CN112061111B - Energy management method and device for fuel cell hybrid electric vehicle - Google Patents

Energy management method and device for fuel cell hybrid electric vehicle Download PDF

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Publication number
CN112061111B
CN112061111B CN202010850169.1A CN202010850169A CN112061111B CN 112061111 B CN112061111 B CN 112061111B CN 202010850169 A CN202010850169 A CN 202010850169A CN 112061111 B CN112061111 B CN 112061111B
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fuel cell
power
waste heat
passenger compartment
value
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CN112061111A (en
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潘越
徐旭东
姜峻岭
叶胜望
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Shanghai Hydrogen Propulsion Technology Co Ltd
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Shanghai Jieqing Technology Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/004—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for vehicles having a combustion engine and electric drive means, e.g. hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect

Abstract

The invention provides an energy management method and device of a fuel cell hybrid electric vehicle, comprising the following steps: acquiring heating required power of a passenger compartment and current fuel cell temperature; judging whether the current temperature of the fuel cell is greater than a waste heat utilization set threshold value or not; if yes, calculating the actual waste heat power of the fuel cell; and providing all or part of the heating required power of the passenger compartment by the actual waste heat power according to the actual waste heat power and the heating required power. The energy management method comprehensively considers that when the passenger compartment has heating required power, the waste heat of the fuel cell is fully utilized to provide heat for the passenger compartment, and the purposes of improving the energy utilization rate and improving the vehicle economy are achieved.

Description

Energy management method and device for fuel cell hybrid electric vehicle
Technical Field
The invention relates to the technical field of fuel cell vehicles, in particular to an energy management method and device of a fuel cell hybrid vehicle.
Background
The fuel cell automobile has the advantages of short hydrogenation time, high driving range, zero emission and the like. At present, a hybrid electric vehicle taking a fuel cell and a power cell as energy sources is a common framework of a fuel cell power system, and an energy management control method determines whether the two energy sources can be reasonably distributed, so that the hybrid electric vehicle is a key technology influencing the dynamic property and the economical efficiency of the whole vehicle.
Under the condition of relatively low ambient Temperature, the fuel cell vehicle usually adopts a PTC (Positive Temperature Coefficient) heater to heat the passenger compartment, so that the power consumption of the vehicle is greatly increased.
Therefore, how to optimally manage the energy of the whole vehicle to improve the energy utilization rate is an urgent problem to be solved by the technical staff in the field.
Disclosure of Invention
In view of the above, in order to solve the above problems, the present invention provides an energy management method and device for a fuel cell hybrid vehicle, and the technical solution is as follows:
a method of energy management for a fuel cell hybrid vehicle, the method comprising:
acquiring heating required power of a passenger compartment and current fuel cell temperature;
judging whether the current temperature of the fuel cell is greater than a waste heat utilization set threshold value or not;
if yes, calculating the actual waste heat power of the fuel cell;
and providing all or part of the heating required power of the passenger compartment by the actual waste heat power according to the actual waste heat power and the heating required power.
Preferably, in the above energy management method, the providing all or part of the heating demand power of the passenger compartment from the actual residual heat power according to the actual residual heat power and the heating demand power includes:
judging whether the actual waste heat power is larger than the heating demand power;
if so, providing the heating required power of all the passenger cabins by part of the actual waste heat power;
if not, providing part of the heating required power of the passenger compartment by the actual waste heat power.
Preferably, in the energy management method, the energy management method further includes:
acquiring an SOC value of a power battery;
judging whether the SOC value is smaller than a first SOC threshold value or not;
if yes, the fuel cell needs to charge the power battery within the allowable power range.
Preferably, in the energy management method, the energy management method further includes:
judging whether the SOC value is larger than a second SOC threshold value or not;
if yes, the fuel cell is in a stop operation state.
Preferably, in the energy management method, the energy management method further includes:
judging whether the SOC value is between the SOC first threshold and the SOC second threshold;
if yes, acquiring a high-efficiency interval of the fuel cell;
judging whether the current temperature of the fuel cell is smaller than the waste heat utilization set threshold value or not and whether the output power of the fuel cell is smaller than the lower boundary value of the high-efficiency interval or not;
if so, adjusting the output power of the fuel cell to the lower boundary value of the high-efficiency interval;
judging whether the current temperature of the fuel cell is not less than the waste heat utilization set threshold value and whether the output power of the fuel cell is greater than the upper boundary value of the high-efficiency interval or not;
and if so, adjusting the output power of the fuel cell to the upper boundary value of the high-efficiency section.
An energy management device of a fuel cell hybrid vehicle, the energy management device comprising:
the first acquisition module is used for acquiring the heating required power of the passenger compartment and the current temperature of the fuel cell;
the first judgment module is used for judging whether the current temperature of the fuel cell is greater than a waste heat utilization set threshold value or not;
the calculation module is used for calculating the actual waste heat power of the fuel cell if the actual waste heat power is the same as the actual waste heat power;
and the execution module is used for providing all or part of the heating required power of the passenger compartment by the actual waste heat power according to the actual waste heat power and the heating required power.
Preferably, in the energy management device, the execution module is specifically configured to:
judging whether the actual waste heat power is larger than the heating demand power;
if so, providing the heating required power of all the passenger cabins by part of the actual waste heat power;
if not, providing part of the heating required power of the passenger compartment by the actual waste heat power.
Preferably, in the energy management device, the energy management device further includes:
the second acquisition module is used for acquiring the SOC value of the power battery;
the second judgment module is used for judging whether the SOC value is smaller than the SOC first threshold value;
and the charging control module is used for charging the power battery within the allowable power range if the charging control module is used for charging the power battery.
Preferably, in the energy management device, the energy management device further includes:
the third judging module is used for judging whether the SOC value is larger than a second SOC threshold value;
and the operation stopping module is used for stopping the operation of the fuel cell if the operation is judged to be stopped.
Preferably, in the energy management device, the energy management device further includes:
the fourth judging module is used for judging whether the SOC value is between the SOC first threshold value and the SOC second threshold value;
the third acquisition module is used for acquiring a high-efficiency interval of the fuel cell if the high-efficiency interval is judged to be the high-efficiency interval;
the fifth judging module is used for judging whether the current temperature of the fuel cell is smaller than the waste heat utilization set threshold value or not and whether the output power of the fuel cell is smaller than the lower boundary value of the high-efficiency interval or not;
the first adjusting module is used for adjusting the output power of the fuel cell to the lower boundary value of the high-efficiency interval if the output power of the fuel cell is equal to the lower boundary value of the high-efficiency interval;
a sixth judging module, configured to judge whether the current temperature of the fuel cell is not less than the waste heat utilization setting threshold, and whether the output power of the fuel cell is greater than an upper boundary value of the high efficiency interval;
and the second adjusting module is used for adjusting the output power of the fuel cell to the upper boundary value of the high-efficiency interval if the output power of the fuel cell is equal to the upper boundary value of the high-efficiency interval.
Compared with the prior art, the invention has the following beneficial effects:
the invention provides an energy management method of a fuel cell hybrid electric vehicle, which comprises the following steps: acquiring heating required power of a passenger compartment and current fuel cell temperature; judging whether the current temperature of the fuel cell is greater than a waste heat utilization set threshold value or not; if yes, calculating the actual waste heat power of the fuel cell; and providing all or part of the heating required power of the passenger compartment by the actual waste heat power according to the actual waste heat power and the heating required power.
The energy management method comprehensively considers that when the passenger compartment has heating required power, the waste heat of the fuel cell is fully utilized to provide heat for the passenger compartment, and the purposes of improving the energy utilization rate and improving the vehicle economy are achieved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
Fig. 1 is a schematic diagram of a fuel cell power system according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of an energy management method for a fuel cell hybrid electric vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic flow chart of another energy management method for a fuel cell hybrid vehicle according to an embodiment of the present invention;
FIG. 4 is a schematic flow chart illustrating a method for energy management of a fuel cell hybrid vehicle according to another embodiment of the present invention;
FIG. 5 is a schematic flow chart illustrating a method for energy management of a fuel cell hybrid vehicle according to another embodiment of the present invention;
FIG. 6 is a schematic flow chart illustrating a method for energy management of a fuel cell hybrid vehicle according to another embodiment of the present invention;
FIG. 7 is a schematic power-efficiency curve of a fuel cell system according to an embodiment of the present invention;
fig. 8 is a schematic structural diagram of an energy management device of a fuel cell hybrid electric vehicle according to an embodiment of the present invention;
fig. 9 is a schematic structural diagram of an energy management device of another fuel cell hybrid electric vehicle according to an embodiment of the present invention;
fig. 10 is a schematic structural diagram of an energy management device of a fuel cell hybrid electric vehicle according to another embodiment of the present invention;
fig. 11 is a schematic structural diagram of an energy management device of another fuel cell hybrid vehicle according to an embodiment 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 drawings in 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.
As is known, the fuel cell generates a large amount of heat under the high power output condition, and if the heat sink is fully utilized for heat dissipation, additional heat dissipation power loss is increased. If the heat of the fuel cell is recovered, the waste heat is utilized to supply heat to the passenger compartment, so that the heat dissipation power loss can be reduced, and the electric power loss caused by PTC heating can be reduced.
Therefore, the invention provides an energy management method and device of a fuel cell hybrid electric vehicle, which mainly aim at a hydrogen fuel cell hybrid electric vehicle and utilize the characteristic that the waste heat of a fuel cell can be recycled, controls the output power of the fuel cell and the output power of the power cell according to the real-time power requirement of the whole vehicle, the SOC value of the power cell and the temperature of the fuel cell, and can effectively improve the utilization rate of energy and reduce the heat radiation burden of a radiator by recycling the waste heat of the fuel cell to replace electric energy to heat a passenger compartment.
That is to say, the energy management method provided by the invention fully considers the gain of the waste heat utilization on the energy, can effectively improve the energy utilization rate of the whole vehicle, and further improves the economy of the vehicle.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
Referring to fig. 1, fig. 1 is a schematic diagram of a fuel cell power system according to an embodiment of the present invention.
The fuel cell power system mainly comprises: the system comprises a fuel cell system, a unidirectional DC/DC converter, a power battery, a bidirectional DC/DC converter, a motor, a main speed reducer and a high-voltage load.
The fuel cell system and the power battery are respectively connected to the bus through the DC/DC converter, high-voltage loads such as an air conditioner and the like are directly connected to the bus, and when the air conditioner is turned on to warm, the required power of the bus is correspondingly increased.
The energy flows within the dashed boxes in fig. 1 are the thermal power flow of the fuel cell system and the electrical power flow on the bus, respectively.
Wherein, PthmThe thermal power generated by the fuel cell is dissipated mainly in three ways.
Part of the heat power is taken away by the reacted gas, and the power is Pexh。
A part of the thermal power is dissipated by heat radiation at external temperature, and the power is Pemi。
Part of the heat power is dissipated through cooling water, and the power is Pcool。
Leaving unreleased thermal power increases the temperature of the fuel cell.
The cooling water can take away most of heat of the galvanic pile, and is the most main heat dissipation way. Part of the heat power is exchanged heat with air by a radiator, and the power is PradAnother part of the thermal power PhtrCan be used for heating the passenger compartment in cold environment.
The electric power on the bus is provided by the fuel cell and the power battery together, and the fuel cell is connected with the power battery in parallel through the DC/DC converter to meet the power demand of the motor and the high-voltage load.
The fuel cell can also provide power for the power battery to charge when the power battery is low in electricity.
When a high-voltage load, such as an air conditioner, is in a heating mode, the consumed electric energy increases the bus power, so the invention utilizes the waste heat of the fuel cell to provide the required power for the high-voltage load, thereby reducing the energy loss.
Referring to fig. 2, fig. 2 is a schematic flow chart illustrating an energy management method of a fuel cell hybrid vehicle according to an embodiment of the present invention.
The energy management method comprises the following steps:
s101: and acquiring the heating required power of the passenger compartment and the current temperature of the fuel cell.
In this step, gather vehicle power assembly information in real time, mainly include: fuel cell system start-up command, warm-up command, and fuel cell system maximum/minimum output power Pfcs_max、Pfcs_minSOC value of power battery, maximum charging/discharging power P of power batterychr_max、Pdis_maxElectric motor demand power PmHigh voltage load power Pacc。
Determining the required power P of the motor according to the running condition of the vehicle and the kinetic equationmCombined with high-voltage load power P on the busaccDetermining the power demand P on the busbusAs follows:
Pbus＝Pm+Pacc
judging whether the fuel cell is in a starting state, if so, executing the subsequent steps, otherwise, providing the required power of the whole vehicle by the power cell until the SOC value of the power cell is smaller than a first threshold SOC valueset_minAnd the fuel cell is started.
The method comprises the steps of obtaining a current heating instruction of a vehicle, namely a heating instruction of a passenger compartment, namely whether a heating demand exists on a bus or not, which is a premise of carrying out a fuel cell waste heat utilization scheme, if the heating demand exists, executing subsequent steps, and if the heating demand does not exist, carrying out power distribution according to other energy management methods of the vehicle, and naturally cooling the fuel cell waste heat or carrying out heat dissipation through a cooling fan.
A thermal dynamic model of the interior of the passenger compartment is established, and the heating required power of the passenger compartment is an important input parameter for energy management control. The thermodynamic model inside the passenger compartment is related to a plurality of factors, and the calculation method can adopt a lumped parameter method.
Only major influencing factors are considered in the present invention, including: heat dissipated from the air outlet of the vehicle, i.e. the heat quantity Q required for heating the passenger compartmentcabinHeat Q generated by the difference in temperature between the outside air and the passenger compartmentoutRadiant heat Q emitted from passengers in a vehicleperThen, the thermal equilibrium relationship inside the passenger compartment is:
Figure GDA0003152557530000071
wherein Q isoutCoefficient of heat transfer λ, heat transfer area A, and ambient temperature TambAnd the temperature T in the passenger compartmentcabinIs related to the difference.
Qout＝λ·A·(Tamb-Tcabin)
QperThe power consumption dissipated by a single passenger is generally set to 100W in relation to the number N of occupants.
Figure GDA0003152557530000081
According to Qout、
Figure GDA0003152557530000082
Specific heat capacity c of passenger compartmentcabinMass mcabinAnd the temperature change value in the passenger compartment, namely the heating required power of the passenger compartment can be obtained through a thermal balance relation
Figure GDA0003152557530000083
Obtaining a current fuel cell temperature, the temperatureIs closely related to the thermal management system. The heat in the fuel cell system is mainly dissipated through modes such as heat conduction and heat radiation, and the like, and the method mainly comprises the following steps: the heat taken away by the circulating cooling water, the heat taken away by the reaction gas and the heat taken away by the ambient temperature heat radiation. By the heat transfer equation, the current fuel cell temperature T can be calculatedfc。
The method specifically comprises the following steps: the fuel cell system temperature needs to be solved according to the thermal model of the fuel cell.
Total energy released by hydrogen generation reaction
Figure GDA0003152557530000084
The part which is not converted into the electric energy exists in the form of heat. This part of the heat is dissipated in different ways, mainly including: heat quantity Q taken away by circulating cooling watercoolHeat quantity Q taken away by reaction gasexhHeat Q taken away by heat radiation at ambient temperatureemiThe unremoved heat raises the stack temperature of the fuel cell.
Figure GDA0003152557530000085
Wherein the total energy
Figure GDA0003152557530000086
And hydrogen consumption
Figure GDA0003152557530000087
And the calorific value q of hydrogenLHVIt is related.
Figure GDA0003152557530000088
Heat quantity taken away by cooling water and specific heat capacity c of cooling waterwMass mwAnd the temperature (T) at the inlet of the cell stackfc_in) And outlet temperature (T)fc_out) The difference is relevant.
Qcool＝cw·mw·(Tfc_out-Tfc_in)
Heat quantity taken away by reaction gas and specific heat capacity c of each gasgMass mgAnd temperature differences. The gas mainly comprises: hydrogen, oxygen, nitrogen, and the like.
Qexh＝∑cgmg·(Tfc-Tamb)
The heat of the heat radiation is mainly related to the blackbody radiation coefficient phi and the radiation surface area A of the galvanic pile.
Qemi＝φAσ(Tfc 4-Tamb 4)
According to the specific heat capacity c of the stackfcMass mfcFrom the heat transfer equation, the temperature T of the fuel cell can be calculatedfc。
S102: and judging whether the current temperature of the fuel cell is greater than a waste heat utilization set threshold value or not.
In this step, when the waste heat utilization setting threshold value indicates that the temperature of the fuel cell exceeds the value, the waste heat of the fuel cell can be recycled.
S103: and if so, calculating the actual residual heat power of the fuel cell.
In this step, if the current fuel cell temperature is greater than the waste heat utilization setting threshold, the fuel cell thermal power that can be utilized at that time, i.e., the actual waste heat power P, is calculatedhtr。
The waste heat of the fuel cell is transferred to the air outlet to heat the heat power P of the passenger compartmenthtrThe power loss required to pass through the heater core can be calculated by the heat transfer equation inside the heater core, which is related to parameters such as pipe diameter, radiator thickness, and air thermal conductivity.
Since the invention focuses on the formulation of energy management strategies, the heat power loss can be calculated by using a formula according to different designs in the related heat management calculation of the warm air core body, and the heat power loss is not described more herein.
The invention assumes that the available fuel cell thermal power, namely the actual waste heat power P, can be obtained through the warm air core body thermal balance equationhtr。
S104: and providing all or part of the heating required power of the passenger compartment by the actual waste heat power according to the actual waste heat power and the heating required power.
In the embodiment, the energy management method comprehensively considers that when the passenger compartment has heating required power, the waste heat of the fuel cell is fully utilized to provide heat for the passenger compartment, and the purposes of improving the energy utilization rate and improving the vehicle economy are achieved.
Further, referring to fig. 3 based on the above embodiment of the present invention, fig. 3 is a schematic flow chart of another energy management method for a fuel cell hybrid electric vehicle according to an embodiment of the present invention.
Step S104: the step of providing all or part of the heating required power of the passenger compartment by the actual waste heat power according to the actual waste heat power and the heating required power comprises the following steps:
s1041: and judging whether the actual waste heat power is greater than the heating required power.
S1042: if so, providing the heating required power of all the passenger cabins by part of the actual waste heat power.
In this step, when the actual waste heat power PhtrGreater than the heating power demand PcabinThen, the power required by heating the passenger compartment on the bus can be provided by partial waste heat of the fuel cell, and the residual heat of the fuel cell can be dissipated through the radiator, namely:
Pbus＝Pm+Pacc-Pcabin
s1043: if not, providing part of the heating required power of the passenger compartment by the actual waste heat power.
In this step, when the actual waste heat power PhtrLess than or equal to the required heating power PcabinIf the residual heat power of the fuel cell only meets the heating required power of part of the passenger compartment, the insufficient power needs to be electrically heated by using the PTC, and the required power on the bus is as follows:
Pbus＝Pm+Pacc-Phtr
further, based on the above embodiment of the present invention, referring to fig. 4, fig. 4 is a schematic flow chart of another energy management method for a fuel cell hybrid electric vehicle according to an embodiment of the present invention.
The energy management method further comprises:
s105: and acquiring the SOC value of the power battery.
S106: and judging whether the SOC value is smaller than a first SOC threshold value.
In the step, the SOC value is smaller than a first SOC threshold value, which indicates that the power battery is in a low electric quantity state, the power of the power battery is not enough to provide the power demand of the whole vehicle, and the first SOC threshold value is 20%.
S107: if yes, the fuel cell needs to charge the power battery within the allowable power range.
In this embodiment, the fuel cell is required to not only respond to the bus demand power, but also charge the power cell within the allowable power range.
The power of the power battery is charged in an allowable power range, and the discharge power value of the power battery is specified to be a positive value, and the charge power value is specified to be a negative value.
Pfcs＝min(Pbus+Pess，Pfcs_max)
Pess＝max(Pbus-Pfcs，Pchr_max)
Further, based on the above embodiment of the present invention, referring to fig. 5, fig. 5 is a schematic flow chart of another energy management method for a fuel cell hybrid electric vehicle according to an embodiment of the present invention.
The energy management method further comprises:
s108: and judging whether the SOC value is larger than a second SOC threshold value.
In this step, the SOC second threshold value is 80%.
S109: if yes, the fuel cell is in a stop operation state.
In the embodiment, when the SOC value is larger than the second SOC threshold value, the power battery provides the required power of the whole vehicle within the allowable power range.
In order to avoid the problem of life and safety caused by overcharging of the battery, the fuel cell needs to be in a stop operation state, namely a stop state.
Pfcs＝0
Pess＝min(Pbus，Pdis_max)
Further, based on the above embodiment of the present invention, referring to fig. 6, fig. 6 is a schematic flow chart of another energy management method for a fuel cell hybrid electric vehicle according to an embodiment of the present invention.
The energy management method further comprises:
s110: and judging whether the SOC value is between the first SOC threshold value and the second SOC threshold value. The SOC value is between the first threshold value and the second threshold value
S111: and if so, acquiring a high-efficiency interval of the fuel cell.
In this step, referring to fig. 7, fig. 7 is a schematic power-efficiency curve diagram of a fuel cell system according to an embodiment of the present invention. Fuel cell system efficiency η greater than ηvalveThe corresponding fuel cell power range is a high efficiency range, and the corresponding power range is [ P ]opt_min，Popt_max]The interval corresponding to the other power is a low-efficiency interval.
If the output power of the fuel cell is within the high efficiency interval, the power of the fuel cell does not need to be changed. If the output power of the fuel cell is not in the high efficiency interval, the output power of the fuel cell needs to be corrected by combining the temperature of the fuel cell and the power-efficiency curve.
S112: and judging whether the current temperature of the fuel cell is smaller than the waste heat utilization set threshold value or not and whether the output power of the fuel cell is smaller than the lower boundary value of the high-efficiency interval or not.
S113: if yes, adjusting the output power of the fuel cell to the lower boundary value P of the high-efficiency sectionopt_min。
S114: and judging whether the current temperature of the fuel cell is not less than the waste heat utilization set threshold value or not and whether the output power of the fuel cell is greater than the upper boundary value of the high-efficiency interval or not.
S115: if yes, adjusting the output power of the fuel cell to the upper boundary value P of the high-efficiency sectionopt_max。
In the embodiment, the temperature of the fuel cell can be ensured to meet the requirement of waste heat utilization to the maximum extent, the efficiency of the fuel cell can be improved, and the economy can be effectively improved.
Figure GDA0003152557530000121
Based on all the above embodiments of the present invention, in another embodiment of the present invention, an energy management device for a fuel cell hybrid vehicle is further provided, referring to fig. 8, and fig. 8 is a schematic structural diagram of the energy management device for a fuel cell hybrid vehicle according to the embodiment of the present invention.
The energy management device includes:
the first acquisition module 11 is used for acquiring the heating required power of the passenger compartment and the current temperature of the fuel cell;
the first judgment module 12 is configured to judge whether the current fuel cell temperature is greater than a waste heat utilization set threshold;
the calculation module 13 is configured to calculate an actual residual heat power of the fuel cell if the actual residual heat power is positive;
and the execution module 14 is configured to provide all or part of the heating required power of the passenger compartment with the actual waste heat power according to the actual waste heat power and the heating required power.
Further, based on the above embodiment of the present invention, the executing module 14 is specifically configured to:
judging whether the actual waste heat power is larger than the heating demand power;
if so, providing the heating required power of all the passenger cabins by part of the actual waste heat power;
if not, providing part of the heating required power of the passenger compartment by the actual waste heat power.
Further, based on the above embodiment of the present invention, referring to fig. 9, fig. 9 is a schematic structural diagram of another energy management device for a fuel cell hybrid electric vehicle according to an embodiment of the present invention.
The energy management device further comprises:
the second acquisition module 15 is used for acquiring the SOC value of the power battery;
the second judging module 16 is configured to judge whether the SOC value is smaller than a first SOC threshold;
and the charging control module 17 is used for charging the power battery within the allowable power range by the fuel battery if the power battery is in the allowable power range.
Further, based on the above embodiment of the present invention, referring to fig. 10, fig. 10 is a schematic structural diagram of an energy management device of a fuel cell hybrid electric vehicle according to another embodiment of the present invention.
The energy management device further comprises:
a third determining module 18, configured to determine whether the SOC value is greater than a second SOC threshold;
and the operation stopping module 19 is used for stopping the operation of the fuel cell if the operation is judged to be the operation stopping state.
Further, based on the above embodiment of the present invention, referring to fig. 11, fig. 11 is a schematic structural diagram of an energy management device of a fuel cell hybrid electric vehicle according to another embodiment of the present invention.
The energy management device further comprises:
a fourth determining module 20, configured to determine whether the SOC value is between the SOC first threshold and the SOC second threshold;
a third obtaining module 21, configured to obtain a high efficiency interval of the fuel cell if yes;
a fifth determining module 22, configured to determine whether the current temperature of the fuel cell is less than the waste heat utilization setting threshold, and whether the output power of the fuel cell is less than a lower boundary value of the high efficiency interval;
a first adjusting module 23, configured to adjust the output power of the fuel cell to a lower boundary value of the high efficiency interval if the output power of the fuel cell is greater than the lower boundary value;
a sixth determining module 24, configured to determine whether the current temperature of the fuel cell is not less than the waste heat utilization setting threshold, and whether the output power of the fuel cell is greater than an upper boundary value of the high efficiency interval;
and a second adjusting module 25, configured to adjust the output power of the fuel cell to an upper boundary value of the high efficiency section if yes.
It should be noted that the principle of the energy management device provided by the embodiment of the present invention is the same as that of the energy management method provided by the above embodiment, and details are not described herein again.
The above detailed description is provided for the energy management method and device of the fuel cell hybrid electric vehicle, and the principle and the implementation of the present invention are explained in the present text by applying specific examples, and the description of the above examples is only used to help understanding the method and the core idea of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other. The device disclosed by the embodiment corresponds to the method disclosed by the embodiment, so that the description is simple, and the relevant points can be referred to the method part for description.
It is further noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include or include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. An energy management method of a fuel cell hybrid vehicle, characterized by comprising:
acquiring heating required power of a passenger compartment and current fuel cell temperature;
judging whether the current temperature of the fuel cell is greater than a waste heat utilization set threshold value or not; when the waste heat utilization set threshold value represents that the temperature of the fuel cell exceeds the value, the waste heat of the fuel cell is recycled;
if yes, calculating the actual waste heat power of the fuel cell;
according to the actual waste heat power and the heating required power, providing all or part of the heating required power of the passenger compartment by the actual waste heat power;
the method for acquiring the heating required power of the passenger compartment and the current temperature of the fuel cell specifically comprises the following steps: the thermal equilibrium relationship inside the passenger compartment is:
Figure FDA0003273047910000011
wherein the content of the first and second substances,
Figure FDA0003273047910000012
the heat required for heating the passenger compartment,
Figure FDA0003273047910000013
the heat generated for the difference in temperature between the outside air and the passenger compartment,
Figure FDA0003273047910000014
for the radiant heat emitted by the passengers in the vehicle,
Figure FDA0003273047910000015
λ is heat conductivity coefficient, A is heat conductivity area, TambIs ambient temperature, TcabinIs the temperature in the passenger compartment;
Figure FDA0003273047910000016
n is the number of passengers; according to
Figure FDA0003273047910000017
Specific heat capacity c of passenger compartmentcabinMass mcabinAnd the temperature change value in the passenger compartment obtains the heating required power of the passenger compartment through the heat balance relational expression
Figure FDA0003273047910000018
2. The energy management method according to claim 1, wherein the providing all or part of the heating demand power of the passenger compartment from the actual residual heat power in dependence on the actual residual heat power and the heating demand power comprises:
judging whether the actual waste heat power is larger than the heating demand power;
if so, providing the heating required power of all the passenger cabins by part of the actual waste heat power;
if not, providing part of the heating required power of the passenger compartment by the actual waste heat power.
3. The energy management method of claim 1, further comprising:
acquiring an SOC value of a power battery;
judging whether the SOC value is smaller than a first SOC threshold value or not;
if yes, the fuel cell needs to charge the power battery within the allowable power range.
4. The energy management method of claim 3, further comprising:
judging whether the SOC value is larger than a second SOC threshold value or not;
if yes, the fuel cell is in a stop operation state.
5. The energy management method of claim 4, further comprising:
judging whether the SOC value is between the SOC first threshold and the SOC second threshold;
if yes, acquiring a high-efficiency interval of the fuel cell;
judging whether the current temperature of the fuel cell is smaller than the waste heat utilization set threshold value or not and whether the output power of the fuel cell is smaller than the lower boundary value of the high-efficiency interval or not;
if so, adjusting the output power of the fuel cell to the lower boundary value of the high-efficiency interval;
judging whether the current temperature of the fuel cell is not less than the waste heat utilization set threshold value and whether the output power of the fuel cell is greater than the upper boundary value of the high-efficiency interval or not;
and if so, adjusting the output power of the fuel cell to the upper boundary value of the high-efficiency section.
6. An energy management device for a fuel cell hybrid vehicle, characterized by comprising:
the first acquisition module is used for acquiring the heating required power of the passenger compartment and the current temperature of the fuel cell;
the first judgment module is used for judging whether the current temperature of the fuel cell is greater than a waste heat utilization set threshold value or not; when the waste heat utilization set threshold value represents that the temperature of the fuel cell exceeds the value, the waste heat of the fuel cell is recycled;
the calculation module is used for calculating the actual waste heat power of the fuel cell if the actual waste heat power is the same as the actual waste heat power;
the execution module is used for providing all or part of the heating required power of the passenger cabin by the actual waste heat power according to the actual waste heat power and the heating required power;
the method for acquiring the heating required power of the passenger compartment and the current temperature of the fuel cell specifically comprises the following steps: the thermal equilibrium relationship inside the passenger compartment is:
Figure FDA0003273047910000031
wherein the content of the first and second substances,
Figure FDA0003273047910000032
the heat required for heating the passenger compartment,
Figure FDA0003273047910000033
the heat generated for the difference in temperature between the outside air and the passenger compartment,
Figure FDA0003273047910000034
for the radiant heat emitted by the passengers in the vehicle,
Figure FDA0003273047910000035
λ is heat conductivity coefficient, A is heat conductivity area, TambIs ambient temperature, TcabinIs the temperature in the passenger compartment;
Figure FDA0003273047910000036
n is the number of passengers; according to
Figure FDA0003273047910000037
Specific heat capacity c of passenger compartmentcabinMass mcabinAnd the temperature change value in the passenger compartment obtains the heating required power of the passenger compartment through the heat balance relational expression
Figure FDA0003273047910000038
7. The energy management device of claim 6, wherein the execution module is specifically configured to:
judging whether the actual waste heat power is larger than the heating demand power;
if so, providing the heating required power of all the passenger cabins by part of the actual waste heat power;
if not, providing part of the heating required power of the passenger compartment by the actual waste heat power.
8. The energy management device of claim 6, further comprising:
the second acquisition module is used for acquiring the SOC value of the power battery;
the second judgment module is used for judging whether the SOC value is smaller than the SOC first threshold value;
and the charging control module is used for charging the power battery within the allowable power range if the charging control module is used for charging the power battery.
9. The energy management device of claim 8, further comprising:
the third judging module is used for judging whether the SOC value is larger than a second SOC threshold value;
and the operation stopping module is used for stopping the operation of the fuel cell if the operation is judged to be stopped.
10. The energy management device of claim 9, further comprising:
the fourth judging module is used for judging whether the SOC value is between the SOC first threshold value and the SOC second threshold value;
the third acquisition module is used for acquiring a high-efficiency interval of the fuel cell if the high-efficiency interval is judged to be the high-efficiency interval;
the fifth judging module is used for judging whether the current temperature of the fuel cell is smaller than the waste heat utilization set threshold value or not and whether the output power of the fuel cell is smaller than the lower boundary value of the high-efficiency interval or not;
the first adjusting module is used for adjusting the output power of the fuel cell to the lower boundary value of the high-efficiency interval if the output power of the fuel cell is equal to the lower boundary value of the high-efficiency interval;
a sixth judging module, configured to judge whether the current temperature of the fuel cell is not less than the waste heat utilization setting threshold, and whether the output power of the fuel cell is greater than an upper boundary value of the high efficiency interval;
and the second adjusting module is used for adjusting the output power of the fuel cell to the upper boundary value of the high-efficiency interval if the output power of the fuel cell is equal to the upper boundary value of the high-efficiency interval.
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