CN112659983A - Energy management method and battery control system for non-plug-in fuel cell vehicle - Google Patents
Energy management method and battery control system for non-plug-in fuel cell vehicle Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/31—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for starting of fuel cells
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/28—Conjoint control of vehicle sub-units of different type or different function including control of fuel cells
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Abstract
The invention relates to the technical field of vehicle batteries, and provides an energy management method and a battery control system for a non-plug-in fuel cell vehicle. The energy management method comprises the following steps: acquiring a state of charge (SOC) value of the power battery in real time; and determining a corresponding fuel cell working mode according to the SOC interval where the obtained SOC value is located. Wherein, the corresponding relation between different SOC intervals and different fuel cell working modes is configured in advance, and each fuel cell working mode is adapted to the corresponding SOC interval and is configured as follows: and controlling the fuel cell to start after the vehicle starts, and adjusting the power output mode of the fuel cell by combining with the real-time vehicle power demand so as to realize energy management between the fuel cell and the power cell, which is adaptive to the real-time vehicle power demand. On the premise of meeting the driving requirements of users, the invention realizes more reasonable energy management between the fuel cell system and the power cell system.
Description
Technical Field
The invention relates to the technical field of vehicle batteries, in particular to an energy management method and a battery control system of a non-plug-in fuel cell vehicle.
Background
With the increasing shortage of energy and the increasing serious environmental pollution problem, new energy vehicles, such as electric vehicles, hybrid vehicles, fuel cell vehicles, and the like, are receiving more and more strong attention from governments and the entire vehicle industry. However, due to the constraint of the current battery technology, the driving range of the pure electric vehicle cannot meet the requirement of long-distance driving, so that the pure electric vehicle cannot be generally accepted and widely popularized at present. In addition, the hybrid vehicle also faces the problems of environmental pollution and energy shortage. In this case, the fuel cell vehicle gradually comes into sight of people. For fuel cell vehicles, hydrogen fuel is one of the most popular fuels at present. Hydrogen energy is a clean and environment-friendly energy source, and the emission of the hydrogen energy is generally water and does not contain NOX、SOXAnd the like, and does not generate CO causing global warming2。
In general, the market mostly gives priority to non-plug-in fuel cell vehicles, but the fuel cell has the disadvantages of soft characteristic curve and slow power response, so that the non-plug-in fuel cell vehicles also have the problem of fatigue and untimely dynamic response. Further, the fuel cell cannot be operated in an optimum operation region under a large power demand of the vehicle, and there is a problem that the fuel cell is poor in economical efficiency. These problems can create a poor driving experience for the customer and affect the popularization and application of fuel cell vehicles.
Disclosure of Invention
In view of the above, the present invention is directed to a method for energy management of a non-plug-in fuel cell vehicle to at least partially solve the above technical problems.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a method of energy management for a non-plug-in fuel cell vehicle, comprising: acquiring a State of Charge (SOC) value of the power battery in real time; and determining a corresponding fuel cell working mode according to the SOC interval where the obtained SOC value is located. Wherein, the corresponding relation between different SOC intervals and different fuel cell working modes is configured in advance, and each fuel cell working mode is adapted to the corresponding SOC interval and is configured as follows: and controlling the fuel cell to start after the vehicle starts, and adjusting the power output mode of the fuel cell by combining with the real-time vehicle power demand so as to realize energy management between the fuel cell and the power cell, which is adaptive to the real-time vehicle power demand.
Further, the fuel cell operation modes include a maximum power output mode, a constant power output mode, and a maximum efficiency output mode of the fuel cell. And, the correspondence between the different SOC sections and the different fuel cell operation modes includes: a first SOC interval, wherein the SOC value of the first SOC interval is smaller than a preset lower limit value and corresponds to the maximum power output mode; a second SOC interval, the SOC value of which is greater than or equal to the preset lower limit value and less than or equal to the preset upper limit value and corresponds to the constant power output mode; and a third SOC interval, the SOC value of which is greater than the preset upper limit value and corresponds to the maximum efficiency output mode.
Further, the maximum power output mode of the fuel cell being adapted to the first SOC interval being configured to adjust the operating state of the fuel cell in conjunction with the real-time vehicle power demand comprises: starting the fuel cell and controlling the fuel cell to drive the vehicle at the maximum output power; determining whether a real-time vehicle demand power is less than the maximum output power of the fuel cell; if yes, controlling a part of output power of the fuel cell to drive the vehicle to meet the power demand of the vehicle, and controlling another part of output power to charge the power cell; if not, controlling the fuel cell and the power cell to output power in a matched manner so as to drive the vehicle.
Further, the controlling the fuel cell to output power in cooperation with the power cell to drive the vehicle includes: controlling the fuel cell to stop charging the power battery and to drive the vehicle at full power; if the SOC value of the power battery is still in the first SOC interval, limiting the power battery to carry out power output; and if the SOC value of the power battery exceeds the first SOC interval, controlling the power battery and the fuel battery to output power simultaneously so as to drive the vehicle.
Further, the constant power output mode of the fuel cell being adapted to the second SOC interval being configured to adjust the operating state of the fuel cell in conjunction with the real-time vehicle power demand comprises: starting the fuel cell and controlling the fuel cell to output set constant power to drive a vehicle; judging whether the real-time vehicle required power is less than or equal to the current output power of the fuel cell; if yes, controlling a part of the constant power output by the fuel cell to be used for driving the vehicle to meet the power required by the vehicle, and controlling another part to be used for charging the power battery; otherwise, controlling the fuel cell to output the constant power to drive the vehicle, and controlling the power cell to start to perform boosting.
Further, the constant power output mode of the fuel cell being adapted to the second SOC interval being configured to adjust the operating state of the fuel cell further comprises: after the control of the power battery for power assist, if a real-time vehicle demand power is greater than a sum of the constant power of the fuel battery and a maximum output power of the power battery, performing constant voltage control on the fuel battery to increase the constant power of the fuel battery.
Further, the maximum efficiency output mode of the fuel cell being adapted to the third SOC-interval being configured to adjust the operating state of the fuel cell in conjunction with the real-time vehicle power demand comprises: if the real-time vehicle required power is larger than the maximum output power of the power battery, controlling the fuel battery to start and outputting power with the maximum efficiency to drive the vehicle; and/or controlling the fuel cell not to start if the real-time vehicle required power is less than or equal to the minimum output power of the fuel cell.
Compared with the prior art, the energy management method of the non-plug-in type fuel cell vehicle has the following advantages: the working states of the fuel cell system and the power cell system are adjusted in real time according to the required power of the vehicle and the current SOC state of the power cell, and on the premise of meeting the driving requirements of users, more reasonable energy management between the fuel cell system and the power cell system is realized.
Another object of the present invention is to provide a machine-readable storage medium, a controller and a battery control system of a non-plug-in fuel cell vehicle, so as to at least partially solve the above technical problems.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a machine-readable storage medium having instructions stored thereon for causing a machine to perform the above-described method of energy management for a non-plug-in fuel cell vehicle.
A controller for running a program, wherein the program is run for executing the above-mentioned energy management method for a non-plug-in fuel cell vehicle.
A battery control system of a non-plug-in fuel cell vehicle, comprising: the power battery system, the fuel battery system and the controller are used for carrying out energy management on the power battery system and the fuel battery system.
The machine-readable storage medium, the controller and the battery control system of the non-plug-in fuel cell vehicle have the same advantages as the energy management method of the non-plug-in fuel cell vehicle in comparison with the prior art, and are not repeated herein.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention.
In the drawings:
FIG. 1 is a schematic flow chart diagram of a method for energy management in a non-plug-in fuel cell vehicle in accordance with an embodiment of the present invention;
2(a) -2 (c) are schematic flow diagrams of examples of applying the energy management method of embodiments of the present invention in different SOC intervals after vehicle start-up;
FIG. 3 is a schematic diagram of the SOC interval of the power battery corresponding to the power output mode of the fuel cell in the embodiment of the invention;
FIG. 4 is a schematic diagram of the variation of fuel cell output power with respect to vehicle actual output power and vehicle demanded power in an example of embodiment of the present invention;
FIG. 5 is a schematic diagram of a power cell assisted fuel cell in an example of an embodiment of the invention; and
fig. 6 is a schematic configuration diagram of a battery control system of a non-plug-in fuel cell vehicle according to an embodiment of the present invention.
Description of reference numerals:
610. a power battery system; 620. a fuel cell system; 630. and a controller.
Detailed Description
In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict.
In addition, the non-plug-in fuel cell vehicle referred to in the embodiment of the invention is also referred to as an extended range fuel cell vehicle, and it is configured such that the fuel cell system is a main power source and the power cell system temporarily assists the fuel cell when the vehicle demand power is large, as compared with the plug-in fuel cell vehicle. In addition, it should be noted that, in the embodiment of the present invention, the power battery system and the fuel battery system each include a corresponding battery and a corresponding battery controller, such as a power battery and a power battery controller, but for the purpose of understanding, in the embodiment of the present invention, the power battery and the power battery system are equally understood, and the fuel battery system are equally understood.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Fig. 1 is a flowchart illustrating an energy management method of a non-plug-in fuel cell vehicle, which is performed by a vehicle controller, for example, according to an embodiment of the present invention. As shown in fig. 1, the energy management method may include the steps of:
step S110, obtaining an SOC (state of Charge) value of the power battery in real time.
Wherein the SOC-value is used to show the remaining capacity of the corresponding battery, which is generally expressed in percentage.
And step S120, determining a corresponding fuel cell working mode according to the SOC interval where the acquired SOC value is located.
In the embodiment of the present invention, the corresponding relationship between different SOC intervals and different fuel cell operation modes is preconfigured, and each fuel cell operation mode is adapted to the corresponding SOC interval and configured to: and controlling the fuel cell to start after the vehicle starts, and adjusting the power output mode of the fuel cell by combining with the real-time vehicle power demand so as to realize energy management between the fuel cell and the power cell, which is adaptive to the real-time vehicle power demand.
Namely, the embodiment of the invention correspondingly configures different fuel cell working state control strategies aiming at different SOC intervals, so that the real-time vehicle power requirement (or called driver power requirement) can be met at different stages after the vehicle is started by controlling the power output mode of the fuel cell, thereby ensuring the driving experience of the driver. Preferably, the adjustment of the different fuel cell operating states can be performed on the premise that the power changes of the fuel cell system are all based on constant power output changes, thereby simplifying the control strategy.
The application of the energy management method of the non-plug-in fuel cell vehicle of the embodiment of the invention is specifically described below by way of example. Fig. 2(a) -2 (c) are schematic flow diagrams of examples of applying the energy management method of the embodiment of the invention in different SOC intervals after the vehicle starts.
In this example, the SOC of the power battery is divided into three sections, and the three sections respectively correspond to three operation modes of the fuel cell system, and the specific correspondence relationship is as follows:
1) a first SOC interval, wherein the SOC value of the first SOC interval is smaller than a preset lower limit value and corresponds to the maximum power output mode;
2) a second SOC interval, the SOC value of which is greater than or equal to the preset lower limit value and less than or equal to the preset upper limit value and corresponds to the constant power output mode; and
3) and a third SOC interval, the SOC value of which is greater than the preset upper limit value and corresponds to the maximum efficiency output mode.
Wherein, the preset lower limit value is 30%, the preset upper limit value is 70%, and the corresponding first SOC interval, second SOC interval and third SOC interval can be respectively represented as SOC less than 30%, SOC less than or equal to 30% and less than or equal to 70%, and SOC greater than 70%. The 30% and 70% are calibrated values (TBD) determined actually, for example, the preset lower limit value is 30%, and power requirements of a PTC (Positive Temperature Coefficient, which refers to a vehicle heater on a vehicle), an air compressor, and the like need to be considered to reserve sufficient power for self-heating of the power battery and starting of the fuel cell system. Compared with a plug-in fuel cell vehicle, the power battery of a non-plug-in fuel cell vehicle only serves as the power assisting of the fuel cell, so that the preset lower limit value can be set to be a large value relative to the plug-in fuel cell vehicle so as to ensure normal operation of the vehicle as much as possible, and the preset upper limit value can be set to be a small value relative to the plug-in fuel cell vehicle so as to enable a control strategy for the fuel cell to be executed as early as possible.
The constant power may be, for example, a rated power of a fuel cell. Taking this as an example, fig. 3 is a schematic diagram of the SOC interval of the power battery corresponding to the power output mode of the fuel cell in the embodiment of the present invention. The maximum efficiency output mode aims at prolonging the effective operation time of the fuel cell, so that the corresponding output power is minimum, and therefore, the output power corresponding to the maximum power output mode, the constant power output mode and the maximum efficiency output mode is reduced in sequence, namely, the maximum power is greater than the rated power and the maximum efficiency is greater than the rated power.
It should be noted that the division of the SOC intervals is exemplary, and in other examples, the SOC intervals may be divided into more than three SOC intervals, and the operating state of the fuel cell for each interval may be refined.
With continued reference to fig. 2(a) - (c), after the vehicle is started, the determination of the power cell SOC value is performed to determine the corresponding SOC interval, and the corresponding fuel cell operating state control strategy is executed.
First, the first SOC interval (SOC < 30%).
Wherein the maximum power output mode of the fuel cell being adapted to the first SOC interval being configured to adjust the operating state of the fuel cell in conjunction with real-time vehicle power demand comprises: starting the fuel cell and controlling the fuel cell to drive the vehicle at the maximum output power; determining whether a real-time vehicle demand power is less than the maximum output power of the fuel cell; if yes, controlling a part of output power of the fuel cell to drive the vehicle to meet the power demand of the vehicle, and controlling another part of output power to charge the power cell; if not, controlling the fuel cell and the power cell to output power in a matched manner so as to drive the vehicle. In this regard, it is preferable that, in regard to the control of the fuel cell to output power in cooperation with the power cell to drive the vehicle, the control includes: controlling the fuel cell to stop charging the power battery and to drive the vehicle at full power; if the SOC value of the power battery is still in the first SOC interval, limiting the power battery to carry out power output; and if the SOC value of the power battery exceeds the first SOC interval, controlling the power battery and the fuel battery to output power simultaneously so as to drive the vehicle.
For example, referring to fig. 2(a), when the SOC < 30%, the following steps are sequentially performed:
in step S201, the fuel cell is started and drives the vehicle at the maximum output power.
Step S202, determining whether the real-time vehicle required power is less than the maximum output power of the fuel cell, if so, executing step S203, otherwise, executing step S204.
In step S203, the fuel cell charges the power battery while driving the vehicle.
In step S204, the fuel cell drives the vehicle and limits the output power of the power battery.
As for step SS203 and step S204, as will be understood in conjunction with fig. 4, fig. 4 is a schematic diagram of the variation of the output power of the fuel cell relative to the actual output power and the required power of the vehicle in the example of the embodiment of the present invention, in which the slope filled portion is the current maximum output power of the fuel cell, the straight line S represents the actual output power, and the thicker curve represents the required power of the vehicle, so that it can be seen that, when the required power of the vehicle is lower than the maximum output power of the fuel cell, that is, the ab stage, the remaining output power of the fuel cell outside the vehicle is used for charging the power cell, that is, the power above the ab stage curve in the figure is used for charging the power cell (as shown in the "charging" portion shown; when the power required by the vehicle is continuously increased and exceeds the maximum output power of the fuel cell, the fuel cell stops charging the power cell, the vehicle is driven at full power, at the moment, if the SOC of the power cell is still lower than 30%, the power cell is limited to carry out power output, the whole vehicle drives the vehicle to run at the power lower than the power required by the vehicle, if the SOC of the power cell is higher than 30%, the power cell and the fuel cell simultaneously output power to drive the vehicle until the SOC of the power cell is lower than 30% again, and the power cell is limited to carry out power output.
Second, second SOC interval (30% ≦ SOC ≦ 70%).
Wherein the constant power output mode of the fuel cell being adapted to the second SOC interval being configured to adjust the operating state of the fuel cell in conjunction with the real-time vehicle power demand comprises: starting the fuel cell and controlling the fuel cell to output set constant power to drive a vehicle; judging whether the real-time vehicle required power is less than or equal to the current output power of the fuel cell; if yes, controlling a part of the constant power output by the fuel cell to be used for driving the vehicle to meet the power required by the vehicle, and controlling another part to be used for charging the power battery; otherwise, controlling the fuel cell to output the constant power to drive the vehicle, and controlling the power cell to start to perform boosting. Preferably, after the control of the power cell to start for power assist, if a real-time vehicle required power is greater than a sum of the constant power of the fuel cell and a maximum output power of the power cell, the fuel cell is subjected to constant voltage control to increase the constant power of the fuel cell.
For example, referring to fig. 2(b), when the SOC value of the power battery is in the interval of 30% ≦ SOC ≦ 70%, the fuel battery is set to be initially rated to drive the vehicle, and the following steps are performed in consideration of the economic problem (for example, measured by the fuel consumption of the vehicle driving hundreds of kilometers under a certain operation condition or the mileage of the vehicle driven by a certain fuel):
and step S205, starting the fuel cell, and controlling the fuel cell to output rated power to drive the vehicle.
And step S206, judging whether the real-time vehicle required power is less than or equal to the current output power of the fuel cell, if so, executing step S207, otherwise, executing step S208.
Since the fuel cell operates at a constant power, the current output power is substantially the corresponding rated power.
And step S207, controlling the fuel cell to drive the vehicle, and charging the power cell by using surplus power.
And step S208, controlling the fuel cell to drive the vehicle and controlling the power cell to assist.
With respect to steps S206-S208, FIG. 5 is a schematic diagram of a power cell assisted fuel cell in an example of an embodiment of the invention. As shown in fig. 5, assuming that the initial rated power of the fuel cell is 55KW and the real-time vehicle demand power is 25KW, the charging power of the power battery decreases as the vehicle demand power increases, and when the vehicle demand power is greater than the rated power of the fuel cell system, the power battery starts to discharge power assisting to power the vehicle together with the fuel cell system.
Preferably, after step S208, if the required power of the vehicle continues to increase and the maximum output power of the power battery plus the rated power of the fuel battery still cannot meet the requirement, the fuel cell system increases the power of the fuel battery to another stable operating point through constant voltage control, taking the above rated power as 55KW as an example, and further assuming that the maximum output power of the power battery is 80KW and the required power of the vehicle is 160KW, the output power of the fuel cell system is increased and stabilized at 80KW until the SOC of the power battery is lower than 30%. Among them, constant voltage control and the aim are to achieve constant power output of the fuel cell.
Compared with the traditional power follow-up type energy management strategy, the output power of the fuel cell is constant in most time at the stage, the defect of slow power response of the fuel cell is overcome, and compared with the energy management strategy based on the constant current of the fuel cell, the constant voltage-based strategy is safer to operate under the sub-health condition of the fuel cell. Also, since the fuel cell outputs its rated power most of the time, it is also beneficial to maximize the life of the fuel cell and its accessories.
Third, third SOC interval (SOC > 70%).
Wherein the maximum efficiency output mode of the fuel cell being adapted to the third SOC interval being configured to adjust the operating state of the fuel cell in conjunction with the real-time vehicle power demand comprises: if the real-time vehicle required power is larger than the maximum output power of the power battery, controlling the fuel battery to start and outputting power with the maximum efficiency to drive the vehicle; and controlling the fuel cell not to start if the real-time vehicle required power is less than or equal to the minimum output power of the fuel cell.
For example, referring to fig. 2(c), when the power battery SOC is greater than 70%, the following steps are performed:
step S209, determining whether the vehicle required power is greater than the maximum output power of the power battery, if so, executing step S210, otherwise, executing step S211.
In step S210, the fuel cell is started and outputs power at maximum efficiency.
At this time, the power battery serves as a main power source to drive the vehicle to run.
And step S211, controlling the fuel cell not to start when the real-time vehicle required power is less than or equal to the minimum output power of the fuel cell.
At the moment, the vehicle can be in a creeping state, and the required power of the vehicle is very small, so that the power battery can be completely utilized to drive the vehicle to run.
In summary, the embodiment of the invention adjusts the working states of the fuel cell system and the power cell system in real time according to the required power of the vehicle and the current SOC state of the power cell, and realizes more reasonable energy management between the fuel cell system and the power cell system on the premise of meeting the driving requirements of users. Particularly, when the fuel cell system works in a rated power range, the method of the embodiment of the invention avoids the defect of slow power response of the fuel cell, and simultaneously, the economy of the hydrogen fuel is considered due to the fact that the fuel cell system works in a better working range.
Another embodiment of the present invention also provides a controller for executing a program, wherein the program is executed to perform the energy management method of the non-plug-in fuel cell vehicle described in the above embodiment. The controller may be, for example, a vehicle control unit.
On this basis, fig. 6 is a schematic structural diagram of a battery control system of a non-plug-in fuel cell vehicle according to an embodiment of the present invention, the system including: a power cell system 610, a fuel cell system 620, and the controller 630 described above for energy management of the power cell system 610 and the fuel cell system 620.
For details and effects of the controller and the battery control system for implementing battery energy management, reference may be made to the above-mentioned embodiments of the energy management method for a non-plug-in fuel cell vehicle, and details will not be repeated herein.
Another embodiment of the present invention also provides a machine-readable storage medium having stored thereon instructions for causing a machine to execute the method for energy management of a non-plug-in fuel cell vehicle according to the above-described embodiment.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In a typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
The memory may include forms of volatile memory in a computer readable medium, Random Access Memory (RAM) and/or non-volatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). The memory is an example of a computer-readable medium.
Computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), Read Only Memory (ROM), Electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), Digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.
It should also be noted that 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 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 the process, method, article, or apparatus that comprises the element.
The above are merely examples of the present application and are not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.
Claims (10)
1. A method of energy management for a non-plug-in fuel cell vehicle, the method comprising:
acquiring a state of charge (SOC) value of the power battery in real time; and
determining a corresponding fuel cell working mode according to the SOC interval where the obtained SOC value is located;
wherein, the corresponding relation between different SOC intervals and different fuel cell working modes is configured in advance, and each fuel cell working mode is adapted to the corresponding SOC interval and is configured as follows: and controlling the fuel cell to start after the vehicle starts, and adjusting the power output mode of the fuel cell by combining with the real-time vehicle power demand so as to realize energy management between the fuel cell and the power cell, which is adaptive to the real-time vehicle power demand.
2. The energy management method of a non-plug-in fuel cell vehicle according to claim 1, wherein the fuel cell operation mode includes a maximum power output mode, a constant power output mode, and a maximum efficiency output mode of the fuel cell;
and, the correspondence between the different SOC sections and the different fuel cell operation modes includes:
a first SOC interval, wherein the SOC value of the first SOC interval is smaller than a preset lower limit value and corresponds to the maximum power output mode;
a second SOC interval, the SOC value of which is greater than or equal to the preset lower limit value and less than or equal to the preset upper limit value and corresponds to the constant power output mode; and
and a third SOC interval, the SOC value of which is greater than the preset upper limit value and corresponds to the maximum efficiency output mode.
3. The energy management method of a non-plug-in fuel cell vehicle of claim 2, wherein adapting the maximum power output mode of the fuel cell to the first SOC interval configured to adjust the operating state of the fuel cell in conjunction with real-time vehicle power demand comprises:
starting the fuel cell and controlling the fuel cell to drive the vehicle at the maximum output power;
determining whether a real-time vehicle demand power is less than the maximum output power of the fuel cell;
if yes, controlling a part of output power of the fuel cell to drive the vehicle to meet the power demand of the vehicle, and controlling another part of output power to charge the power cell;
if not, controlling the fuel cell and the power cell to output power in a matched manner so as to drive the vehicle.
4. The energy management method of a non-plug-in fuel cell vehicle according to claim 3, wherein the controlling the fuel cell to output power in cooperation with the power cell to drive the vehicle includes:
controlling the fuel cell to stop charging the power battery and to drive the vehicle at full power;
if the SOC value of the power battery is still in the first SOC interval, limiting the power battery to carry out power output; and
and if the SOC value of the power battery exceeds the first SOC interval, controlling the power battery and the fuel battery to output power simultaneously so as to drive the vehicle.
5. The energy management method of a non-plug-in fuel cell vehicle of claim 2, wherein the constant power output mode of the fuel cell adapted to the second SOC interval configured to adjust the operating state of the fuel cell in conjunction with real-time vehicle power demand comprises:
starting the fuel cell and controlling the fuel cell to output set constant power to drive a vehicle;
judging whether the real-time vehicle required power is less than or equal to the current output power of the fuel cell;
if yes, controlling a part of the constant power output by the fuel cell to be used for driving the vehicle to meet the power required by the vehicle, and controlling another part to be used for charging the power battery;
otherwise, controlling the fuel cell to output the constant power to drive the vehicle, and controlling the power cell to start to perform boosting.
6. The energy management method of a non-plug-in fuel cell vehicle according to claim 5, wherein the constant power output mode of the fuel cell adapted to the second SOC interval configured to adjust the operating state of the fuel cell further comprises:
after the control of the power battery for power assist, if a real-time vehicle demand power is greater than a sum of the constant power of the fuel battery and a maximum output power of the power battery, performing constant voltage control on the fuel battery to increase the constant power of the fuel battery.
7. The energy management method of a non-plug-in fuel cell vehicle of claim 2, wherein the maximum efficiency output mode of the fuel cell adapted to the third SOC interval configured to adjust the operating state of the fuel cell in conjunction with real-time vehicle power demand comprises:
if the real-time vehicle required power is larger than the maximum output power of the power battery, controlling the fuel battery to start and outputting power with the maximum efficiency to drive the vehicle; and/or
And if the real-time vehicle required power is less than or equal to the minimum output power of the fuel cell, controlling the fuel cell not to start.
8. A machine-readable storage medium having stored thereon instructions for causing a machine to perform the method of energy management of a non-plug-in fuel cell vehicle of any of claims 1-7.
9. A controller for running a program, wherein the program is run to perform: the energy management method of a non-plug-in fuel cell vehicle according to any one of claims 1 to 7.
10. A battery control system of a non-plug-in fuel cell vehicle, characterized by comprising: a power cell system, a fuel cell system, and the controller of claim 9, for energy management of the power cell system and the fuel cell system.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
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| CN202010259733.2A CN112659983B (en) | 2020-04-03 | 2020-04-03 | Energy management method and battery control system for non-plug-in fuel cell vehicle |
| PCT/CN2021/085317 WO2021197479A1 (en) | 2020-04-03 | 2021-04-02 | Energy management method for vehicle with non-plug-in fuel cell, and cell control system |
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| CN202010259733.2A CN112659983B (en) | 2020-04-03 | 2020-04-03 | Energy management method and battery control system for non-plug-in fuel cell vehicle |
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| CN112659983B (en) | 2023-05-12 |
| WO2021197479A1 (en) | 2021-10-07 |
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