fuel cell systemFCIs equal to the current available maximum power P of the fuel cellfc_out_maxCharging P of lithium battery systembat' equal to the maximum power P currently available for the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadA difference of (d); if the SOC of the power battery corresponds to the fifth sublayer, the output power P of the fuel cell systemFCPoint corresponding power P equal to the optimum efficiency point of the fuel cellfc_optOutput power P of lithium battery systembatEqual to the current required power P of the whole vehicleloadPower P corresponding to optimum efficiency point of fuel cellfc_optThe difference of (a).
Preferably, if the state of charge SOC of the power battery corresponds to the sixth sublayer, the output power P of the fuel cell systemFCIs equal to the current available maximum power P of the fuel cellfc_out_maxOutput power P of lithium battery systembatEqual to the current required power P of the whole vehicleloadWith the current maximum power P available to the fuel cellfc_out_maxA difference of (d); if the SOC of the power battery corresponds to the seventh sublayer, the output power P of the fuel cell systemFCIs equal to the current available maximum power P of the fuel cellfc_out_maxCharging power P of lithium battery systembat' equal to the currently available maximum power P of the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadA difference of (d); if the SOC of the power battery corresponds to the eighth sublayer, the output power P of the fuel cell systemFCEqual to the current required power P of the whole vehicleloadAnd the maximum charging power P of the lithium batterychg_maxAnd, charging power P of the lithium battery systembat' equal to the maximum charging power P of the lithium batterychg_max。
Preferably, the first threshold is 0.7, and the second threshold is 0.3.
Preferably, the output voltage and current of the lithium battery system are obtained, and the state of charge SOC of the power battery is determined based on the voltage and current.
The invention has the beneficial effects that: the fuel cell automobile energy management method based on finite state layering divides the corresponding mode intervals based on the power cell state of charge (SOC) and further divides the corresponding sub-layers, distributes power for the fuel cell system and the lithium battery system under the automobile running working condition, realizes online optimization of real-time power distribution of the fuel cell automobile according to the real-time running state of the fuel cell automobile, further optimizes the performance of the whole automobile, and avoids frequent start and stop of the fuel cell system.
The method of the present invention has other features and advantages which will be apparent from or are set forth in detail in the accompanying drawings and the following detailed description, which are incorporated herein, and which together serve to explain certain principles of the invention.
Drawings
The above and other objects, features and advantages of the present invention will become more apparent by describing in more detail exemplary embodiments thereof with reference to the attached drawings. Wherein like reference numerals generally refer to like parts throughout the exemplary embodiments of the invention.
FIG. 1 shows a flow diagram of a fuel cell vehicle energy management method based on finite state tiering according to one embodiment of the present invention.
Fig. 2 is a diagram illustrating a finite state hierarchy of a finite state hierarchy-based fuel cell vehicle energy management method according to an embodiment of the present invention.
A. A first mode interval; B. a second mode interval; C. a third mode interval; 1. a first sublayer; 2. a second sublayer; 3. a third sublayer; 4. a fourth sublayer; 5. a fifth sublayer; 6. a sixth sublayer; 7. a seventh sublayer; 8. and an eighth sublayer.
Detailed Description
Preferred embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While the preferred embodiments of the present invention are shown in the drawings, it should be understood that the present invention may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
The invention discloses a fuel cell automobile energy management method based on finite state stratification, which comprises the following steps: acquiring the SOC of a power battery; determining a mode interval corresponding to the SOC of the power battery based on the SOC of the power battery; determining a sublayer corresponding to the SOC of the power battery based on the mode interval; the power is distributed to the fuel cell system and the lithium cell system based on the corresponding sub-layers.
Specifically, a mode interval corresponding to the SOC of the power battery is determined based on the SOC of the power battery, and then a sublayer corresponding to the SOC of the power battery is determined, so that power is distributed to the fuel battery system and the lithium battery system.
According to an exemplary embodiment, the fuel cell automobile energy management method based on finite state layering divides corresponding mode intervals based on the power cell state of charge (SOC), further divides corresponding sub-layers, distributes power for a fuel cell system and a lithium battery system under the automobile running working condition, realizes online optimization of real-time power distribution of a fuel cell automobile according to the real-time running state of the fuel cell automobile, further optimizes the performance of the whole automobile, and avoids frequent starting and stopping of the fuel cell system.
Preferably, determining a mode interval corresponding to the state of charge SOC of the power battery based on the state of charge SOC of the power battery comprises: if the SOC of the power battery is larger than a first threshold, the SOC of the power battery corresponds to a first mode interval; if the SOC of the power battery is smaller than or equal to a first threshold value and the SOC of the power battery is larger than or equal to a second threshold value, the SOC of the power battery corresponds to a second mode interval; and if the SOC of the power battery is smaller than the second threshold, the SOC of the power battery corresponds to a third mode interval.
Specifically, the range interval corresponding to the first threshold and the second threshold of the state of charge SOC of the power battery is divided into a first mode interval, which is also called a high SOC interval, a second mode interval, which is also called a middle SOC interval, a third mode interval, which is also called a low SOC interval.
1) High SOC interval:
under the condition, the lithium battery system has sufficient electric quantity, the driving power for driving the whole vehicle is completely provided by the lithium battery system, and the fuel battery system is in a shutdown mode.
2) Middle SOC interval:
in the interval, according to the current state of charge of the SOC, the electric quantity of the lithium battery system is maintained in a more ideal interval, and the fuel battery system starts to work and works at the optimal efficiency point as much as possible. When the vehicle has a high-power requirement, the fuel cell system calculates the current maximum output power according to the running state of the fuel cell system and is used for outputting together with the lithium battery system.
3) Low SOC interval:
at this time, the battery level of the lithium battery system is too low, and needs to be raised to a proper range as soon as possible, so that the fuel cell system can work at the maximum power output point. In this mode, there is a possibility that the vehicle dynamics may be reduced.
For example, the mode intervals are divided according to the state of charge (SOC) of the power battery, and the intervals are divided in the table 1.
TABLE 1 Upper layer mode Interval partitioning by SOC
Figure BDA0002283128780000081
Preferably, determining the sub-layer corresponding to the state of charge (SOC) of the power battery based on the mode interval comprises the following steps: if the SOC of the power battery corresponds to the first mode interval, the SOC of the power battery is in a state of chargeThe state SOC corresponds to the first sublayer; if the SOC of the power battery corresponds to a second mode interval, the power P is required based on the current finished automobileloadCurrent available maximum power P of fuel cellfc_out_maxPoint corresponding power P for optimum efficiency point of fuel cellfc_optDetermining a sublayer corresponding to the SOC of the power battery; if the SOC of the power battery corresponds to a third mode interval, the power P is required based on the current finished automobileloadCurrent available maximum power P of fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxAnd determining a sublayer corresponding to the SOC of the power battery.
Specifically, the finite state hierarchical structure is a multi-layer control mode, each layer has a specific energy characteristic, the mode interval layer is partitioned according to the SOC of the power battery, each partition corresponds to different sub-layers, and finally a multi-layer tree-shaped structure is formed.
As a preferred scheme, if the state of charge SOC of the power battery corresponds to the second mode interval, the power is based on the current required power P of the entire vehicleloadCurrent available maximum power P of fuel cellfc_out_maxPoint corresponding power P for optimum efficiency point of fuel cellfc_optDetermining a sublayer corresponding to the SOC of the power battery comprises the following steps: if the current required power P of the whole vehicleloadPoint corresponding power P less than optimum efficiency point of fuel cellfc_optAnd the point corresponding power P of the optimum efficiency point of the fuel cellfc_optLess than the maximum power P currently available to the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to the second sublayer; if the current required power P of the whole vehicleloadPoint corresponding power P less than optimum efficiency point of fuel cellfc_optAnd the point corresponding power P of the optimum efficiency point of the fuel cellfc_optGreater than the current available maximum power P of the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to a third sublayer; if the current required power P of the whole vehicleloadPoint corresponding power P greater than or equal to the optimum efficiency point of the fuel cellfc_optAnd the current required power P of the whole vehicleloadLess than or equal to the current available maximum power P of the fuel cellfc_out_maxThen the state of charge of the power batteryThe SOC corresponds to the fourth sublayer; if the current required power P of the whole vehicleloadPoint corresponding power P greater than or equal to the optimum efficiency point of the fuel cellfc_optAnd the current required power P of the whole vehicleloadGreater than the current available maximum power P of the fuel cellfc_out_maxAnd if so, the state of charge (SOC) of the power battery corresponds to the fifth sublayer.
As a preferred scheme, if the state of charge SOC of the power battery corresponds to the third mode interval, the power is based on the current required power P of the entire vehicleloadCurrent available maximum power P of fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxDetermining a sublayer corresponding to the SOC of the power battery comprises the following steps: if the current required power P of the whole vehicleloadGreater than or equal to the current available maximum power P of the fuel cellfc_out_maxIf so, the SOC of the power battery corresponds to a sixth sublayer; if the current required power P of the whole vehicleloadLess than the maximum power P currently available to the fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxGreater than the current available maximum power P of the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadWhen the difference is positive, the SOC of the power battery corresponds to a seventh sub-layer; if the current required power P of the whole vehicleloadLess than the maximum power P currently available to the fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxLess than the maximum power P currently available to the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadWhen the difference is smaller than the first sub-layer, the state of charge (SOC) of the power battery corresponds to the eighth sub-layer.
Preferably, if the state of charge SOC of the power battery corresponds to the first sub-layer, the output power P of the fuel cell systemFCEqual to zero, output power P of the lithium battery systembatEqual to the current required power P of the whole vehicleload。
Preferably, if the state of charge SOC of the power battery corresponds to the second sub-layer, the output power P of the fuel cell systemFCPower P corresponding to optimum efficiency point of fuel cellfc_optOutput power P of lithium battery systembatPoint equivalent to fuel cell optimum efficiency pointPower Pfc_optAnd the current required power P of the whole vehicleloadA difference of (d); if the state of charge SOC of the power battery corresponds to the third sublayer, the output power P of the fuel cell systemFCEqual to the current available maximum power P of the fuel cellfc_out_maxOutput power P of lithium battery systembatEqual to the current required power P of the whole vehicleloadWith the current maximum power P available to the fuel cellfc_out_maxA difference of (d); if the SOC of the power battery corresponds to the fourth sublayer, the output power P of the fuel cell systemFCEqual to the current available maximum power P of the fuel cellfc_out_maxCharging P of lithium battery systembat' equal to the maximum power P currently available for the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadA difference of (d); if the state of charge SOC of the power battery corresponds to the fifth sublayer, the output power P of the fuel cell systemFCPower P corresponding to optimum efficiency point of fuel cellfc_optOutput power P of lithium battery systembatEqual to the current required power P of the whole vehicleloadPower P corresponding to optimum efficiency point of fuel cellfc_optThe difference of (a).
Preferably, if the state of charge SOC of the power battery corresponds to the sixth sublayer, the output power P of the fuel cell systemFCEqual to the current available maximum power P of the fuel cellfc_out_maxOutput power P of lithium battery systembatEqual to the current required power P of the whole vehicleloadWith the current maximum power P available to the fuel cellfc_out_maxA difference of (d); if the SOC of the power battery corresponds to the seventh sublayer, the output power P of the fuel cell systemFCEqual to the current available maximum power P of the fuel cellfc_out_maxCharging power P of lithium battery systembat' equal to the maximum power P currently available for the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadA difference of (d); if the SOC of the power battery corresponds to the eighth sublayer, the output power P of the fuel cell systemFCEqual to the current required power P of the whole vehicleloadAnd the maximum charging power P of the lithium batterychg_maxAnd, charging power P of the lithium battery systembatIs equal toMaximum charging power P of lithium batterychg_max。
Specifically, based on the current vehicle power demand PloadCurrent available maximum power P of fuel cellfc_out_maxPoint corresponding power P for optimum efficiency point of fuel cellfc_optDetermining a sublayer in a second mode interval corresponding to the SOC of the power battery; based on current vehicle demand power PloadCurrent available maximum power P of fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxAnd determining a sublayer in a third mode interval corresponding to the SOC of the power battery. Wherein the current available maximum power P of the fuel cellfc_out_maxPoint corresponding power P for optimum efficiency point of fuel cellfc_optThe current maximum charging power P of the lithium battery obtained from the use data of the fuel cellchg_maxThe current required power P of the whole vehicle is obtained by interpolation calculation of a battery performance tableloadAnd calculating according to the acquired current and voltage.
1) High SOC interval (SOC > A%):
sublayer 1: in this mode, the power for driving the vehicle is entirely obtained from the lithium battery system, and the fuel cell system does not output power at this time, i.e., power is not output from the fuel cell system
PFC＝＝0 (1)
Pbat＝＝Pload(2)
2) The middle SOC interval (SOC is more than or equal to B% and less than or equal to A%):
the state of charge of the lithium battery system is in a normal range, and the fuel battery system continuously works at the moment.
Sublayer 2: in this mode, Pload＜Pfc_optAnd P isfc_opt＜Pfc_out_maxThen the output power of the fuel cell system is:
PFC＝＝Pfc_opt(3)
meanwhile, the charging power of the fuel cell system for the lithium battery system is as follows:
Pbat＝＝Pfc_opt-Pload(4)
sublayer 3: in this mode, Pload＜Pfc_optAnd P isfc_opt＞Pfc_out_maxThen the output power of the fuel cell system is:
PFC＝＝Pfc_out_max(5)
the output power of the lithium battery system is as follows:
Pbat＝＝Pload-PFC(6)
sublayer 4: in this mode, Pload≥Pfc_optAnd P isload≤Pfc_out_maxThen the output power of the fuel cell system is:
PFC＝＝Pfc_out_max(7)
the charging power of the lithium battery system is as follows:
Pbat＝＝PFC-Pload(8)
sublayer 5: in this mode, Pload≥Pfc_optAnd P isload＞Pfc_out_maxThen the output power of the fuel cell system is:
PFC＝＝Pfc_opt(9)
the fuel cell works in a high-efficiency area, the lithium battery system provides differential electric quantity, and the output power of the lithium battery system is as follows:
Pbat＝＝Pload-PFC(10)
3) low SOC interval:
the lithium battery system has a low state of charge and the fuel cell system is intended to operate at full power.
Sublayer 6: in this mode, Pload≥Pfc_out_maxThen the output power of the fuel cell system is:
PFC＝＝Pfc_out_max(11)
the output power of the lithium battery system is as follows:
Pbat＝＝Pload-PFC(12)
sublayer 7: in this mode, Pload＜Pfc_out_maxAnd P ischg_max＞Pfc_out_max-PloadThen the output power of the fuel cell system is:
PFC＝＝Pfc_out_max(13)
the charging power of the lithium battery system is as follows:
Pbat＝＝PFC-Pload(14)
sublayer 8: in this mode, Pload＜Pfc_out_maxAnd P ischg_max＜Pfc_out_max-PloadThen the output power of the fuel cell system is:
PFC＝＝Pload+Pchg_max(15)
at this moment, the charging output power of the lithium battery system is as follows:
Pbat＝＝Pchg_max(16)
preferably, the first threshold value is 0.7 and the second threshold value is 0.3.
Preferably, the output voltage and current of the lithium battery system are obtained, and the state of charge (SOC) of the power battery is determined based on the voltage and the current.
Example one
FIG. 1 shows a flow diagram of a fuel cell vehicle energy management method based on finite state tiering according to one embodiment of the present invention. Fig. 2 is a diagram illustrating a finite state hierarchy of a finite state hierarchy-based fuel cell vehicle energy management method according to an embodiment of the present invention.
As shown in fig. 1, a method for finite state stratification-based fuel cell vehicle energy management, comprising:
s102: acquiring the SOC of a power battery;
acquiring output voltage and current of a lithium battery system, and determining the state of charge (SOC) of a power battery based on the voltage and the current;
s104: determining a mode interval corresponding to the SOC of the power battery based on the SOC of the power battery;
the method comprises the following steps of determining a mode interval corresponding to the SOC of the power battery based on the SOC of the power battery, wherein the mode interval comprises the following steps: if the SOC of the power battery is larger than a first threshold, the SOC of the power battery corresponds to a first mode interval A; if the SOC of the power battery is smaller than or equal to a first threshold value and the SOC of the power battery is larger than or equal to a second threshold value, the SOC of the power battery corresponds to a second mode interval B; if the SOC of the power battery is smaller than a second threshold, the SOC of the power battery corresponds to a third mode interval C;
wherein the first threshold value is 0.7, and the second threshold value is 0.3;
s105: determining a sublayer corresponding to the SOC of the power battery based on the mode interval;
based on the mode interval, determining a sublayer corresponding to the SOC of the power battery comprises the following steps: if the SOC of the power battery corresponds to the first mode interval A, the SOC of the power battery corresponds to the first sublayer 1; if the SOC of the power battery corresponds to a second mode interval B, the power P is required based on the current finished automobileloadCurrent available maximum power P of fuel cellfc_out_maxPoint corresponding power P for optimum efficiency point of fuel cellfc_optDetermining a sublayer corresponding to the SOC of the power battery; if the SOC of the power battery corresponds to a third mode interval C, the power P is required based on the current finished automobileloadCurrent available maximum power P of fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxDetermining a sublayer corresponding to the SOC of the power battery;
if the SOC of the power battery corresponds to a second mode interval B, the power battery is based on the current required power P of the whole vehicleloadCurrent available maximum power P of fuel cellfc_out_maxPoint corresponding power P for optimum efficiency point of fuel cellfc_optDetermining a sublayer corresponding to the SOC of the power battery comprises the following steps: if the current required power P of the whole vehicleloadPoint corresponding power P less than optimum efficiency point of fuel cellfc_optAnd the point corresponding power P of the optimum efficiency point of the fuel cellfc_optLess than the maximum power P currently available to the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to the second sublayer 2; if the current required power P of the whole vehicleloadPoint corresponding power P less than optimum efficiency point of fuel cellfc_optAnd the point corresponding power P of the optimum efficiency point of the fuel cellfc_optGreater than the current available maximum power P of the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to the third sublayer 3; if the current required power P of the whole vehicleloadPoint corresponding power P greater than or equal to the optimum efficiency point of the fuel cellfc_optAnd the current required power P of the whole vehicleloadLess than or equal to the current available maximum power P of the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to the fourth sublayer 4; if the current required power P of the whole vehicleloadPoint corresponding power P greater than or equal to the optimum efficiency point of the fuel cellfc_optAnd the current required power P of the whole vehicleloadGreater than the current available maximum power P of the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to the fifth sublayer 5;
if the SOC of the power battery corresponds to a third mode interval C, the power battery is based on the current required power P of the whole vehicleloadCurrent available maximum power P of fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxDetermining a sublayer corresponding to the SOC of the power battery comprises the following steps: if the current required power P of the whole vehicleloadGreater than or equal to the current available maximum power P of the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to the sixth sublayer 6; if the current required power P of the whole vehicleloadLess than the maximum power P currently available to the fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxGreater than the current available maximum power P of the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadWhen the difference is positive, the state of charge (SOC) of the power battery corresponds to the seventh sublayer 7; if the current required power P of the whole vehicleloadLess than the maximum power P currently available to the fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxLess than the maximum power P currently available to the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadWhen the difference is positive, the state of charge (SOC) of the power battery corresponds to the eighth sublayer 8;
the sub-layers in the mode interval can be divided based on other parameters, and the sub-layers in the mode interval are different according to different parameters. For example, as shown in fig. 2, the finite state layered structure includes a first sublayer 1, a second sublayer 2, and a third sublayer 3 in a first mode interval a, a fourth sublayer 4 and a fifth sublayer 5 in a second mode interval B, and a sixth sublayer 6 in a third mode interval C.
S106: the power is distributed to the fuel cell system and the lithium cell system based on the corresponding sub-layers.
If the state of charge SOC of the power battery corresponds to the first sublayer 1, the output power P of the fuel cell systemFCEqual to zero, output power P of the lithium battery systembatEqual to the current required power P of the whole vehicleload。
If the state of charge (SOC) of the power battery corresponds to the second sublayer 2, the output power P of the fuel cell systemFCPower P corresponding to optimum efficiency point of fuel cellfc_optOutput power P of lithium battery systembatPower P corresponding to optimum efficiency point of fuel cellfc_optAnd the current required power P of the whole vehicleloadA difference of (d); if the state of charge SOC of the power battery corresponds to the third sublayer 3, the output power P of the fuel cell systemFCEqual to the current available maximum power P of the fuel cellfc_out_maxOutput power P of lithium battery systembatEqual to the current required power P of the whole vehicleloadWith the current maximum power P available to the fuel cellfc_out_maxA difference of (d); if the state of charge SOC of the power battery corresponds to the fourth sublayer 4, the output power P of the fuel cell systemFCEqual to the current available maximum power P of the fuel cellfc_out_maxCharging P of lithium battery systembat' equal to the maximum power P currently available for the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadA difference of (d); if the state of charge SOC of the power battery corresponds to the fifth sublayer 5, the output power P of the fuel cell systemFCPower P corresponding to optimum efficiency point of fuel cellfc_optOutput power P of lithium battery systembatEqual to the current required power P of the whole vehicleloadPower P corresponding to optimum efficiency point of fuel cellfc_optThe difference of (a).
Wherein, if the state of charge of the power batterySOC corresponds to the sixth sublayer 6, the output power P of the fuel cell systemFCEqual to the current available maximum power P of the fuel cellfc_out_maxOutput power P of lithium battery systembatEqual to the current required power P of the whole vehicleloadWith the current maximum power P available to the fuel cellfc_out_maxA difference of (d); if the state of charge SOC of the power battery corresponds to the seventh sublayer 7, the output power P of the fuel cell systemFCEqual to the current available maximum power P of the fuel cellfc_out_maxCharging power P of lithium battery systembat' equal to the maximum power P currently available for the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadA difference of (d); if the state of charge SOC of the power battery corresponds to the eighth sublayer 8, the output power P of the fuel cell systemFCEqual to the current required power P of the whole vehicleloadAnd the maximum charging power P of the lithium batterychg_maxAnd, charging power P of the lithium battery systembatEqual to the maximum charging power P of the lithium batterychg_max。
Having described embodiments of the present invention, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the illustrated embodiments.

Claims (10)

1. A fuel cell vehicle energy management method based on finite state stratification, comprising:
acquiring the SOC of a power battery;
determining a mode interval corresponding to the SOC of the power battery based on the SOC of the power battery;
determining a sublayer corresponding to the SOC of the power battery based on the mode interval;
distributing power for the fuel cell system and the lithium cell system, respectively, based on the corresponding sub-layers.
2. The finite state stratification-based fuel cell vehicle energy management method of claim 1, wherein determining the mode interval corresponding to the power cell state of charge SOC based on the power cell state of charge SOC comprises:
if the SOC of the power battery is larger than a first threshold, the SOC of the power battery corresponds to a first mode interval; if the SOC of the power battery is smaller than or equal to the first threshold and the SOC of the power battery is larger than or equal to the second threshold, the SOC of the power battery corresponds to a second mode interval; and if the SOC of the power battery is smaller than the second threshold, the SOC of the power battery corresponds to a third mode interval.
3. The finite state stratification-based fuel cell vehicle energy management method of claim 2, wherein said determining a sub-layer corresponding to the power cell state of charge (SOC) based on the mode interval comprises:
if the SOC of the power battery corresponds to a first mode interval, the SOC of the power battery corresponds to a first sublayer;
if the SOC of the power battery corresponds to a second mode interval, the power battery is based on the current required power P of the whole vehicleloadCurrent available maximum power P of fuel cellfc_out_maxPoint corresponding power P for optimum efficiency point of fuel cellfc_optDetermining a sublayer corresponding to the SOC of the power battery;
if the SOC of the power battery corresponds to a third mode interval, the power battery is based on the current required power P of the whole vehicleloadCurrent available maximum power P of fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxAnd determining a sublayer corresponding to the SOC of the power battery.
4. The finite state stratification-based fuel cell vehicle energy management method of claim 3, wherein if the power cell SOC corresponds to the second mode interval, the method is based on whenFront whole vehicle required power PloadCurrent available maximum power P of fuel cellfc_out_maxPoint corresponding power P for optimum efficiency point of fuel cellfc_optDetermining a sublayer corresponding to the state of charge (SOC) of the power battery, wherein the sublayer comprises:
if the current required power P of the whole vehicleloadPoint corresponding power P less than the optimum efficiency point of the fuel cellfc_optAnd the point of optimum efficiency of the fuel cell corresponds to the power Pfc_optLess than the maximum power P currently available to the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to a second sublayer;
if the current required power P of the whole vehicleloadPoint corresponding power P less than the optimum efficiency point of the fuel cellfc_optAnd the point of optimum efficiency of the fuel cell corresponds to the power Pfc_optGreater than the current available maximum power P of the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to a third sublayer;
if the current required power P of the whole vehicleloadPoint corresponding power P greater than or equal to the optimum efficiency point of the fuel cellfc_optAnd the current required power P of the whole vehicleloadLess than or equal to the current available maximum power P of the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to a fourth sublayer;
if the current required power P of the whole vehicleloadPoint corresponding power P greater than or equal to the optimum efficiency point of the fuel cellfc_optAnd the current required power P of the whole vehicleloadGreater than the current available maximum power P of the fuel cellfc_out_maxAnd if so, the state of charge (SOC) of the power battery corresponds to a fifth sublayer.
5. The finite state stratification-based fuel cell vehicle energy management method of claim 3, wherein if the power cell SOC corresponds to a third mode interval, the power cell SOC is based on the current vehicle power demand PloadCurrent available maximum power P of fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxDetermining a sublayer corresponding to the state of charge (SOC) of the power battery, wherein the sublayer comprises:
if the current required power P of the whole vehicleloadGreater than or equal to the currently available maximum power P of the fuel cellfc_out_maxIf so, the state of charge (SOC) of the power battery corresponds to a sixth sublayer;
if the current required power P of the whole vehicleloadLess than the current maximum power P available for the fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxGreater than the current available maximum power P of the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadWhen the difference is positive, the state of charge (SOC) of the power battery corresponds to a seventh sublayer;
if the current required power P of the whole vehicleloadLess than the current maximum power P available for the fuel cellfc_out_maxAnd the maximum charging power P of the lithium batterychg_maxLess than the current maximum power P available for the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadWhen the difference is positive, the state of charge (SOC) of the power battery corresponds to the eighth sublayer.
6. The finite state stratification-based fuel cell vehicle energy management method of claim 3, wherein if the power cell SOC corresponds to the first sub-layer, the output power P of the fuel cell system is determinedFCEqual to zero, output power P of the lithium battery systembatEqual to the current required power P of the whole vehicleload。
7. The finite state stratification-based fuel cell vehicle energy management method of claim 4, wherein if the power cell SOC corresponds to the second sub-layer, the output power P of the fuel cell system is determinedFCPoint corresponding power P equal to the optimum efficiency point of the fuel cellfc_optOutput power P of lithium battery systembatPoint corresponding power P equal to the optimum efficiency point of the fuel cellfc_optAnd the current required power P of the whole vehicleloadA difference of (d);
if the SOC of the power battery corresponds to the third sublayer, the output power P of the fuel cell systemFCIs equal to the current available maximum power P of the fuel cellfc_out_maxOutput power P of lithium battery systembatEqual to the current required power P of the whole vehicleloadWith the current maximum power P available to the fuel cellfc_out_maxA difference of (d);
if the SOC of the power battery corresponds to the fourth sublayer, the output power P of the fuel cell systemFCIs equal to the current available maximum power P of the fuel cellfc_out_maxCharging P of lithium battery systembat' equal to the maximum power P currently available for the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadA difference of (d);
if the SOC of the power battery corresponds to the fifth sublayer, the output power P of the fuel cell systemFCPoint corresponding power P equal to the optimum efficiency point of the fuel cellfc_optOutput power P of lithium battery systembatEqual to the current required power P of the whole vehicleloadPower P corresponding to optimum efficiency point of fuel cellfc_optThe difference of (a).
8. The finite state stratification-based fuel cell vehicle energy management method of claim 5, wherein if the power cell SOC corresponds to the sixth sub-layer, the output power P of the fuel cell system is determinedFCIs equal to the current available maximum power P of the fuel cellfc_out_maxOutput power P of lithium battery systembatEqual to the current required power P of the whole vehicleloadWith the current maximum power P available to the fuel cellfc_out_maxA difference of (d);
if the SOC of the power battery corresponds to the seventh sublayer, the output power P of the fuel cell systemFCIs equal to the current available maximum power P of the fuel cellfc_out_maxCharging power P of lithium battery systembat' equal to the currently available maximum power P of the fuel cellfc_out_maxAnd the current required power P of the whole vehicleloadA difference of (d);
if the SOC of the power battery corresponds to the eighth sublayer, the output power P of the fuel cell systemFCEqual to the current required power P of the whole vehicleloadAnd the maximum charging power P of the lithium batterychg_maxAnd, charging power P of the lithium battery systembat' equal to the maximum charging power P of the lithium batterychg_max。
9. The finite state stratification-based fuel cell vehicle energy management method of claim 2, wherein the first threshold value is 0.7 and the second threshold value is 0.3.
10. The finite state stratification-based fuel cell vehicle energy management method of claim 1, wherein output voltage and current of a lithium battery system are obtained, and the power cell state of charge (SOC) is determined based on the voltage and current.
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CN113276677A (en) * 2021-06-01 2021-08-20 东风柳州汽车有限公司 Electrical appliance framework of hydrogen fuel cargo van type medical vehicle
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