CN112542601A - Thermal balance testing device and testing method for fuel cell vehicle - Google Patents
Thermal balance testing device and testing method for fuel cell vehicle Download PDFInfo
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- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
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Abstract
The invention relates to a thermal balance testing device and a thermal balance testing method for a fuel cell vehicle. The testing device adopts a CAN bus of the vehicle controller, a resolver, a current sensor, a voltage sensor, a temperature sensor, a pressure sensor, a flow sensor, a wind speed sensor and a data acquisition module to synchronously acquire key signals of current, voltage, temperature, pressure, flow, wind speed and the like of key components such as a vehicle passenger cabin, a galvanic pile, a cooling water pump, a radiator, a heater, a battery, a motor, a controller and the like, and CAN also acquire signals of an environmental chamber and a chassis dynamometer, the signal acquisition is comprehensive and reliable, and the testing device CAN be used for high-temperature thermal balance testing and research, development and verification of a fuel cell vehicle. The testing device adopts CAN data, and effectively solves the problem that some heat management testing key signals of the vehicle are difficult to obtain.
Description
Technical Field
The invention relates to the field of new energy vehicles, in particular to a thermal balance testing device and a testing method for a fuel cell vehicle.
Background
The fuel cell vehicle has become a hot spot of current research due to the advantages of energy conservation, low carbon, environmental protection and the like, the high-temperature environment adaptability of the fuel cell vehicle has become one of key performances of vehicle development and test, and especially the heat balance performance of the fuel cell vehicle under severe environments of high temperature, low temperature and the like has decisive influence on the performance, safety and service life of the vehicle. If the development design is not reasonable, the fuel cell components can be damaged, the driving comfort of the vehicle is influenced, and even potential safety hazards appear. The thermal balance testing component of the fuel cell vehicle is wide in range, multiple in demand signals, comprises components such as a fuel cell system, a power battery system, a driving system and an air conditioning system, and is complex in structure, compact in whole vehicle arrangement, high in sensor arrangement difficulty and difficult in key signal acquisition, so that a reliable high-temperature thermal balance testing device of the fuel cell vehicle is urgently needed to be developed, and important reference is provided for analyzing the thermal balance performance of the whole vehicle.
In view of the above, the present invention is particularly proposed.
Disclosure of Invention
The invention aims to provide a thermal balance testing device and a testing method for a fuel cell vehicle, which aim to solve the problem that the thermal balance testing and analysis of the fuel cell vehicle cannot be reliably carried out in the prior art.
In order to achieve the purpose, the invention adopts the following technical scheme:
the invention provides a thermal balance testing device of a fuel cell vehicle, which comprises a vehicle control unit (CAN) bus, an analyzer, a current sensor, a voltage sensor, a temperature sensor, a pressure sensor, a flow sensor, a wind speed sensor, a data acquisition module, an upper computer, an environment bin and a chassis dynamometer, wherein the environment bin is used for providing a testing environment, and the chassis dynamometer is used for providing a simulated road running condition;
the analyzer is respectively connected with the CAN bus of the vehicle controller and the data acquisition module, and is used for acquiring and analyzing signals on the CAN bus of the vehicle controller and then outputting the analyzed signals to the data acquisition module;
the analyzer accesses the vehicle control unit by simulating a vehicle diagnostic instrument to acquire data to acquire a signal on a CAN bus of the vehicle control unit, compares the signal with the signal on the CAN bus of the vehicle control unit acquired by the vehicle diagnostic instrument to determine an analysis coefficient and an offset, and calculates to acquire an analysis signal;
the data acquisition module is also respectively connected with the current sensor, the voltage sensor, the temperature sensor, the pressure sensor, the flow sensor, the wind speed sensor, the environment bin and the chassis dynamometer, and is used for acquiring signals of the current sensor, the voltage sensor, the temperature sensor, the pressure sensor, the wind speed sensor, the environment bin and the chassis dynamometer;
the data acquisition module is also connected with the upper computer and used for uploading acquired data to the upper computer, and the upper computer is used for displaying the received data and processing the received data.
As a further preferable technical solution, the vehicle control unit CAN bus includes the following signals: the system comprises a vehicle speed, an accelerator pedal opening, a brake pedal opening, a gear, a motor rotating speed, a motor torque, a battery SOC, an air compressor rotating speed, an air compressor temperature, a hydrogen tank pressure, a residual hydrogen state, a hydrogen supply valve switching state, a galvanic pile starting and stopping state, a galvanic pile water pump rotating speed and a cooling fan rotating speed.
As a further preferable technical scheme, a CAN interface, a voltage interface, a current interface, a temperature interface, a pressure interface, a flow interface and a wind speed interface are arranged on the data acquisition module in parallel.
As a further preferable technical solution, the current sensor is disposed at least one of a stack output end, a power battery output cable, a DCDC high-voltage end output cable, an MCU input cable, a BPCU input cable, a cooling fan input cable, a stack heater cable, or an air conditioner compressor input cable, and the current sensor is connected to the current interface;
preferably, the voltage sensor is arranged at least one of the output end of the power battery, the output end of the DCDC high voltage or the output end of the galvanic pile voltage, and the voltage sensor is connected with the voltage interface;
preferably, the temperature sensor is arranged at least one position of a galvanic pile system, a power system or a passenger compartment, and the temperature sensor is connected with the temperature interface;
preferably, the location of the temperature sensor in the stack system includes: at least one of a stack water inlet, a stack water outlet, a stack heater water outlet, an air compressor water inlet, an air compressor water outlet, a deionizer water inlet, a deionizer water outlet, a stack water pump water inlet, a stack water pump water outlet, a stack radiator water inlet, a stack radiator water outlet, an air-cooled battery water inlet, an air-cooled battery water outlet, a liquid-cooled battery water inlet, a liquid-cooled battery water outlet, or a battery case;
preferably, the location of the temperature sensor in the power system comprises: at least one of a motor water inlet, a motor water outlet, an MCU water inlet, an MCU water outlet, a power battery water inlet, a power battery water outlet, an air conditioner compressor water inlet, an air conditioner compressor water outlet, a water pump water inlet, a water pump water outlet, a radiator water inlet or a radiator water outlet;
preferably, the position in the passenger compartment where the temperature sensor is disposed includes: the air conditioner comprises at least one of an evaporator, a condenser, a main and auxiliary driving air-conditioning outlet, an auxiliary driving air-conditioning outlet, a rear evacuation air-conditioning outlet, the left and right sides of a main driving head, a main driving foot, an auxiliary driving, the left and right sides of a rear row seat head, and the chest part or the feet of a rear row seat.
As a further preferable technical solution, the pressure sensor is disposed in the stack system and/or the power system, and the temperature sensor is connected to the pressure interface;
preferably, the location of the pressure sensor in the stack system comprises: at least one of a galvanic pile water inlet, a galvanic pile water outlet, a galvanic pile heater water outlet, an air compressor water inlet, an air compressor water outlet, a deionizer water inlet, a deionizer water outlet, a galvanic pile water pump water inlet, a galvanic pile water pump water outlet, a galvanic pile radiator water inlet, or a galvanic pile radiator water outlet;
preferably, the location of the pressure sensor in the power system comprises: at least one of an MCU water inlet, an MCU water outlet, a power battery water inlet, a power battery water outlet, an air conditioner compressor water inlet, an air conditioner compressor water outlet, a water pump water inlet, a water pump water outlet, a radiator water inlet or a radiator water outlet;
preferably, the flow sensor is arranged at least one of a water outlet of a stack cooling water pump, a water outlet of a stack radiator, a water outlet of a stack heater, a water outlet of an air conditioner core, a water outlet of a power system cooling water pump, a water outlet of an MCU (micro control unit), a water outlet of a power battery or a DCDC (direct current) water outlet, and the flow sensor is connected with the flow interface;
preferably, the wind speed sensor is arranged at a pile radiator or a power system radiator, and the wind speed sensor is connected with the wind speed interface.
As a further preferable technical scheme, a temperature sensor, a humidity sensor and a hydrogen concentration sensor are arranged in the environment bin;
preferably, a torque sensor and a vehicle speed sensor are arranged on the chassis dynamometer;
preferably, the upper computer is arranged on the back row seat.
In a second aspect, the invention provides a thermal balance testing method for a fuel cell vehicle, which performs a thermal balance test by using the thermal balance testing device for a fuel cell vehicle, and comprises the following steps:
s1, according to the vehicle type characteristics of the fuel cell, making an arrangement scheme of each sensor, and making a test outline;
s2, arranging all sensors, and performing data joint debugging;
s3, carrying out a complete vehicle heat balance test according to the test outline;
s4, examining test data, if the data are abnormal, stopping the test, and debugging the test device again until the examination of the test data is normal;
and S5, if the test data are examined normally, carrying out heat balance performance analysis and prediction.
As a further preferred technical solution, the test outline includes: after the vehicle is fully immersed in the high-temperature environment or the low-temperature environment, idle speed testing is carried out for 0.5 h-1.5 h, uniform speed testing is carried out for 0.5 h-1.5 h at 140km/h or the maximum vehicle speed, uniform speed testing is carried out for 0.5 h-1.5 h at the vehicle speed of 120km/h and the gradient of 3-5 degrees, testing is carried out for 0.5 h-1.5 h at the vehicle speed of 40-60km/h and the gradient of 10-15 degrees, continuous multiple groups of rapid acceleration and deceleration tests and typical cycle condition tests are carried out, and the interval between each test is more than 1h to ensure that the vehicle is immersed in the vehicle.
As a further preferable technical scheme, the temperature of the high-temperature environment is 35-60 ℃;
preferably, the temperature of the low-temperature environment is-30 to-10 ℃;
preferably, the rapid acceleration and deceleration test is as follows: rapidly accelerating the vehicle from the speed of 0 to 100km/h and then rapidly decelerating to 0;
preferably, the rapid acceleration and deceleration test is carried out for more than 10 groups;
preferably, the typical cycle condition test comprises a CLTC-P condition test and/or a NEDC condition test.
As a further preferable technical solution, in S5, a BP neural network algorithm is used to perform heat balance performance analysis and prediction;
preferably, the BP neural network algorithm comprises a BP neural network model for establishing heat balance temperature and measurement parameters, the number of nodes of an input layer of the neural network model is set to be M, M is the number of heat balance temperature related factors, and the heat balance temperature related factors comprise vehicle speed, accelerator pedal opening, environment temperature or road gradient; setting the number of output nodes as L, wherein the L is the heat balance temperature and the number of related control factors, and the related control factors comprise heat dissipation capacity, fan rotating speed or water pump rotating speed; setting the number of hidden layers to be N1, N1 to be 1 or 2, the number of nodes of each layer to be N2, and N2 to be 5 or 6; establishing a three-layer or four-layer BP neural network model by using MATLAB, training, and setting a training target to be 0.01; selecting a tangent S-shaped tansig function as an excitation function from an input layer to a hidden layer, selecting a purelin function as an excitation function from the hidden layer to an output layer, setting the training times to be 100 times, and setting the learning rate to be 0.01; after training, the network model successfully converges to the training target, and at this time, the training of the BP neural network model is completed.
Compared with the prior art, the invention has the beneficial effects that:
the heat balance testing device of the fuel cell vehicle provided by the invention adopts a CAN bus of the vehicle controller, a resolver, a current sensor, a voltage sensor, a temperature sensor, a pressure sensor, a flow sensor, a wind speed sensor and a data acquisition module to synchronously acquire key signals of current, voltage, temperature, pressure, flow, wind speed and the like of key components of a passenger compartment, a galvanic pile, a cooling water pump, a radiator, a heater, a battery, a motor, a controller and the like of the vehicle, and simultaneously CAN acquire signals of an environmental chamber and a chassis dynamometer, the signal acquisition is comprehensive and reliable, and the heat balance testing device CAN be used for high-temperature heat balance testing and research, development and verification of the fuel cell vehicle.
The testing device adopts CAN data, and effectively solves the problem that some heat management testing key signals of the vehicle are difficult to obtain. By synchronously acquiring power CAN data, sensor data, voltage sensor data, chassis dynamometer data and environment bin data, the comprehensive analysis of vehicle test data is facilitated, and the running state of key hydrogen-related components and the transient process of heat productivity are analyzed. The upper computer can automatically calculate the real-time power consumption, heat productivity and heat dissipation capacity of each part, and the data analysis efficiency is improved.
The invention creatively adopts a mode that the analyzer simulates the vehicle diagnostic instrument to acquire data to acquire and analyze signals on the CAN bus of the vehicle controller and further outputs the analyzed signals to the data acquisition module, thereby being convenient, rapid and accurate.
The thermal balance test method of the fuel cell vehicle adopts the test device to carry out test, firstly, according to the vehicle type characteristics of the fuel cell vehicle, the corresponding arrangement scheme of each sensor is made, the test outline is made, then, the arrangement and the test of the corresponding components are carried out according to the arrangement scheme and the outline, after the test is carried out, the test data examination is firstly carried out, the test is stopped when the data abnormity occurs, the test device is debugged again until the test data examination is normal, and if the test data examination is normal, the thermal balance performance is analyzed and predicted. The testing method at least has the same advantages as the testing device, can comprehensively monitor the thermal balance state of the fuel cell vehicle, and improves the reliability of the thermal balance test of the fuel cell vehicle.
Further, in the conventional thermal balance performance test, due to the limitation of the test device, the types and the amount of the collected data are small, and a large error is caused by adopting the BP neural network algorithm. Due to the fact that the specific testing device is adopted, the data which are various in types and large in data volume can be collected, and then the heat balance performance is analyzed and predicted by the BP neural network algorithm, so that the accuracy and the reliability are high.
Furthermore, the construction of the BP neural network model is scientific and reasonable, the model is accurate and reliable, and after the training of the BP neural network model is finished, relevant parameters of a prediction working condition can be input according to the model to predict the heat balance temperature and the control of relevant parts at the moment.
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, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
Fig. 1 is a schematic structural view of a thermal balance testing apparatus of a fuel cell vehicle in embodiment 1;
FIG. 2 is a schematic diagram of the installation of a temperature sensor, a pressure sensor and a flow sensor in a stack system in example 1;
FIG. 3 is a schematic diagram of the installation of a temperature sensor, a pressure sensor and a flow sensor in a power system in embodiment 1;
FIG. 4 is a schematic view showing the installation of the temperature sensor in the passenger compartment in embodiment 1;
FIG. 5 is a schematic view showing the installation of a current sensor and a voltage sensor in embodiment 1;
fig. 6 is a flowchart of a thermal balance testing method of the fuel cell vehicle in embodiment 2.
Icon: h2-hydrogen sensor; t0-ambient bin temperature sensor; an H-humidity sensor; an EC-Environment warehouse; d-a chassis dynamometer; a T-temperature sensor; a P-pressure sensor; an F-flow sensor; a W-wind speed sensor; a V-voltage sensor; i-a current sensor; c-a vehicle controller CAN bus; a DA-data acquisition module; PC-upper computer; a CH-resolver; p1-pile inlet pressure sensor; t1-temperature sensor at the inlet of the galvanic pile; t2-temperature sensor of water outlet of electric pile; p2-pile water outlet pressure sensor; f2-a stack water outlet flow sensor; p3-air compressor inlet pressure sensor; t3-air compressor water inlet temperature sensor; t4-air compressor water outlet temperature sensor; p4-air compressor water outlet pressure sensor; f4-air compressor water outlet flow sensor; p5-pile heater inlet pressure sensor; t5-temperature sensor at the inlet of the pile heater; t6-temperature sensor of water outlet of electric pile heater; p6-pile heater water outlet pressure sensor; f6-flow sensor at water outlet of electric pile heater; p7-deionizer water inlet pressure sensor; t7-deionizer water inlet temperature sensor; t8-deionizer water outlet temperature sensor; p8-deionizer water outlet pressure sensor; f8-deionizer water outlet flow sensor; p9-water inlet pressure sensor of pile water pump; t9-temperature sensor at water inlet of pile water pump; t10-temperature sensor of water outlet of pile water pump; p10-pressure sensor at water outlet of pile water pump; f10-flow sensor at water outlet of pile pump; p11-pile radiator inlet pressure sensor; t11-temperature sensor at the inlet of the stack radiator; w11-pile radiator wind speed sensor; t12-temperature sensor at water outlet of stack radiator; p12-pile radiator water outlet pressure sensor; f12-stack radiator water outlet flow sensor; p13-water inlet pressure sensor of other stack-related components; t13-water inlet temperature sensors of other relevant parts of the stack; t14-water outlet temperature sensor of other relevant parts of the galvanic pile; p14-water outlet pressure sensor of other pile related parts; f14-water outlet flow sensor of other relevant parts of the galvanic pile; p 1-motor inlet pressure sensor; t 1-temperature sensor at inlet of motor; t 2-temperature sensor of motor water outlet; p 2-motor water outlet pressure sensor; f 2-motor water outlet flow sensor; p3-MCU water inlet pressure sensor; t3-MCU water inlet temperature sensor; t4-MCU water outlet temperature sensor; p4-MCU water outlet pressure sensor; f4-MCU water outlet flow sensor; p 5-power cell inlet pressure sensor; t 5-power battery water inlet temperature sensor; t 6-power battery water outlet temperature sensor; p 6-power battery water outlet pressure sensor; f 6-power battery water outlet flow sensor; p 7-water pump inlet pressure sensor; t 7-water pump inlet temperature sensor; t 8-water pump outlet temperature sensor; p 8-water pump outlet pressure sensor; f 8-water pump outlet flow sensor; p 9-air conditioner compressor water inlet pressure sensor; t 9-air condition compressor water inlet temperature sensor; t 10-air condition compressor water outlet temperature sensor; p 10-air condition compressor water outlet pressure sensor; f 10-air condition compressor water outlet flow sensor; p 11-radiator inlet pressure sensor; t 11-radiator inlet temperature sensor; w 11-radiator wind speed sensor; t 12-radiator outlet temperature sensor; p 12-radiator outlet pressure sensor; f 12-radiator outlet flow sensor; p 13-other power system component inlet pressure sensor; t 13-other power system component inlet temperature sensors; t 14-other power system component water outlet temperature sensors; p 14-other Power System component Outlet pressure Sensors; f 14-other Power System component Water Outlet flow Sensors; I1-MCU current sensor; i2-power battery current sensor; i3-stack current sensor; i4-stack heater current sensor; i5-cooling fan current sensor; i6-pile water pump current sensor; i7-air conditioner PTC current sensor; I8-DCDC current sensor; U2-Power Battery Voltage sensor; u3-stack voltage sensor; U8-DCDC Voltage sensor.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. 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.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "mounted" and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Example 1
As shown in fig. 1, the embodiment provides a thermal balance testing device for a fuel cell vehicle, which includes a vehicle controller CAN bus C, a resolver CH, a current sensor I, a voltage sensor V, a temperature sensor T, a pressure sensor P, a flow sensor F, a wind speed sensor W, a data acquisition module DA, an upper computer PC, an environmental chamber EC and a chassis dynamometer D; the environment cabin EC is used for providing a test environment, and the chassis dynamometer D is used for providing a simulated road running condition;
the analyzer CH is respectively connected with a vehicle control unit CAN bus C and a data acquisition module DA, and is used for acquiring and analyzing signals on the vehicle control unit CAN bus and then outputting the analyzed signals to the data acquisition module;
the analyzer accesses the vehicle control unit by simulating a vehicle diagnostic instrument to acquire data to acquire a signal on a CAN bus of the vehicle control unit, compares the signal with the signal on the CAN bus of the vehicle control unit acquired by the vehicle diagnostic instrument to determine an analysis coefficient and an offset, and calculates to acquire an analysis signal;
the data acquisition module DA is also respectively connected with a current sensor I, a voltage sensor V, a temperature sensor T, a pressure sensor P, a flow sensor F, a wind speed sensor W, an environmental chamber EC and a chassis dynamometer D, and is used for acquiring signals of the current sensor, the voltage sensor, the temperature sensor, the pressure sensor, the wind speed sensor, the environmental chamber and the chassis dynamometer;
the data acquisition module DA is also connected with an upper computer PC, and is used for uploading acquired data to the upper computer, and the upper computer is used for displaying the received data and processing the received data.
The testing device adopts a CAN bus of the vehicle controller, a resolver, a current sensor, a voltage sensor, a temperature sensor, a pressure sensor, a flow sensor, a wind speed sensor and a data acquisition module to synchronously acquire key signals of current, voltage, temperature, pressure, flow, wind speed and the like of key components such as a vehicle passenger cabin, a galvanic pile, a cooling water pump, a radiator, a heater, a battery, a motor, a controller and the like, and CAN also acquire signals of an environmental chamber and a chassis dynamometer, the signal acquisition is comprehensive and reliable, and the testing device CAN be used for high-temperature thermal balance testing and research, development and verification of a fuel cell vehicle.
The testing device adopts CAN data, and effectively solves the problem that some heat management testing key signals of the vehicle are difficult to obtain. By synchronously acquiring power CAN data, sensor data, voltage sensor data, chassis dynamometer data and environment bin data, the comprehensive analysis of vehicle test data is facilitated, and the running state of key hydrogen-related components and the transient process of heat productivity are analyzed. The upper computer can automatically calculate the real-time power consumption, heat productivity and heat dissipation capacity of each part, and the data analysis efficiency is improved.
The invention creatively adopts a mode that the analyzer simulates the vehicle diagnostic instrument to acquire data to acquire and analyze signals on the CAN bus of the vehicle controller and further outputs the analyzed signals to the data acquisition module, thereby being convenient, rapid and accurate.
In a preferred embodiment, a CAN interface, a voltage interface, a current interface, a temperature interface, a pressure interface, a flow interface and a wind speed interface are arranged on the data acquisition module in parallel. The above-mentioned "parallel arrangement" refers to the parallelism in the aspect of data transmission function, the functions of the interfaces are distinguished, there is no interference between them, but the positions of the interfaces are parallel.
Optionally, as shown in fig. 1, a hydrogen sensor H2, an ambient cabin temperature sensor T0 and a humidity sensor H are disposed in the ambient cabin EC, and the hydrogen sensor H2, the ambient cabin temperature sensor T0 and the humidity sensor H are respectively connected to the data acquisition module DA.
In a preferred embodiment, the vehicle control unit CAN bus comprises the following signals: the system comprises a vehicle speed, an accelerator pedal opening, a brake pedal opening, a gear, a motor rotating speed, a motor torque, a battery SOC, an air compressor rotating speed, an air compressor temperature, a hydrogen tank pressure, a residual hydrogen state, a hydrogen supply valve switching state, a galvanic pile starting and stopping state, a galvanic pile water pump rotating speed and a cooling fan rotating speed.
In a preferred embodiment, the current sensor is disposed at least one of a stack output terminal, a power battery output cable, a DCDC high voltage terminal output cable, an MCU input cable, a BPCU input cable, a cooling fan input cable, a stack heater cable, or an air conditioner compressor input cable, and the current sensor is connected to the current interface. As shown in fig. 5, the data acquisition module is respectively connected with an MCU current sensor I1, a power battery current sensor I2, a stack current sensor I3, a stack heater current sensor I4, a cooling fan current sensor I5, a stack water pump current sensor I6, an air conditioner PTC current sensor I7 and a DCDC current sensor I8.
In a preferred embodiment, the voltage sensor is disposed at least one of the power battery output terminal, the DCDC high voltage output terminal or the stack voltage output terminal, and the voltage sensor is connected to the voltage interface. As shown in fig. 5, the data acquisition module is respectively connected with a power battery voltage sensor U2, a stack voltage sensor U3 and a DCDC voltage sensor U8.
In a preferred embodiment, as shown in fig. 2-4, the temperature sensor is disposed at least one of a stack system, a powertrain system, or a passenger compartment, and the temperature sensor is coupled to the temperature interface.
Preferably, the location of the temperature sensor in the stack system includes: at least one of a stack water inlet, a stack water outlet, a stack heater water outlet, an air compressor water inlet, an air compressor water outlet, a deionizer water inlet, a deionizer water outlet, a stack water pump water inlet, a stack water pump water outlet, a stack radiator water inlet, a stack radiator water outlet, an air-cooled battery water inlet, an air-cooled battery water outlet, a liquid-cooled battery water inlet, a liquid-cooled battery water outlet, or a battery case. As shown in fig. 2, the data acquisition module is respectively connected with a stack water inlet temperature sensor T1, a stack water outlet temperature sensor T2, an air compressor water inlet temperature sensor T3, an air compressor water outlet temperature sensor T4, a stack heater water inlet temperature sensor T5, a stack heater water outlet temperature sensor T6, a deionizer water inlet temperature sensor T7, a deionizer water outlet temperature sensor T8, a stack water pump water inlet temperature sensor T9, a stack water pump water outlet temperature sensor T10, a stack radiator water inlet temperature sensor T11, a stack radiator water outlet temperature sensor T12 and other stack-related component water inlet temperature sensors T13.
Preferably, the location of the temperature sensor in the power system comprises: at least one of a motor water inlet, a motor water outlet, an MCU water inlet, an MCU water outlet, a power battery water inlet, a power battery water outlet, an air conditioner compressor water inlet, an air conditioner compressor water outlet, a water pump water inlet, a water pump water outlet, a radiator water inlet or a radiator water outlet. As shown in fig. 3, the data acquisition module is respectively connected to a motor water inlet temperature sensor T1, a motor water outlet temperature sensor T2, an MCU water inlet temperature sensor T3, an MCU water outlet temperature sensor T4, a power battery water inlet temperature sensor T5, a power battery water outlet temperature sensor T6, a water pump water inlet temperature sensor T7, a water pump water outlet temperature sensor T8, an air conditioner compressor water inlet temperature sensor T9, an air conditioner compressor water outlet temperature sensor T10, a radiator water inlet temperature sensor T11, a radiator water outlet temperature sensor T12, and other power system component water inlet temperature sensors T13.
As shown in fig. 4, the positions in the passenger compartment where the temperature sensors are disposed include: the air conditioner comprises at least one of an evaporator, a condenser, a main and auxiliary driving air-conditioning outlet, an auxiliary driving air-conditioning outlet, a rear evacuation air-conditioning outlet, the left and right sides of a main driving head, a main driving foot, an auxiliary driving, the left and right sides of a rear row seat head, and the chest part or the feet of a rear row seat.
In a preferred embodiment, as shown in fig. 2-3, the pressure sensor is disposed in a stack system and/or a power system, and the temperature sensor is connected to the pressure interface.
Preferably, the location of the pressure sensor in the stack system comprises: at least one of a galvanic pile water inlet, a galvanic pile water outlet, a galvanic pile heater water outlet, an air compressor water inlet, an air compressor water outlet, a deionizer water inlet, a deionizer water outlet, a galvanic pile water pump water inlet, a galvanic pile water pump water outlet, a galvanic pile radiator water inlet, or a galvanic pile radiator water outlet. As shown in fig. 2, the data acquisition module is respectively connected with a stack water inlet pressure sensor P1, a stack water outlet pressure sensor P2, an air compressor water inlet pressure sensor P3, an air compressor water outlet pressure sensor P4, a stack heater water inlet pressure sensor P5, a stack heater water outlet pressure sensor P6, a deionizer water inlet pressure sensor P7, a deionizer water outlet pressure sensor P8, a stack water pump water inlet pressure sensor P9, a stack water pump water outlet pressure sensor P10, a stack radiator water inlet pressure sensor P11, a stack radiator water outlet pressure sensor P12, other stack-related component water inlet pressure sensors P13, and other stack-related component water outlet pressure sensors P14.
Preferably, the location of the pressure sensor in the power system comprises: at least one of an MCU water inlet, an MCU water outlet, a power battery water inlet, a power battery water outlet, an air conditioner compressor water inlet, an air conditioner compressor water outlet, a water pump water inlet, a water pump water outlet, a radiator water inlet or a radiator water outlet. As shown in fig. 3, the data acquisition module is respectively connected with a motor water inlet pressure sensor P1, a motor water outlet pressure sensor P2, an MCU water inlet pressure sensor P3, an MCU water outlet pressure sensor P4, a power battery water inlet pressure sensor P5, a power battery water outlet pressure sensor P6, a water pump water inlet pressure sensor P7, a water pump water outlet pressure sensor P8, an air conditioner compressor water inlet pressure sensor P9, an air conditioner compressor water outlet pressure sensor P10, a radiator water inlet pressure sensor P11, a radiator water outlet pressure sensor P12, other power system component water inlet pressure sensors P13 and other power system component water outlet pressure sensors P14.
In a preferred embodiment, the flow sensor is disposed at least one of a water outlet of a stack cooling water pump, a water outlet of a stack radiator, a water outlet of a stack heater, a water outlet of an air conditioner core, a water outlet of a power system cooling water pump, an MCU water outlet, a water outlet of a power battery, or a DCDC water outlet, and the flow sensor is connected to the flow interface. As shown in fig. 2 and 3, the data acquisition module is respectively connected to a stack water outlet flow sensor F2, an air compressor water outlet flow sensor F4, a stack heater water outlet flow sensor F6, a deionizer water outlet flow sensor F8, a stack water pump water outlet flow sensor F10, a stack radiator water outlet flow sensor F12, other stack-related component water outlet flow sensors F14, a motor water outlet flow sensor F2, an MCU water outlet flow sensor F4, a power battery water outlet flow sensor F6, a water pump water outlet flow sensor F8, an air conditioner compressor water outlet flow sensor F10, a radiator water outlet flow sensor F12, and other power system component water outlet flow sensors F14.
In a preferred embodiment, the wind speed sensor is arranged at a pile radiator or a power system radiator, and the wind speed sensor is connected with the wind speed interface.
In a preferred embodiment, a temperature sensor, a humidity sensor and a hydrogen concentration sensor are arranged in the environmental chamber. The environment bin can realize the temperature regulation range of minus 50 ℃ to 60 ℃, the humidity regulation of the humidity of 0 percent to 99 percent can be realized, the hydrogen concentration sensor in the environment bin can detect the hydrogen concentration in the environment bin, if the concentration exceeds a certain limit value, an alarm device is triggered, the environment bin is ventilated forcibly, and the signals of the sensors can be transmitted to the data acquisition module.
In a preferred embodiment, a torque sensor and a vehicle speed sensor are provided on the chassis dynamometer. Signals of the torque sensor and the vehicle speed sensor can be transmitted to the data acquisition module.
Preferably, the upper computer is arranged on the back row seat. The upper computer can display the data of the data acquisition module in real time, can calculate the data of power consumption, heating, heat dissipation and the like of each part in real time, and can display the change curve of key signals of temperature, power, vehicle speed and the like.
Example 2
As shown in fig. 6, the present embodiment provides a thermal balance testing method for a fuel cell vehicle, including the following steps:
s1, according to the vehicle type characteristics of the fuel cell, making an arrangement scheme of each sensor, and making a test outline;
s2, arranging all sensors, and performing data joint debugging;
s3, carrying out a complete vehicle heat balance test according to the test outline;
s4, examining test data, if the data are abnormal, stopping the test, and debugging the test device again until the examination of the test data is normal;
and S5, if the test data are examined normally, carrying out heat balance performance analysis and prediction.
The thermal balance test method of the fuel cell vehicle adopts the test device to carry out testing, firstly, according to the vehicle type characteristics of the fuel cell vehicle, an arrangement scheme of each corresponding sensor is made, a test outline is made, then, the arrangement and the test of corresponding components are carried out according to the arrangement scheme and the outline, after the test is carried out, test data examination is carried out firstly, the test is stopped when the data abnormity occurs, the test device is debugged again until the test data examination is normal, and if the test data examination is normal, the thermal balance performance is analyzed and predicted. The testing method at least has the same advantages as the testing device, can comprehensively monitor the thermal balance state of the fuel cell vehicle, and improves the reliability of the thermal balance test of the fuel cell vehicle.
Optionally, in S1, the vehicle power system architecture is grasped, the thermal management loop and the operating mode of the fuel cell system, the thermal management loop and the operating mode of the power system and the power cell are analyzed, the feasibility of the arrangement of each sensor is analyzed, the arrangement scheme is formulated, the vehicle operating mode is analyzed, and the test outline is formulated according to the analyzed vehicle operating mode.
In a preferred embodiment, the test schema includes: after the vehicle is fully immersed in the high-temperature environment or the low-temperature environment, carrying out idle speed test for 0.5H-1.5H, carrying out constant speed test for 0.5H-1.5H at 140km/H or the maximum vehicle speed, carrying out constant speed test for 0.5H-1.5H at 100-plus-120 km/H vehicle speed and 3-5 DEG gradient, carrying out test for 0.5H-1.5H at 40-60km/H vehicle speed and 10-15 DEG gradient, continuously carrying out multiple groups of rapid acceleration and deceleration tests, carrying out typical cycle condition test, and ensuring that the vehicle is immersed in the vehicle, wherein the interval between each test is more than 1H.
The above test times are each independently typically, but not by way of limitation, 0.5H, 0.6H, 0.7H, 0.8H, 0.9H, 1H, 1.1H, 1.2H, 1.3H, 1.4H or 1.5H. Higher vehicle speeds are typically, but not limited to, 100, 105, 110, 115 or 120 km/H. The minor slope is typically, but not limited to, 3 °, 4 °, or 5 °. The larger slope is typically, but not limited to, 10 °, 11 °, 12 °, 13 °, 14 °, or 15 °. Lower vehicle speeds are typically, but not limited to, 40, 45, 50, 55 or 60 km/H.
Preferably, the temperature of the high-temperature environment is 35-60 ℃. The above temperature is typically, but not limited to, 35, 40, 45, 50, 55 or 60 ℃.
Preferably, the temperature of the low-temperature environment is-30 to-10 ℃. The above temperatures are typically, but not limited to, -30, -25, -20, -15 or-10 ℃.
Preferably, the rapid acceleration and deceleration test is as follows: the vehicle accelerates rapidly from 0 to 100km/H and then decelerates rapidly to 0.
Preferably, the rapid acceleration and deceleration test is performed for 10 or more groups.
Preferably, the typical cycle condition test comprises a CLTC-P condition test and/or a NEDC condition test. The CLTC-P working condition test refers to the driving working condition of a light vehicle-passenger vehicle in China; the "NEDC operating condition" mentioned above refers to a new standard european cycle operating condition.
Optionally, in S2, each sensor is installed at a corresponding testing position to ensure that the sensor does not loosen or fall off; and then, synchronously acquiring data of each sensor and a power CAN signal by using a data acquisition module.
Optionally, in S4, the thermal balance test data may be monitored in real time and the collected data may be played back, whether there is an error frame in the collected data or not and whether there is a situation that uploading of the sensor data is stopped or not may be checked, and if there is a similar situation, the test needs to be stopped, the device is re-associated, and the corresponding test condition needs to be replenished again, so as to ensure that the training data required by the BP neural network algorithm is accurate and has no missing.
In a preferred embodiment, in S5, the BP neural network algorithm is used for thermal equilibrium performance analysis and prediction. In a conventional thermal balance performance test, due to the limitation of a test device, the types and the amount of collected data are small, and a BP neural network algorithm is adopted to cause a large error. Due to the fact that the specific testing device is adopted, the data which are various in types and large in data volume can be collected, and then the heat balance performance is analyzed and predicted by the BP neural network algorithm, so that the accuracy and the reliability are high.
Optionally, a BP neural network algorithm is adopted to perform relevance of heat balance temperature of the fuel cell system and the power system to relevant factors such as vehicle speed, accelerator pedal opening, environment temperature, gradient, electric pile output power and motor output power, and relevance of heat balance heat dissipation capacity to relevant factors such as water pump rotating speed and fan rotating speed is analyzed; and predicting the heat balance temperature of different working conditions and the control method of relevant components.
Preferably, the BP neural network algorithm comprises a BP neural network model for establishing heat balance temperature and measurement parameters, the number of nodes of an input layer of the neural network model is set to be M, M is the number of heat balance temperature related factors, and the heat balance temperature related factors comprise vehicle speed, accelerator pedal opening, environment temperature or road gradient; setting the number of output nodes as L, wherein the L is the heat balance temperature and the number of related control factors, and the related control factors comprise heat dissipation capacity, fan rotating speed or water pump rotating speed; setting the number of hidden layers to be N1, N1 to be 1 or 2, the number of nodes of each layer to be N2, and N2 to be 5 or 6; establishing a three-layer or four-layer BP neural network model by using MATLAB, training, and setting a training target to be 0.01; selecting a tangent S-shaped TansIg function as an excitation function from an input layer to a hidden layer, selecting a PurelIn function as an excitation function from the hidden layer to an output layer, setting the training times to be 100 times, and setting the learning rate to be 0.01; after training, the network model successfully converges to the training target, and at this time, the training of the BP neural network model is completed.
The model is scientific and reasonable in construction, accurate and reliable, and after the BP neural network model is trained, relevant parameters of a prediction working condition can be input according to the model to predict the heat balance temperature and control of relevant parts at the moment.
Further, the heat calculation method is as follows:
Q＝Cp×q×ΔT
q is the amount of heat generated from time t1 to time t2 in J; cp is the specific heat capacity of the cooling liquid and has the unit of J/Kg; q is the flow of the cooling liquid from the time t1 to the time t2, and the unit is kg; Δ T is the coolant temperature difference in degrees Celsius from time T1 to time T2.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions deviate from the technical solutions of the embodiments of the present invention.
Claims (10)
1. The thermal balance testing device of the fuel cell vehicle is characterized by comprising a vehicle control unit CAN bus, an analyzer, a current sensor, a voltage sensor, a temperature sensor, a pressure sensor, a flow sensor, a wind speed sensor, a data acquisition module, an upper computer, an environment bin and a chassis dynamometer, wherein the environment bin is used for providing a testing environment, and the chassis dynamometer is used for providing a simulated road running condition;
the analyzer is respectively connected with the CAN bus of the vehicle controller and the data acquisition module, and is used for acquiring and analyzing signals on the CAN bus of the vehicle controller and then outputting the analyzed signals to the data acquisition module;
the analyzer accesses the vehicle control unit by simulating a vehicle diagnostic instrument to acquire data to acquire a signal on a CAN bus of the vehicle control unit, compares the signal with the signal on the CAN bus of the vehicle control unit acquired by the vehicle diagnostic instrument to determine an analysis coefficient and an offset, and calculates to acquire an analysis signal;
the data acquisition module is also respectively connected with the current sensor, the voltage sensor, the temperature sensor, the pressure sensor, the flow sensor, the wind speed sensor, the environment bin and the chassis dynamometer, and is used for acquiring signals of the current sensor, the voltage sensor, the temperature sensor, the pressure sensor, the wind speed sensor, the environment bin and the chassis dynamometer;
the data acquisition module is also connected with the upper computer and used for uploading acquired data to the upper computer, and the upper computer is used for displaying the received data and processing the received data.
2. The fuel cell vehicle thermal balance testing device of claim 1, wherein the vehicle controller CAN bus comprises the following signals: the system comprises a vehicle speed, an accelerator pedal opening, a brake pedal opening, a gear, a motor rotating speed, a motor torque, a battery SOC, an air compressor rotating speed, an air compressor temperature, a hydrogen tank pressure, a residual hydrogen state, a hydrogen supply valve switching state, a galvanic pile starting and stopping state, a galvanic pile water pump rotating speed and a cooling fan rotating speed.
3. The fuel cell vehicle thermal balance testing device of claim 1, wherein the data acquisition module is provided with a CAN interface, a voltage interface, a current interface, a temperature interface, a pressure interface, a flow interface and a wind speed interface in parallel.
4. The fuel cell vehicle thermal balance testing device of claim 3, wherein the current sensor is disposed at least one of a stack output terminal, a power battery output cable, a DCDC high voltage terminal output cable, an MCU input cable, a BPCU input cable, a cooling fan input cable, a stack heater cable or an air conditioner compressor input cable, and the current sensor is connected to the current interface;
preferably, the voltage sensor is arranged at least one of the output end of the power battery, the output end of the DCDC high voltage or the output end of the galvanic pile voltage, and the voltage sensor is connected with the voltage interface;
preferably, the temperature sensor is arranged at least one position of a galvanic pile system, a power system or a passenger compartment, and the temperature sensor is connected with the temperature interface;
preferably, the location of the temperature sensor in the stack system includes: at least one of a stack water inlet, a stack water outlet, a stack heater water outlet, an air compressor water inlet, an air compressor water outlet, a deionizer water inlet, a deionizer water outlet, a stack water pump water inlet, a stack water pump water outlet, a stack radiator water inlet, a stack radiator water outlet, an air-cooled battery water inlet, an air-cooled battery water outlet, a liquid-cooled battery water inlet, a liquid-cooled battery water outlet, or a battery case;
preferably, the location of the temperature sensor in the power system comprises: at least one of a motor water inlet, a motor water outlet, an MCU water inlet, an MCU water outlet, a power battery water inlet, a power battery water outlet, an air conditioner compressor water inlet, an air conditioner compressor water outlet, a water pump water inlet, a water pump water outlet, a radiator water inlet or a radiator water outlet;
preferably, the position in the passenger compartment where the temperature sensor is disposed includes: the air conditioner comprises at least one of an evaporator, a condenser, a main and auxiliary driving air-conditioning outlet, an auxiliary driving air-conditioning outlet, a rear evacuation air-conditioning outlet, the left and right sides of a main driving head, a main driving foot, an auxiliary driving, the left and right sides of a rear row seat head, and the chest part or the feet of a rear row seat.
5. The fuel cell vehicle thermal balance testing device of claim 3, wherein the pressure sensor is arranged in a stack system and/or a power system, and the temperature sensor is connected with the pressure interface;
preferably, the location of the pressure sensor in the stack system comprises: at least one of a galvanic pile water inlet, a galvanic pile water outlet, a galvanic pile heater water outlet, an air compressor water inlet, an air compressor water outlet, a deionizer water inlet, a deionizer water outlet, a galvanic pile water pump water inlet, a galvanic pile water pump water outlet, a galvanic pile radiator water inlet, or a galvanic pile radiator water outlet;
preferably, the location of the pressure sensor in the power system comprises: at least one of an MCU water inlet, an MCU water outlet, a power battery water inlet, a power battery water outlet, an air conditioner compressor water inlet, an air conditioner compressor water outlet, a water pump water inlet, a water pump water outlet, a radiator water inlet or a radiator water outlet;
preferably, the flow sensor is arranged at least one of a water outlet of a stack cooling water pump, a water outlet of a stack radiator, a water outlet of a stack heater, a water outlet of an air conditioner core, a water outlet of a power system cooling water pump, a water outlet of an MCU (micro control unit), a water outlet of a power battery or a DCDC (direct current) water outlet, and the flow sensor is connected with the flow interface;
preferably, the wind speed sensor is arranged at a pile radiator or a power system radiator, and the wind speed sensor is connected with the wind speed interface.
6. The fuel cell vehicle thermal balance testing device according to any one of claims 1 to 5, wherein a temperature sensor, a humidity sensor and a hydrogen concentration sensor are provided in the environmental chamber;
preferably, a torque sensor and a vehicle speed sensor are arranged on the chassis dynamometer;
preferably, the upper computer is arranged on the back row seat.
7. A thermal balance test method for a fuel cell vehicle, characterized in that the thermal balance test is performed by using the thermal balance test apparatus for a fuel cell vehicle according to any one of claims 1 to 6, and the method comprises the following steps:
s1, according to the vehicle type characteristics of the fuel cell, making an arrangement scheme of each sensor, and making a test outline;
s2, arranging all sensors, and performing data joint debugging;
s3, carrying out a complete vehicle heat balance test according to the test outline;
s4, examining test data, if the data are abnormal, stopping the test, and debugging the test device again until the examination of the test data is normal;
and S5, if the test data are examined normally, carrying out heat balance performance analysis and prediction.
8. The fuel cell vehicle thermal balance test method according to claim 7, wherein the test outline includes: after the vehicle is fully immersed in the high-temperature environment or the low-temperature environment, idle speed testing is carried out for 0.5 h-1.5 h, uniform speed testing is carried out for 0.5 h-1.5 h at 140km/h or the maximum vehicle speed, uniform speed testing is carried out for 0.5 h-1.5 h at the vehicle speed of 120km/h and the gradient of 3-5 degrees, testing is carried out for 0.5 h-1.5 h at the vehicle speed of 40-60km/h and the gradient of 10-15 degrees, continuous multiple groups of rapid acceleration and deceleration tests and typical cycle condition tests are carried out, and the interval between each test is more than 1h to ensure that the vehicle is immersed in the vehicle.
9. The fuel cell vehicle thermal balance test method according to claim 8, wherein the temperature of the high-temperature environment is 35 to 60 ℃;
preferably, the temperature of the low-temperature environment is-30 to-10 ℃;
preferably, the rapid acceleration and deceleration test is as follows: rapidly accelerating the vehicle from the speed of 0 to 100km/h and then rapidly decelerating to 0;
preferably, the rapid acceleration and deceleration test is carried out for more than 10 groups;
preferably, the typical cycle condition test comprises a CLTC-P condition test and/or a NEDC condition test.
10. The fuel cell vehicle thermal balance test method according to any one of claims 7 to 9, wherein in S5, a BP neural network algorithm is used for thermal balance performance analysis and prediction;
preferably, the BP neural network algorithm comprises a BP neural network model for establishing heat balance temperature and measurement parameters, the number of nodes of an input layer of the neural network model is set to be M, M is the number of heat balance temperature related factors, and the heat balance temperature related factors comprise vehicle speed, accelerator pedal opening, environment temperature or road gradient; setting the number of output nodes as L, wherein the L is the heat balance temperature and the number of related control factors, and the related control factors comprise heat dissipation capacity, fan rotating speed or water pump rotating speed; setting the number of hidden layers to be N1, N1 to be 1 or 2, the number of nodes of each layer to be N2, and N2 to be 5 or 6; establishing a three-layer or four-layer BP neural network model by using MATLAB, training, and setting a training target to be 0.01; selecting a tangent S-shaped tansig function as an excitation function from an input layer to a hidden layer, selecting a purelin function as an excitation function from the hidden layer to an output layer, setting the training times to be 100 times, and setting the learning rate to be 0.01; after training, the network model successfully converges to the training target, and at this time, the training of the BP neural network model is completed.
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