CN111559279B - Energy regulating system of hydrogen fuel automobile - Google Patents
Energy regulating system of hydrogen fuel automobile Download PDFInfo
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- CN111559279B CN111559279B CN202010451342.0A CN202010451342A CN111559279B CN 111559279 B CN111559279 B CN 111559279B CN 202010451342 A CN202010451342 A CN 202010451342A CN 111559279 B CN111559279 B CN 111559279B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/31—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for starting of fuel cells
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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
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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
- B60L58/10—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]
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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- Power Engineering (AREA)
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- Mechanical Engineering (AREA)
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- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Fuel Cell (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a hydrogen fuel automobile energy regulating system, which comprises a whole automobile controller, a BMS (battery management system), a power battery, a fuel cell system, a DCDC (direct current-direct current) boost converter, a motor controller, a CAN (controller area network) bus, a main drive motor and a hydrogen fuel start-stop switch; the technical scheme disclosed by the invention can solve the defects that the efficiency and the service life of the fuel cell cannot be simultaneously considered, so that the fuel cell cannot work in an optimal power output range as far as possible, and the power cell has the phenomena of overcharge and overdischarge, so that the fuel cell and the power cell cannot reach the optimal use state.
Description
Technical Field
The invention relates to the technical field of new energy automobile energy management, in particular to a hydrogen fuel automobile energy regulating system.
Background
In recent years, with the shortage of non-renewable energy sources and the requirement of environmental protection, the pure electric vehicle is rapidly developed, but the pure electric vehicle has short driving range, long charging time and difficult charging, and the appearance of the hydrogen fuel vehicle avoids the short plate of the pure electric vehicle. The control mode of the hydrogen fuel cell determines the performance of the power battery, the performance and the service life of the fuel cell, and further determines the performance of the hydrogen fuel automobile.
The existing hydrogen fuel automobile has certain defects: the efficiency and the service life of the fuel cell cannot be simultaneously considered, so that the fuel cell cannot work in an optimal power output range as much as possible; the power battery has overcharge and overdischarge phenomena, so that the fuel battery and the power battery cannot reach an optimal use state.
Disclosure of Invention
In order to overcome the technical problems, the invention aims to solve the problem that the hydrogen fuel automobile needs to ensure the power performance of the whole automobile and simultaneously consider the efficiency and the service life of a fuel cell, so that the fuel cell can work in the optimal power output range as much as possible. In addition, the phenomenon of overcharge and overdischarge of the power battery is ensured, and the fuel battery and the power battery are in an optimal use state.
The purpose of the invention can be realized by the following technical scheme:
a hydrogen fuel automobile energy regulating system comprises a vehicle control unit, a BMS (battery management system), a power battery, a fuel cell system, a DCDC (direct current-direct current) boost converter, a motor controller, a CAN (controller area network) bus, a main drive motor and a hydrogen fuel start-stop switch; the adjusting system comprises the following specific steps:
the method comprises the following steps: when a fuel cell system needs to be started in the running process of a vehicle, a hydrogen fuel start-stop switch is started, and after the vehicle controller receives a signal of starting the hydrogen fuel start-stop switch, the SOC of the power battery is detected to be not more than the SOCSTWhen the fuel cell system is started to operate;
step two: after the vehicle controller judges that the starting conditions of the fuel cell system are met, the vehicle controller controls the contactors KM1 and KM2 to be closed in sequence, sends a starting command of the fuel cell system by using a CAN bus, adjusts the required power of the fuel cell system according to the SOC in the power cell and sends the required power to the fuel cell system;
step three: after the fuel cell system is started, the vehicle control unit performs power regulation control on the fuel cell system according to the change of the SOC of the power cell sent by the BMS, so that the power of the fuel cell system and the SOC of the power cell are stabilized in an optimal range;
the vehicle controller, the BMS, the fuel cell system and the motor controller are all connected through a CAN bus, and the input end of the vehicle controller is connected with a hydrogen fuel start-stop switch for controlling the start-stop of hydrogen fuel and the power distribution of the vehicle;
the BMS is used for monitoring the state of the power battery and sending the monitored state to the CAN bus in real time;
the power battery is used for providing an energy source for the whole vehicle and recovering energy;
the fuel cell system is used for carrying out electrochemical reaction on hydrogen and oxygen in the air to generate electric energy and water so as to provide an energy source for the whole vehicle;
the DCDC boost converter is used for boosting the electric energy output by the fuel cell system and then providing the electric energy for the power cell and the motor controller;
the motor controller is used for receiving a command of the whole vehicle controller and controlling the driving of the main drive motor;
the main drive motor is used for providing power for the running of the whole vehicle;
the hydrogen fuel start-stop switch is used for enabling a driver to select the start and stop of the hydrogen fuel system;
the CAN bus is used for CAN communication of the whole vehicle.
As a further scheme of the invention: the adjusting the required power of the fuel cell system and sending the required power to the fuel cell system through the SOC of the power cell comprises the following steps:
if the SOC of the power battery is SOCSTAdjusting the required power of the fuel cell system to PST by using the vehicle control unit;
if the SOC of the power battery is less than or equal to SOCmin, the whole vehicle controller is utilized to adjust the required power of the fuel battery system to Pmax;
if the SOC of the power battery is in the SOCSTAnd SOCmin, regulating the required power of the fuel cell system to be in a linear relation between PST and Pmax by using the vehicle control unit;
wherein the SOCSTThe maximum power battery SOC corresponding to the allowable starting of the fuel battery system, the SOCmin is the power battery SOC corresponding to the maximum power battery starting of the fuel battery system, the PST is the minimum starting power of the fuel battery system, and the Pmax is the maximum power of the fuel battery system.
As a further scheme of the invention: the power regulation control of the fuel cell system to stabilize the power of the fuel cell system and the SOC of the power battery in an optimal range comprises the following steps:
when the SOC of the power battery is less than or equal to SOCmin, the whole vehicle controller is utilized to adjust the required power of the fuel battery system to Pmax; when the SOCmin is not less than the SOC which is not more than the SOC1, the vehicle control unit is utilized to regulate the required power of the fuel cell system to be in a linear relation between Pmax and P1; when the SOC is not less than 1 and not more than 2, the vehicle control unit is utilized to regulate the required power of the fuel cell system to be in a linear relation between P1 and P2; when the SOC is not less than the SOC2 and not more than the SOCmax, the vehicle control unit is utilized to adjust the required power of the fuel cell system to be idle power P2; when the SOC is larger than or equal to the SOCmax, the whole vehicle controller is used for requesting the fuel cell system to stop;
the SOC1 and the SOC2 are change switching points of the required power of the fuel cell system sent by the vehicle controller, and when the SOCmin is not less than the SOC which is not more than 1, the required power of the fuel cell system changes slowly;
when the SOC is not less than 1 and not more than 2, the required power of the fuel cell system changes rapidly, the SOCmax is the SOC of the power cell corresponding to the shutdown of the fuel cell system, the Pmax is the maximum power of the fuel cell system, and the P1 and the P2 are the slope switching points of the required power change of the fuel cell system.
As a further scheme of the invention: a contactor KM1, a contactor KM2, a fuse FU1 and a pre-charging resistor R1 are respectively arranged on a positive electrode connecting cable of the fuel cell and the DCDC boost converter; the contactor KM2 and the fuse FU1 are main hydrogen fuel positive circuits, and the contactor KM1 and the pre-charging resistor R1 are main hydrogen fuel positive pre-charging circuits.
As a further scheme of the invention: the positive connecting cables of the power battery, the DCDC boost converter and the motor controller are respectively provided with a contactor KM3, a contactor KM4, a fuse FU2, a pre-charging resistor R2, a contactor KM5, a contactor KM6, a fuse FU3 and a pre-charging resistor R3; the contactor KM4 and the fuse FU2 are driving main positive circuits, the contactor KM3 and the pre-charging resistor R2 are driving main positive pre-charging circuits, the contactor KM6 and the fuse FU3 are battery main positive circuits, and the contactor KM5 and the pre-charging resistor R3 are battery main positive pre-charging circuits.
As a further scheme of the invention: the motor controller is connected with the main drive motor through a high-voltage cable and used for controlling the driving of the main drive motor.
As a further scheme of the invention: the hydrogen fuel start-stop switch is connected with the vehicle control unit through a hard wire and used for a driver to manually select whether the fuel cell system needs to be started or stopped.
The invention has the beneficial effects that:
(1) on one aspect disclosed by the embodiment of the invention, a designed hydrogen fuel start-stop switch enables a driver to determine whether a fuel cell system needs to be started or stopped in the running process of the vehicle, and the fuel cell system cannot be frequently started or stopped, so that the driver can close the hydrogen fuel start-stop switch when the vehicle is used for a short time, the fuel cell system is prevented from being started when the SOC of a power battery is too low, the service life of the fuel cell system is prolonged, in addition, purging is needed when the fuel cell system is shut down, a certain time is needed in the process, the driver can close the hydrogen fuel start-stop switch in advance when the vehicle is determined not to be used, the fuel cell system is subjected to purging operation, and the waiting time after the vehicle is stopped is shortened;
(2) on the other hand, when the driver determines that the fuel cell system needs to be started in the running process of the vehicle, the hydrogen fuel start-stop switch is started, and after the vehicle controller receives the start of the hydrogen fuel start-stop switch, the SOC of the power battery is detected to be not more than the SOC of the power batterySTWhen the system enters a starting operation logic of the fuel cell system, the vehicle controller controls the contactors KM1 and KM2 to be closed in sequence, sends a starting command of the fuel cell system by using the CAN bus, adjusts the required power of the fuel cell system according to the SOC of the power cell and sends the required power to the fuel cell system, and the aim of enabling the fuel cell and the power cell to achieve the optimal use state CAN be achieved;
(3) in other aspects disclosed in the embodiments of the present invention, after the fuel cell system is started, the vehicle control unit performs power regulation control on the fuel cell system according to the change of the power cell sent by the BMS, so that the power of the fuel cell system and the SOC of the power cell are stabilized within an optimal range, the efficiency and the service life of the fuel cell can be effectively considered, and the purpose of enabling the fuel cell to operate within an optimal power output range as much as possible is achieved.
Drawings
The invention will be further described with reference to the accompanying drawings.
FIG. 1 is a flow chart diagram of a hydrogen fueled vehicle energy conditioning system of the present invention;
FIG. 2 is a schematic diagram of the electrical circuitry in a hydrogen fueled vehicle energy conditioning system of the present invention;
FIG. 3 is a graph of start-up power for a fuel cell system of the present invention;
fig. 4 is a graph of the operating power of the fuel cell system of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Example 1
Referring to fig. 1-4, the present embodiment is a hydrogen fuel vehicle energy regulating system, which includes a vehicle controller, a BMS, a power battery, a fuel cell system, a DCDC boost converter, a motor controller, a CAN bus, a main drive motor, and a hydrogen fuel start/stop switch; the adjusting system comprises the following specific steps:
the method comprises the following steps: when the fuel cell system needs to be started in the running process of the vehicle, the hydrogen fuel start-stop switch is started, and after the vehicle controller receives a signal of starting the hydrogen fuel start-stop switch, the fuel cell system is started to run when the SOC of the power cell is detected to be not more than SOCST;
step two: after the vehicle controller judges that the starting conditions of the fuel cell system are met, the vehicle controller controls the contactors KM1 and KM2 to be closed in sequence, sends a starting command of the fuel cell system by using a CAN bus, adjusts the required power of the fuel cell system according to the SOC of the power battery and sends the required power to the fuel cell system;
step three: after the fuel cell system is started, the vehicle control unit performs power regulation control on the fuel cell system according to the change of the SOC of the power cell sent by the BMS, so that the power of the fuel cell system and the SOC of the power cell are stabilized in an optimal range;
the vehicle controller, the BMS, the fuel cell system and the motor controller are all connected through a CAN bus, and the input end of the vehicle controller is connected with a hydrogen fuel start-stop switch for controlling the start-stop of hydrogen fuel and the power distribution of the vehicle;
the BMS is used for monitoring the state of the power battery and sending the monitored state to the CAN bus in real time;
the power battery is used for providing an energy source for the whole vehicle and recovering energy;
the fuel cell system is used for carrying out electrochemical reaction on hydrogen and oxygen in the air to generate electric energy and water so as to provide an energy source for the whole vehicle;
the DCDC boost converter is used for boosting the electric energy output by the fuel cell system and then providing the electric energy for the power cell and the motor controller;
the motor controller is used for receiving a command of the whole vehicle controller and controlling the driving of the main drive motor;
the main drive motor is used for providing power for the running of the whole vehicle;
the hydrogen fuel start-stop switch is used for enabling a driver to select the start and stop of the hydrogen fuel system;
the CAN bus is used for CAN communication of the whole vehicle.
The adjusting the required power of the fuel cell system and sending the required power to the fuel cell system through the SOC of the power cell comprises the following steps:
if the SOC of the power battery is SOCSTAdjusting the required power of the fuel cell system to PST by using the vehicle control unit;
if the SOC of the power battery is less than or equal to SOCmin, the whole vehicle controller is utilized to adjust the required power of the fuel battery system to Pmax;
if the SOC of the power battery is in the SOCSTAnd SOCmin, regulating the required power of the fuel cell system to be in a linear relation between PST and Pmax by using the vehicle control unit;
wherein the SOCSTWhen the fuel cell system is allowed to startThe SOC of the corresponding power battery at the highest power, the SOCmin is the SOC of the corresponding power battery when the fuel battery system is started at the maximum power, the PST is the minimum starting power of the fuel battery system, and the Pmax is the maximum power of the fuel battery system.
The power regulation control of the fuel cell system to stabilize the power of the fuel cell system and the SOC of the power battery in an optimal range comprises the following steps:
when the SOC of the power battery is less than or equal to SOCmin, the whole vehicle controller is utilized to adjust the required power of the fuel battery system to Pmax; when the SOCmin is not less than the SOC which is not more than the SOC1, the vehicle control unit is utilized to regulate the required power of the fuel cell system to be in a linear relation between Pmax and P1; when the SOC is not less than 1 and not more than 2, the vehicle control unit is utilized to regulate the required power of the fuel cell system to be in a linear relation between P1 and P2; when the SOC is not less than the SOC2 and not more than the SOCmax, the vehicle control unit is utilized to adjust the required power of the fuel cell system to be idle power P2; when the SOC is larger than or equal to the SOCmax, the whole vehicle controller is used for requesting the fuel cell system to stop;
the SOC1 and the SOC2 are change switching points of the required power of the fuel cell system sent by the vehicle controller, and when the SOCmin is not less than the SOC which is not more than 1, the required power of the fuel cell system changes slowly;
when the SOC is not less than 1 and not more than 2, the required power of the fuel cell system changes rapidly, the SOCmax is the SOC of the power cell corresponding to the shutdown of the fuel cell system, the Pmax is the maximum power of the fuel cell system, and the P1 and the P2 are the slope switching points of the required power change of the fuel cell system.
A contactor KM1, a contactor KM2, a fuse FU1 and a pre-charging resistor R1 are respectively arranged on a positive electrode connecting cable of the fuel cell and the DCDC boost converter; the contactor KM2 and the fuse FU1 are main hydrogen fuel positive circuits, and the contactor KM1 and the pre-charging resistor R1 are main hydrogen fuel positive pre-charging circuits.
The positive connecting cables of the power battery, the DCDC boost converter and the motor controller are respectively provided with a contactor KM3, a contactor KM4, a fuse FU2, a pre-charging resistor R2, a contactor KM5, a contactor KM6, a fuse FU3 and a pre-charging resistor R3; the contactor KM4 and the fuse FU2 are driving main positive circuits, the contactor KM3 and the pre-charging resistor R2 are driving main positive pre-charging circuits, the contactor KM6 and the fuse FU3 are battery main positive circuits, and the contactor KM5 and the pre-charging resistor R3 are battery main positive pre-charging circuits.
The motor controller is connected with the main drive motor through a high-voltage cable and used for controlling the driving of the main drive motor.
The hydrogen fuel start-stop switch is connected with the vehicle control unit through a hard wire and used for a driver to manually select whether the fuel cell system needs to be started or stopped.
The working principle disclosed by the embodiment of the invention is as follows: when a fuel cell system needs to be started in the running process of a vehicle, a hydrogen fuel start-stop switch is started, and after the vehicle controller receives a signal of starting the hydrogen fuel start-stop switch, the SOC of the power battery is detected to be not more than the SOCSTWhen the fuel cell system is started to operate; wherein, SOC is expressed as percentage value of battery capacity in the power battery;
after the vehicle controller judges that the starting conditions of the fuel cell system are met, the vehicle controller controls the contactors KM1 and KM2 to be closed in sequence, sends a starting command of the fuel cell system by using a CAN bus, adjusts the required power of the fuel cell system according to the SOC in the power cell and sends the required power to the fuel cell system; wherein, the starting condition of the fuel cell system is that the hydrogen fuel start-stop switch is turned on and the SOC of the power battery is lower than the SOCST；
If the SOC of the power battery is SOCSTAdjusting the required power of the fuel cell system to PST by using the vehicle control unit;
if the SOC of the power battery is less than or equal to SOCmin, the whole vehicle controller is utilized to adjust the required power of the fuel battery system to Pmax;
if the SOC of the power battery is in the SOCSTAnd SOCmin, regulating the required power of the fuel cell system to be in a linear relation between PST and Pmax by using the vehicle control unit;
wherein the SOCSTMaximum motion corresponding to allowable starting of fuel cell systemThe SOC of the power battery is obtained, the SOCmin is the SOC of the power battery corresponding to the maximum power starting of the fuel battery system, the PST is the minimum starting power of the fuel battery system, and the Pmax is the maximum power of the fuel battery system; and SOCmin < SOCSTPST is less than Pmax, and the specific value is preset according to the parameters of a power battery and a fuel cell system of the vehicle;
after the fuel cell system is started, the vehicle control unit performs power regulation control on the fuel cell system according to the change of a power cell signal sent by the BMS, so that the power of the fuel cell system and the SOC of the power cell are stabilized in an optimal range, and when the SOC is less than or equal to the SOCmin, the vehicle control unit is utilized to regulate the required power of the fuel cell system to Pmax; when the SOCmin is not less than the SOC which is not more than the SOC1, the vehicle control unit is utilized to regulate the required power of the fuel cell system to be in a linear relation between Pmax and P1; when the SOC is not less than 1 and not more than 2, the vehicle control unit is utilized to regulate the required power of the fuel cell system to be in a linear relation between P1 and P2; when the SOC is not less than the SOC2 and not more than the SOCmax, the vehicle control unit is utilized to adjust the required power of the fuel cell system to be idle power P2; when the SOC is larger than or equal to the SOCmax, the vehicle control unit is utilized to send a stop signal to request the fuel cell system to stop;
the SOC1 and the SOC2 are change switching points of the required power of the fuel cell system sent by the vehicle controller, and when the SOCmin is not less than the SOC which is not more than 1, the required power of the fuel cell system changes slowly;
when the SOC is not less than 1 and not more than 2, the required power of the fuel cell system changes rapidly, the SOCmax is the SOC of the power cell corresponding to the shutdown of the fuel cell system, the Pmax is the maximum power of the fuel cell system, and the P1 and the P2 are slope switching points of the required power change of the fuel cell system; and SOCmin < SOC1 < SOC2 < SOCmax, P2 < P1 < Pmax, the specific values being preset in the power cell and fuel cell system parameters of the vehicle used;
a contactor KM1, a contactor KM2, a fuse FU1 and a pre-charging resistor R1 are respectively arranged on a positive electrode connecting cable of the fuel cell and the DCDC boost converter, the pre-charging resistor R1 is connected with the contactor KM1 in series, the contactors KM2 are connected with the pre-charging resistor R1 and the contactor KM1 in parallel, and the fuse FU1 is connected with the contactor KM2, the pre-charging resistor R1 and the contactor KM1 in parallel; the contactor KM2 and the fuse FU1 are hydrogen fuel main positive circuits, and the contactor KM1 and the pre-charging resistor R1 are hydrogen fuel main positive pre-charging circuits;
the positive connecting cables of the power battery, the DCDC boost converter and the motor controller are respectively provided with a contactor KM3, a contactor KM4, a fuse FU2, a pre-charging resistor R2, a contactor KM5, a contactor KM6, a fuse FU3 and a pre-charging resistor R3; the pre-charging resistor R2 is connected with a contactor KM3 in series, the contactors KM4 are connected with a pre-charging resistor R2 and a contactor KM3 in parallel, and the fuse FU2 is connected with a contactor KM4, a pre-charging resistor R2 and a contactor KM3 in series; the pre-charging resistor R3 is connected with a contactor KM5 in series, the contactor KM6 is connected with the pre-charging resistor R3 and the contactor KM5 in parallel, and the fuse FU3 and the contactor KM6 are connected with the pre-charging resistor R3 and the contactor KM5 in series; the contactor KM4 and the fuse FU2 are driving main positive circuits, the contactor KM3 and the pre-charging resistor R2 are driving main positive pre-charging circuits, the contactor KM6 and the fuse FU3 are battery main positive circuits, and the contactor KM5 and the pre-charging resistor R3 are battery main positive pre-charging circuits.
In the description herein, references to the description of "one embodiment," "an example," "a specific example" or the like are intended to 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.
The foregoing is illustrative and explanatory only and is not intended to be exhaustive or to limit the invention to the precise embodiments described, and various modifications, additions, and substitutions may be made by those skilled in the art without departing from the scope of the invention or exceeding the scope of the claims.
Claims (5)
1. A hydrogen fuel automobile energy regulating system is characterized by comprising a vehicle control unit, a BMS (battery management system), a power battery, a fuel cell system, a DCDC (direct current-direct current) boost converter, a motor controller, a CAN (controller area network) bus, a main drive motor and a hydrogen fuel start-stop switch, wherein the regulating system comprises the following specific steps:
the method comprises the following steps: when a fuel cell system needs to be started in the running process of a vehicle, a hydrogen fuel start-stop switch is started, and after the vehicle controller receives a signal of starting the hydrogen fuel start-stop switch, the SOC of the power battery is detected to be not more than the SOCSTWhen the fuel cell system is started to operate;
step two: after the vehicle controller judges that the starting conditions of the fuel cell system are met, the vehicle controller controls the contactors KM1 and KM2 to be closed in sequence, sends a starting command of the fuel cell system by using a CAN bus, adjusts the required power of the fuel cell system according to the SOC of the power battery and sends the required power to the fuel cell system;
step three: after the fuel cell system is started, the vehicle control unit performs power regulation control on the fuel cell system according to the change of the SOC of the power cell sent by the BMS, so that the power of the fuel cell system and the SOC of the power cell are stabilized in an optimal range;
the vehicle controller, the BMS, the fuel cell system and the motor controller are all connected through a CAN bus, and the input end of the vehicle controller is connected with a hydrogen fuel start-stop switch for controlling the start-stop of hydrogen fuel and the power distribution of the vehicle;
the BMS is used for monitoring the state of the power battery and sending the monitored state to the CAN bus in real time;
the power battery is used for providing an energy source for the whole vehicle and recovering energy;
the fuel cell system is used for carrying out electrochemical reaction on hydrogen and oxygen in the air to generate electric energy and water so as to provide an energy source for the whole vehicle;
the DCDC boost converter is used for boosting the electric energy output by the fuel cell system and then providing the electric energy for the power cell and the motor controller;
the motor controller is used for receiving a command of the whole vehicle controller and controlling the driving of the main drive motor;
the main drive motor is used for providing power for the running of the whole vehicle;
the hydrogen fuel start-stop switch is used for enabling a driver to select the start and stop of the hydrogen fuel system;
the CAN bus is used for CAN communication of the whole vehicle;
the method for adjusting the required power of the fuel cell system through the SOC of the power cell and sending the required power to the fuel cell system comprises the following steps:
if the SOC of the power battery is SOCSTAdjusting the required power of the fuel cell system to PST by using the vehicle control unit;
if the SOC of the power battery is less than or equal to SOCmin, the whole vehicle controller is utilized to adjust the required power of the fuel battery system to Pmax;
if the SOC of the power battery is in the SOCSTAnd SOCmin, regulating the required power of the fuel cell system to be in a linear relation between PST and Pmax by using the vehicle control unit;
wherein the SOCSTThe maximum power battery SOC corresponding to the allowable starting of the fuel battery system is obtained, the SOCmin is the power battery SOC corresponding to the maximum power battery starting of the fuel battery system, the PST is the minimum starting power of the fuel battery system, and the Pmax is the maximum power of the fuel battery system;
the power regulation control of the fuel cell system to stabilize the power of the fuel cell system and the SOC of the power battery in an optimal range comprises the following steps:
when the SOC of the power battery is less than or equal to SOCmin, the whole vehicle controller is utilized to adjust the required power of the fuel battery system to Pmax; when the SOCmin is not less than the SOC which is not more than the SOC1, the vehicle control unit is utilized to regulate the required power of the fuel cell system to be in a linear relation between Pmax and P1; when the SOC is not less than 1 and not more than 2, the vehicle control unit is utilized to regulate the required power of the fuel cell system to be in a linear relation between P1 and P2; when the SOC is not less than the SOC2 and not more than the SOCmax, the vehicle control unit is utilized to adjust the required power of the fuel cell system to be idle power P2; when the SOC is larger than or equal to the SOCmax, the whole vehicle controller is used for requesting the fuel cell system to stop;
the SOC1 and the SOC2 are change switching points of the required power of the fuel cell system sent by the vehicle controller, and when the SOCmin is not less than the SOC which is not more than 1, the required power of the fuel cell system changes slowly;
when the SOC is not less than 1 and not more than 2, the required power of the fuel cell system changes rapidly, the SOCmax is the SOC of the power cell corresponding to the shutdown of the fuel cell system, the Pmax is the maximum power of the fuel cell system, and the P1 and the P2 are the slope switching points of the required power change of the fuel cell system.
2. The energy conditioning system of claim 1, wherein the fuel cell and the positive connection cable of the DCDC boost converter are respectively provided with a contactor KM1, a contactor KM2, a fuse FU1 and a pre-charging resistor R1; the contactor KM2 and the fuse FU1 are main hydrogen fuel positive circuits, and the contactor KM1 and the pre-charging resistor R1 are main hydrogen fuel positive pre-charging circuits.
3. The energy conditioning system of the hydrogen-fueled vehicle as claimed in claim 1, wherein the positive connecting cables of the power battery, the DCDC boost converter and the motor controller are respectively provided with a contactor KM3, a contactor KM4, a fuse FU2, a pre-charging resistor R2, a contactor KM5, a contactor KM6, a fuse FU3 and a pre-charging resistor R3; the contactor KM4 and the fuse FU2 are driving main positive circuits, the contactor KM3 and the pre-charging resistor R2 are driving main positive pre-charging circuits, the contactor KM6 and the fuse FU3 are battery main positive circuits, and the contactor KM5 and the pre-charging resistor R3 are battery main positive pre-charging circuits.
4. The energy conditioning system of claim 1, wherein the motor controller is connected to the main drive motor via a high voltage cable for controlling the driving of the main drive motor.
5. The energy regulating system of claim 1, wherein the hydrogen fuel start-stop switch is connected to the vehicle controller by a hard wire, and is used for the driver to manually select whether the fuel cell system needs to be started or stopped.
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