CN111806446A - Driving range evaluation method and system for fuel cell hybrid electric vehicle - Google Patents

Driving range evaluation method and system for fuel cell hybrid electric vehicle Download PDF

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CN111806446A
CN111806446A CN202010553687.7A CN202010553687A CN111806446A CN 111806446 A CN111806446 A CN 111806446A CN 202010553687 A CN202010553687 A CN 202010553687A CN 111806446 A CN111806446 A CN 111806446A
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CN111806446B (en
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董德宝
杨琨
徐彬
樊海梅
熊金峰
赵立新
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King Long United Automotive Industry Suzhou Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

The invention discloses a driving range evaluation method of a fuel cell hybrid electric vehicle, which comprises the following steps: acquiring vehicle parameters in each communication period, wherein the vehicle parameters comprise: fuel cell stack voltage VfcCurrent IfcVoltage V of the storage batteryBatCurrent IBatVoltage V of super capacitorCapCurrent ICapFuel cell system bench test efficiency etafcs measurement(ii) a Real-time calculation of equivalent fuel consumption per kilometert(ii) a Calculating circulating mileage S in real timetObtaining the real-time equivalent fuel consumption Q per kilometers(ii) a And calculating the real-time driving range S' of the vehicle. Can run in real timeAnd (4) evaluating the mileage to obtain more accurate driving range.

Description

Driving range evaluation method and system for fuel cell hybrid electric vehicle
Technical Field
The invention belongs to the technical field of fuel cell automobiles, and particularly relates to a driving range evaluation method and system of a fuel cell hybrid electric vehicle.
Background
For a fuel cell vehicle, such as a hydrogen fuel cell hybrid bus, a driver needs to know the real-time available mileage of the vehicle, however, the current method is as follows: the driver can only estimate the driving range of the real-time vehicle through the hydrogen pressure in the hydrogen bottle on the instrument panel and the SOC of the battery and the super capacitor, but the situation that the vehicle is anchored on the road due to judgment errors often occurs.
At present, no standard method for calculating the real-time travelable mileage exists in China, and a method is adopted for calculating the ratio of the real-time remaining total energy of a vehicle to the real-time average energy consumption per kilometer, but the calculated mileage has a large variation range, so that the reference value is not large for a driver, and misguidance can be caused. Therefore, a more accurate driving range evaluation method is needed.
Disclosure of Invention
In view of the above-mentioned technical problems, an object of the present invention is to provide a method for estimating a driving range of a fuel cell hybrid vehicle, which can estimate the driving range in real time to obtain a more accurate driving range.
The technical scheme of the invention is as follows:
a driving range evaluation method of a fuel cell hybrid electric vehicle comprises the following steps:
s01: acquiring vehicle parameters in each communication period, wherein the vehicle parameters comprise: fuel cell stack voltage VfcCurrent IfcVoltage of the storage batteryVBatCurrent IBatVoltage V of super capacitorCapCurrent ICapFuel cell system bench test efficiency etafcs measurement；
S02: real-time calculation of equivalent fuel consumption per kilometertThe calculation formula is as follows:
Figure BDA0002543468650000011
wherein dt is the communication period, qfcIs a fuel with low heating value;
s03: calculating circulating mileage S in real timetObtaining the real-time equivalent fuel consumption Q per kilometers；
S04: and calculating the real-time driving range S' of the vehicle.
In a preferred technical solution, the method for calculating the real-time available mileage of the vehicle in step S04 includes:
s41: obtaining fuel cell system bench test efficiency etafcs measurementCurrent state of charge SOC of battery of whole vehicle1SOC of super capacitor1'calculating to obtain the current remaining available equivalent fuel quantity omega',
Figure BDA0002543468650000021
wherein, ω is0For the fuel mass available to the vehicle on the day, SOC2For the lowest state of charge, SOC, for normal operation of the battery2' is the lowest state of charge, U, of the normal operation of the super capacitorBatFor rated voltage of the accumulator, CBatFor rated capacity of the battery, UCapRated voltage for super capacitor, CCapIs the rated capacity of super capacitor, etadcdcRated efficiency for bidirectional DCDC;
s42: the real-time driving range S' is calculated by the following formula:
Figure BDA0002543468650000022
ave _ Q is the average fuel consumption per kilometer calculated during driving.
In a preferred technical solution, the method for calculating the real-time available mileage of the vehicle in step S04 includes:
”
s041: obtaining the available equivalent fuel quantity omega before the first driving on the day0，ω0The calculation formula of (2) is as follows:
Figure BDA0002543468650000023
s042: calculating the current traveled mileage S;
s043: the real-time driving range S' is calculated by the following formula:
Figure BDA0002543468650000024
ave _ Q is the average fuel consumption per kilometer calculated during driving.
In a preferred technical solution, the calculation formula of ave _ Q is: ave _ Q ═ ave _ Q0×(1+ξ1+ξ2) In which ξ1Is the ratio of the energy consumption of the air conditioner to the total energy consumption of the whole vehicle on the same day, xi2The ratio of the current day warm air energy consumption to the total vehicle energy consumption is ave _ Q0The average fuel consumption per kilometer is calculated for the first trip.
In a preferred embodiment, the ave _ Q is a binary-valued sum0The calculation formula of (2) is as follows:
Figure BDA0002543468650000031
wherein, ave _ QOn the upper partThe average fuel consumption per kilometer in the last operation day, ξ1 toThe ratio of the air conditioning energy consumption to the total energy consumption of the whole vehicle on the last operation day, xi2 toThe ratio of the hot air energy consumption to the total vehicle energy consumption on the last operation day.
In a preferred embodiment, the ave _ Q is a binary-valued sumOn the upper partThe calculation formula of (2) is as follows:
Figure BDA0002543468650000032
wherein S isOn the upper partThe single-day driving mileage of the last operation day of the vehicle,
Figure BDA0002543468650000033
for the total equivalent fuel consumption on the last operating day, ave _ QOn the upper part' is the average fuel consumption per kilometer, S, of the last operating dayminTo begin calculating the minimum traveled mileage at which the actual average fuel consumption per kilometer is measured.
In a preferred technical solution, before the step S01, the method further includes the following steps:
s00: acquiring the driving distance S of the vehicle on the day, judging, if S is equal to 0, judging that the vehicle is driven for the first time on the day, and calculating the driving distance S of the vehicle before the first driving on the day0'; otherwise, acquiring parameters calculated before the first driving on the day;
calculating the possible driving distance S of the vehicle before the first driving on the day0The step of' comprises:
s001: calculating the vehicle available fuel mass omega on the same day0；
S002: obtaining fuel cell system bench test efficiency etafcs measurementCurrent state of charge SOC of battery of whole vehicle1SOC of super capacitor1' calculating the equivalent fuel quantity omega available before the first driving on the day0'；
S003: calculating the driving range S of the vehicle before the first driving on the day0'，
Figure BDA0002543468650000034
Wherein, ave _ Q0The average fuel consumption per kilometer is calculated for the first trip.
The invention also discloses a system for evaluating the driving range of the fuel cell hybrid electric vehicle, which comprises the following components:
a parameter acquisition module: acquiring vehicle parameters in each communication period, wherein the vehicle parameters comprise: fuel cell stack voltage VfcCurrent IfcVoltage V of the storage batteryBatCurrent IBatVoltage V of super capacitorCapCurrent ICapFuel cell system bench test efficiency etafcs measurement；
A cycle-per-kilometer equivalent fuel consumption calculation module: real-time calculation of cycle equivalence per kilometerFuel consumption QtThe calculation formula is as follows:
Figure BDA0002543468650000041
wherein dt is the communication period, qfcIs a fuel with low heating value;
a real-time equivalent fuel consumption calculation module: calculating circulating mileage S in real timetObtaining the real-time equivalent fuel consumption Q per kilometers；
The real-time travelable mileage calculation module: and calculating the real-time driving range S' of the vehicle.
In a preferred technical solution, the method for calculating the real-time travelable distance of the vehicle in the real-time travelable distance calculation module includes:
s41: obtaining fuel cell system bench test efficiency etafcs measurementCurrent state of charge SOC of battery of whole vehicle1SOC of super capacitor1'calculating to obtain the current remaining available equivalent fuel quantity omega',
Figure BDA0002543468650000042
wherein, ω is0For the fuel mass available to the vehicle on the day, SOC2For the lowest state of charge, SOC, for normal operation of the battery2' is the lowest state of charge, U, of the normal operation of the super capacitorBatFor rated voltage of the accumulator, CBatFor rated capacity of the battery, UCapRated voltage for super capacitor, CCapIs the rated capacity of super capacitor, etadcdcRated efficiency for bidirectional DCDC;
s42: the real-time driving range S' is calculated by the following formula:
Figure BDA0002543468650000043
ave _ Q is the average fuel consumption per kilometer calculated during driving.
In a preferred technical solution, the method for calculating the real-time travelable distance of the vehicle in the real-time travelable distance calculation module includes:
s041: get the first line of the dayAvailable equivalent fuel quantity before driving omega0’，ω0The formula for calculation of' is:
Figure BDA0002543468650000051
s042: calculating the current traveled mileage S;
s043: the real-time driving range S' is calculated by the following formula:
Figure BDA0002543468650000052
ave _ Q is the average fuel consumption per kilometer calculated during driving.
Compared with the prior art, the invention has the beneficial effects that:
compared with the existing method, the method is more reasonable and accurate, is especially suitable for buses, is written into a Vehicle Control Unit (VCU), and can be displayed by an instrument panel, so that a driver can know the driving range of the current vehicle at any time, and the condition of anchoring due to insufficient energy is avoided.
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The invention is further described with reference to the following figures and examples:
fig. 1 is a main flowchart of a driving range evaluation method of a fuel cell hybrid vehicle according to the present invention;
FIG. 2 is a flowchart of a driving range assessment method according to an embodiment of the present invention;
fig. 3 is a flowchart of a driving range evaluation method according to another embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings in conjunction with the following detailed description. It should be understood that the description is intended to be exemplary only, and is not intended to limit the scope of the present invention. Moreover, in the following description, descriptions of well-known structures and techniques are omitted so as to not unnecessarily obscure the concepts of the present invention.
Example (b):
as shown in fig. 1, a method for estimating a driving range of a fuel cell hybrid vehicle includes the following steps:
s01: acquiring vehicle parameters in each communication period, wherein the vehicle parameters comprise: fuel cell stack voltage VfcCurrent IfcVoltage V of the storage batteryBatCurrent IBatVoltage V of super capacitorCapCurrent ICapFuel cell system bench test efficiency etafcs measurement；
S02: real-time calculation of equivalent fuel consumption per kilometertThe calculation formula is as follows: :
Figure BDA0002543468650000061
wherein dt is the communication period, qfcIs a fuel with low heating value;
s03: calculating circulating mileage S in real timetObtaining the real-time equivalent fuel consumption Q per kilometers；
S04: and calculating the real-time driving range S' of the vehicle.
As shown in fig. 2, in a preferred embodiment, the fuel cell is exemplified by a hydrogen fuel cell, and the driving range evaluation method of the fuel cell hybrid electric vehicle of the present invention includes the following steps:
step 1:
and (1-1) starting the vehicle, and executing 1, namely judging the traveled mileage S by a Vehicle Control Unit (VCU) on the current day.
(1-2) if S is 0km, executing 11, namely, reading and storing the maximum temperature T of the hydrogen cylinder sent by a hydrogen storage system controller (HMS) by the VCU1Highest pressure P of hydrogen cylinder1。
(1-3) VCU by formula
Figure BDA0002543468650000062
Calculating the mass omega of hydrogen available for the vehicle on the same day0And stored. Wherein, ω is0: the total mass of available hydrogen in unit Kg on the day; m: hydrogen molar mass, g/mol; v: total volume of hydrogen storage bottle, high pressure pipeline and accessories, unit L; r: gas constant, mpa.l/(mol.k); p1: before the first driving on the dayThe highest pressure of hydrogen in the hydrogen storage bottle, which is detected by a high-pressure sensor, is unit MPa; t is1: the highest temperature of hydrogen in the hydrogen storage bottle, unit K, detected by a hydrogen bottle bottleneck valve temperature sensor before the hydrogen bottle is driven for the first time on the day; p2: the lowest pressure of hydrogen in a hydrogen storage bottle allowing hydrogenation in a common hydrogenation station is generally 2-3 MPa; t is2: taking the highest hydrogen temperature in the hydrogen storage bottle when the operation is finished, and taking the highest hydrogen temperature in the hydrogen storage bottle when the previous operation day is finished; z1: at P1、T1A lower hydrogen compression factor; z2: at P2、T2A lower hydrogen compression factor; z1、Z2By the formula
Figure BDA0002543468650000063
Calculated, P is pressure, unit MPa, T is temperature, unit K, nuijIs a coefficient.
(1-4) if S > 0km, 10 is executed, namely, VCU reads the mass omega of hydrogen available for the vehicle, which is calculated and stored by the VCU before the first driving on the day0Real-time driving range S', real-time equivalent hydrogen consumption per kilometer Qs。
Step 2:
(2-1) if S is 0km, executing 12, namely, the VCU calculating the driving range of the vehicle before the first driving on the day. Otherwise step 2 is skipped.
(2-2) the VCU reads the following real-time information: fuel cell System bench test efficiency η sent by Fuel cell System controller (FCU)fcs measurementCurrent vehicle battery state of charge SOC sent by battery controller (BMS)1Super capacitor state of charge SOC sent by super capacitor controller (UMS)1' and calculating the equivalent hydrogen amount omega available before the first driving on the day according to the following formula0'：
Figure BDA0002543468650000071
Wherein, ω is0': equivalent hydrogen mass (Kg) can be used before the vehicle runs for the first time on the day; SOC1: the state of charge of the battery at first start-up; SOC2: lowest state of charge for normal operation of accumulator；UBat: rated voltage, V, of the battery; cBat: rated capacity of the storage battery, Ah; SOC1': the state of charge of the super capacitor when the super capacitor is started for the first time; SOC2': the super capacitor normally works at the lowest charge state; u shapeCap: rated voltage, V, of the super capacitor; cCap: rated capacity of super capacitor, Ah; etadcdc: bidirectional DCDC rated efficiency; q. q.sfc: taking 120000J/g as a low calorific value of hydrogen; etafcs measurement: and (4) testing the efficiency of the fuel cell system bench under different powers obtained by bench testing.
(2-3) VCU by formula
Figure BDA0002543468650000072
Calculating to obtain the possible driving distance S of the vehicle before the first driving on the day0', stored and displayed via the meter. Wherein S is0': the driving range of the vehicle before the vehicle is driven for the first time on the day, Km; ave _ Q0: the average equivalent hydrogen consumption per kilometer, Kg/Km, was calculated before the first trip.
(2-4) ave _ Q in VCU pair (2-3)0Calculated according to the following formula:
Figure BDA0002543468650000073
wherein, ave _ QOn the upper part: the average equivalent hydrogen consumption per kilometer in the last operation day is Kg/Km; xi1 to: the ratio of the air conditioner energy consumption to the total vehicle energy consumption on the last operation day; xi2 to: the ratio of the energy consumption of the warm air to the total energy consumption of the whole vehicle in the last operation day.
(2-5) ave _ Q in VCU pair (2-4)On the upper partCalculated according to the following formula:
Figure BDA0002543468650000081
wherein S isOn the upper part: the mileage per day of the last operation day of the vehicle, Km;
Figure BDA0002543468650000082
the total equivalent hydrogen consumption (Kg) in the last operation day; ave _ QOn the upper part': the average equivalent hydrogen consumption per kilometer in the last operation day and the calculation method are the same as ave _ QOn the upper part，Kg/Km；Smin: the VCU begins calculating the minimum traveled mileage Km per kilometer of hydrogen consumption on average.
And step 3:
(3-1) execution 13, i.e., initializing cycle time t to 0, cycle mileage StEquivalent hydrogen consumption Q for cycle 0t＝0。
And 4, step 4:
(4-1) executing 14, namely reading and recording the following parameters by the VCU at each CAN communication period dt through the whole vehicle CAN network: fuel cell stack voltage V sent by fuel cell system controller (FCU)fcCurrent IfcFuel cell system bench test efficiency etafcs measurementBattery voltage V transmitted from battery controller (BMS)BatCurrent IBatSuper capacitor voltage V sent by super capacitor controller (UMS)CapCurrent ICap。
(4-2) the VCU calculates the equivalent hydrogen consumption of the circulation in each kilometer in real time according to the following formula
Figure BDA0002543468650000083
Wherein Q ist: equivalent hydrogen consumption (Kg) in circulation per kilometer; vfc: fuel cell stack voltage, V; i isfc: fuel cell stack current, a; vBat: battery voltage, V; i isBat: battery current, a; vCap: super capacitor voltage, V; i isCap: super capacitor current, a; dt: CAN communication period, s.
(4-3) VCU reads the vehicle speed v corresponding to each CAN communication cycle dttAnd by the formula
Figure BDA0002543468650000091
Calculating circulating mileage S in real timet. Wherein: st: the circulating mileage is km, which is between 0 and 1 km; v. oft: vehicle speed, km/h.
And 5:
(5-1) executing 2, namely, judging whether the vehicle is flamed out by the VCU, and executing 20 if the vehicle is flamed out, namely, storing the current information by the VCU and ending. Otherwise 21 is executed, i.e. the cycle time t is increased.
Step 6:
(6-1) execution of 3, i.e., VCU judges the current cycle mileage St。
(6-2) if StAt 1, 31, namely, VCU calculates to obtain the current total equivalent hydrogen consumption Qs＝Qs+QtAnd storing. Otherwise 14 is executed, i.e. step 4 is repeated.
And 7:
(7-1) execution 32, i.e. the VCU reads the following real-time information: fuel cell System bench test efficiency η sent by Fuel cell System controller (FCU)fcs measurementCurrent vehicle battery state of charge SOC sent by battery controller (BMS)1Super capacitor state of charge SOC sent by super capacitor controller (UMS)1'and calculating the current residual available equivalent hydrogen amount omega' according to the following formula and storing.
Figure BDA0002543468650000092
Wherein, ω': the mass of the available equivalent hydrogen currently left is Kg; qs: the total equivalent hydrogen consumption of the current vehicle is Kg; the other symbolic meanings are the same as those in the formula (2-2) in step 2.
VCU pass formula
Figure BDA0002543468650000093
And calculating to obtain the current driving range S' of the vehicle, storing and displaying through the instrument. Wherein, S': current vehicle range, Km; ave _ Q: and calculating the average equivalent hydrogen consumption per kilometer in the driving process, namely Kg/Km.
(7-3) ave _ Q in the VCU pair (7-2) is calculated according to the following formula: ave _ Q ═ ave _ Q0×(1+ξ1+ξ2) In which ξ1Calculating the ratio of the air conditioner energy consumption on the same day to the total vehicle energy consumption once per kilometer; xi2Calculating the ratio of the hot air energy consumption in the same day to the total energy consumption of the whole vehicle once per kilometer; the other symbolic meanings are the same as those in the formula (2-4) in step 2.
(7-4) ave _ Q in VCU pair (7-3)On the upper partCalculated according to the following formula:
Figure BDA0002543468650000101
wherein the symbolic meaning is the same as that in the formula (2-5) in step 2.
(7-5) repeating the step 3 to the step 6.
The VCU calculates the equivalent hydrogen consumption in the step 4 (4-2), and uses the cycle time t and the cycle mileage S per kilometertEquivalent hydrogen consumption of the cycle QtEach time the vehicle travels 1km, i.e. StThe VCU performs initialization processing on the above 3 parameters as step 3, so that the VCU calculates the equivalent hydrogen consumption of the next kilometer.
The average equivalent hydrogen consumption ave _ Q for calculation before the first trip calculated in the above step 2 (2-4) per km0In the step 7, (7-3) the average hydrogen consumption per kilometer ave _ Q for the calculation by the VCU during traveling is calculated, and neither of the average hydrogen consumption per kilometer actually on the current day, but the average hydrogen consumption per kilometer actually on the previous operation day ave _ QOn the upper partConverted, i.e. ave _ Q0And ave _ Q has no practical meaning, whereas ave _ QOn the upper partIs a true value and has practical significance. The energy consumption of the vehicle is higher due to seasonal variation, so that the equivalent hydrogen consumption per kilometer in the last day is converted. Wherein
Figure BDA0002543468650000102
The average equivalent hydrogen consumption per kilometer is obtained under the condition that the air conditioner and the warm air are not started in the last operation day.
The VCU calculates the average hydrogen consumption ave _ Q per kilometer on the last operation day in the above step 2 (2-5) and step 7 (7-4)On the upper partDetermining a calculation mode by judging the mileage on the same day of the previous operation day, and setting a minimum mileage SminWhen the mileage of the last operation day reaches the minimum mileage, the VCU clears the average equivalent hydrogen consumption per kilometer of the last operation day, and starts to calculate the mileage of the current dayAverage hydrogen consumption per kilometer in real time, otherwise the VCU always stores the average equivalent hydrogen consumption per kilometer ave _ Q of the last operation dayOn the upper part' average Per kilometer equivalent Hydrogen consumption ave _ Q as last operation dayOn the upper partThe situation that the travel distance of the previous operation day is short and the error of calculating the driving distance of the current operation day is large due to faults or other factors in the operation process of the vehicle is avoided.
In another embodiment, as shown in fig. 3, based on the above embodiment, with appropriate modification, another method for estimating the driving range may be obtained, that is, taking the total available equivalent hydrogen consumption amount per average hydrogen consumption amount per kilometer — the current driving range on the basis of the current driving range, specifically as follows:
step 1 to step 5 correspond to the scheme;
step 6:
(6-1) same as in the above scheme step (6-1).
(6-2) if StExecuting 31' to obtain the current total equivalent hydrogen consumption Q by VCU calculations＝Qs+QtThe current traveled distance S is stored as S + 1. Otherwise, repeating the step 4.
And 7:
(7-1) execution of 32', VCU by formula
Figure BDA0002543468650000111
And calculating to obtain the current driving range S' of the vehicle, storing and displaying through the instrument. Wherein, S: the current traveled mileage, Km, of the vehicle; omega0': the mass of equivalent hydrogen available to the vehicle before the vehicle is driven for the first time on the day is Kg; ave _ Q: and calculating the average equivalent hydrogen consumption per kilometer in the driving process, namely Kg/Km.
(7-2) same as in the above scheme step (7-3).
(7-3) same as in the above scheme step (7-4).
(7-4) same as the above scheme step (7-5).
It is to be understood that the above-described embodiments of the present invention are merely illustrative of or explaining the principles of the invention and are not to be construed as limiting the invention. Therefore, any modification, equivalent replacement, improvement and the like made without departing from the spirit and scope of the present invention should be included in the protection scope of the present invention. Further, it is intended that the appended claims cover all such variations and modifications as fall within the scope and boundaries of the appended claims or the equivalents of such scope and boundaries.

Claims (10)

1. A driving range evaluation method of a fuel cell hybrid electric vehicle is characterized by comprising the following steps:
s01: acquiring vehicle parameters in each communication period, wherein the vehicle parameters comprise: fuel cell stack voltage VfcCurrent IfcVoltage V of the storage batteryBatCurrent IBatVoltage V of super capacitorCapCurrent ICapFuel cell system bench test efficiency etafcs measurement；
S02: real-time calculation of equivalent fuel consumption per kilometertThe calculation formula is as follows:
Figure FDA0002543468640000011
wherein dt is the communication period, qfcIs a low heating value of the fuel etafcs measurementTesting efficiency for a fuel cell system rig;
s03: calculating circulating mileage S in real timetObtaining the real-time equivalent fuel consumption Q per kilometers；
S04: and calculating the real-time driving range S' of the vehicle.
2. The method for estimating the driving range of a fuel cell hybrid vehicle according to claim 1, wherein the method for calculating the real-time driving range of the vehicle in step S04 includes:
s41: obtaining fuel cell system bench test efficiency etafcs measurementCurrent state of charge SOC of battery of whole vehicle1SOC of super capacitor1'calculating to obtain the current remaining available equivalent fuel quantity omega',
Figure FDA0002543468640000012
wherein, ω is0For the fuel mass available to the vehicle on the day, SOC2For the lowest state of charge, SOC, for normal operation of the battery2' is the lowest state of charge, U, of the normal operation of the super capacitorBatFor rated voltage of the accumulator, CBatFor rated capacity of the battery, UCapRated voltage for super capacitor, CCapIs the rated capacity of super capacitor, etadcdcRated efficiency for bidirectional DCDC;
s42: the real-time driving range S' is calculated by the following formula:
Figure FDA0002543468640000013
ave _ Q is the average fuel consumption per kilometer calculated during driving.
3. The method for estimating the driving range of a fuel cell hybrid vehicle according to claim 1, wherein the method for calculating the real-time driving range of the vehicle in step S04 includes:
s041: obtaining the available equivalent fuel quantity omega before the first driving on the day0′，ω0The formula for calculation of' is:
Figure FDA0002543468640000021
s042: calculating the current traveled mileage S;
s043: the real-time driving range S' is calculated by the following formula:
Figure FDA0002543468640000022
ave _ Q is an average fuel consumption per kilometer calculated for the driving process.
4. The method of estimating a driving range of a fuel cell hybrid vehicle according to claim 2 or 3, wherein a isve _ Q is calculated as: ave _ Q ═ ave _ Q0×(1+ξ1+ξ2) In which ξ1Is the ratio of the energy consumption of the air conditioner to the total energy consumption of the whole vehicle on the same day, xi2The ratio of the current day warm air energy consumption to the total vehicle energy consumption is ave _ Q0The average fuel consumption per kilometer is calculated for the first trip.
5. The method of claim 4, wherein the ave _ Q is a value obtained by evaluating a driving range of a fuel cell hybrid vehicle0The calculation formula of (2) is as follows:
Figure FDA0002543468640000023
wherein, ave _ QOn the upper partThe average fuel consumption per kilometer in the last operation day, ξ1 toThe ratio of the air conditioning energy consumption to the total energy consumption of the whole vehicle on the last operation day, xi2 toThe ratio of the hot air energy consumption to the total vehicle energy consumption on the last operation day.
6. The method of claim 5, wherein the ave _ Q is a value obtained by evaluating a driving range of a fuel cell hybrid vehicleOn the upper partThe calculation formula of (2) is as follows:
Figure FDA0002543468640000024
wherein S isOn the upper partThe single-day driving mileage of the last operation day of the vehicle,
Figure FDA0002543468640000025
for the total equivalent fuel consumption on the last operating day, ave _ QOn the upper part' is the average fuel consumption per kilometer, S, of the last operating dayminTo begin calculating the minimum traveled mileage at which the actual average fuel consumption per kilometer is measured.
7. The method of estimating a driving range of a fuel cell hybrid vehicle according to claim 1, wherein the step S01 is preceded by the steps of:
s00: obtaining the current day of the vehicleAnd judging the driving distance S, if S is equal to 0, judging that the vehicle is driven for the first time of the day, and calculating the driving distance S of the vehicle before the first driving of the day0'; otherwise, acquiring parameters calculated before the first driving on the day;
calculating the possible driving distance S of the vehicle before the first driving on the day0The step of' comprises:
s001: calculating the vehicle available fuel mass omega on the same day0；
S002: obtaining fuel cell system bench test efficiency etafcs measurementCurrent state of charge SOC of battery of whole vehicle1SOC of super capacitor1' calculating the equivalent fuel quantity omega available before the first driving on the day0'；
S003: calculating the driving range S of the vehicle before the first driving on the day0'，
Figure FDA0002543468640000031
Wherein, ave _ Q0The average fuel consumption per kilometer is calculated for the first trip.
8. A system for estimating a driving range of a fuel cell hybrid vehicle, comprising:
a parameter acquisition module: acquiring vehicle parameters in each communication period, wherein the vehicle parameters comprise: fuel cell stack voltage VfcCurrent IfcVoltage V of the storage batteryBatCurrent IBatVoltage V of super capacitorCapCurrent ICapFuel cell system bench test efficiency etafcs measurement；
A cycle-per-kilometer equivalent fuel consumption calculation module: real-time calculation of equivalent fuel consumption per kilometertThe calculation formula is as follows:
Figure FDA0002543468640000032
wherein dt is the communication period, qfcIs a fuel with low heating value;
a real-time equivalent fuel consumption calculation module: in a real-time computing loopProcedure StObtaining the real-time equivalent fuel consumption Q per kilometers；
The real-time travelable mileage calculation module: and calculating the real-time driving range S' of the vehicle.
9. The system of claim 8, wherein the method of calculating the real-time range of the vehicle in the real-time range calculation module comprises:
s41: obtaining fuel cell system bench test efficiency etafcs measurementCurrent state of charge SOC of battery of whole vehicle1SOC of super capacitor1'calculating to obtain the current remaining available equivalent fuel quantity omega',
Figure FDA0002543468640000041
wherein, ω is0For the fuel mass available to the vehicle on the day, SOC2For the lowest state of charge, SOC, for normal operation of the battery2' is the lowest state of charge, U, of the normal operation of the super capacitorBatFor rated voltage of the accumulator, CBatFor rated capacity of the battery, UCapRated voltage for super capacitor, CCapIs the rated capacity of super capacitor, etadcdcRated efficiency for bidirectional DCDC;
s42: the real-time driving range S' is calculated by the following formula:
Figure FDA0002543468640000042
ave _ Q is the average fuel consumption per kilometer calculated during driving.
10. The system of claim 8, wherein the method of calculating the real-time range of the vehicle in the real-time range calculation module comprises:
s041: obtaining the available equivalent fuel quantity omega before the first driving on the day0′，ω0The formula for calculation of' is:
Figure FDA0002543468640000043
s042: calculating the current traveled mileage S;
s043: the real-time driving range S' is calculated by the following formula:
Figure FDA0002543468640000044
ave _ Q is the average fuel consumption per kilometer calculated during driving.
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