CN112659983B - 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
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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 type fuel cell vehicle. The energy management method comprises the following steps: acquiring a state of charge (SOC) value of a power battery in real time; and determining a corresponding fuel cell working mode according to the SOC interval in which the obtained SOC value is located. Wherein, the corresponding relation 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 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 the real-time vehicle power requirement so as to realize energy management between the fuel cell and the power cell, wherein the energy management is adapted to the real-time vehicle power requirement. The invention realizes more reasonable energy management between the fuel cell system and the power cell system on the premise of meeting the driving requirement of the user.
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 type fuel cell vehicle.
Background
New energy vehicle with gradually lacking energy and gradually serious environmental pollution problemsVehicles, such as electric-only vehicles, hybrid vehicles, fuel cell vehicles, and the like, are receiving increasing attention from the government and the 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 widely accepted and popularized to a large extent. In addition, hybrid vehicles also face problems of environmental pollution and energy starvation. In this case, the fuel cell vehicle gradually goes into the line of sight of people. For fuel cell vehicles, hydrogen fuel is one of the most popular fuels at present. The hydrogen energy is a clean and environment-friendly energy source, the emission of the energy source is water generally, and the energy source does not contain NO X 、SO X Harmful gas substances such as CO which does not cause global warming 2 。
In general, the market is mainly based on non-plug-in fuel cell vehicles at present, but the fuel cells have the defects of softer characteristic curves and slower power response, so that the non-plug-in fuel cell vehicles correspondingly have the problem of poor dynamic response. In addition, the fuel cell cannot operate in an optimal operation region under the condition of a large power demand of the vehicle, and thus, the fuel cell has a problem of poor economy. These problems can create a poor driving experience for the customer, affecting the popularization and application of fuel cell vehicles.
Disclosure of Invention
In view of the above, the present invention aims to propose an energy management method for a non-plug-in fuel cell vehicle to at least partially solve the above technical problems.
In order to achieve the above 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 a power battery in real time; and determining a corresponding fuel cell working mode according to the SOC interval in which the obtained SOC value is located. Wherein, the corresponding relation 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 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 the real-time vehicle power requirement so as to realize energy management between the fuel cell and the power cell, wherein the energy management is adapted to the real-time vehicle power requirement.
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 intervals and different fuel cell operation modes includes: 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 section having an SOC value greater than or equal to the preset lower limit and less than or equal to a preset upper limit, and corresponding to the constant power output mode; and a third SOC section having an SOC value greater than the preset upper limit and corresponding to the maximum efficiency output mode.
Further, adapting the maximum power output mode of the fuel cell to the first SOC interval is configured to adjust an operating state of the fuel cell in conjunction with real-time vehicle power demand including: starting the fuel cell and controlling the fuel cell to drive a vehicle at 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 vehicle demand power, and the other part of output power to charge the power battery; and 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 cell and driving 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 output power; 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, adapting the constant power output mode of the fuel cell to the second SOC interval is configured to adjust an operating state of the fuel cell in conjunction with real-time vehicle power demand including: starting the fuel cell and controlling the fuel cell to output a set constant power to drive a vehicle; judging whether the real-time vehicle demand power is smaller 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 drive the vehicle to meet the vehicle required power, and the other part of the constant power is used for charging the power battery; otherwise, the fuel cell is controlled to output the constant power to drive the vehicle, and the power cell is controlled to start for assisting.
Further, adapting the constant power output mode of the fuel cell to the second SOC interval is configured to adjust an operating state of the fuel cell further includes: after the control of the power cell start-up to assist, if the real-time vehicle demand power is greater than the sum of the constant power of the fuel cell and the maximum output power of the power cell, constant voltage control is performed on the fuel cell to increase the constant power of the fuel cell.
Further, the adapting of the maximum efficiency output mode of the fuel cell to the third SOC interval is configured to adjust an operating state of the fuel cell in conjunction with real-time vehicle power demand includes: if the real-time vehicle demand power is greater than the maximum output power of the power battery, controlling the fuel battery to start and outputting power with maximum efficiency to drive the vehicle; and/or if the real-time vehicle demand power is less than or equal to the minimum output power of the fuel cell, controlling the fuel cell not to start.
Compared with the prior art, the energy management method of the non-plug-in 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 power required by the vehicle and the current state of charge (SOC) of the power cell, and more reasonable energy management between the fuel cell system and the power cell system is realized on the premise of meeting the driving requirements of users.
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, which at least partially solve the above technical problems.
In order to achieve the above 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 method of energy management of a non-plug-in fuel cell vehicle described above.
A controller for running a program, wherein the program when run is for performing the energy management method of a non-plug-in fuel cell vehicle described above.
A battery control system for a non-plug-in fuel cell vehicle, comprising: a power cell system, a fuel cell system, and the controller described above for energy management of the power cell system and the fuel cell 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 described herein.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention, illustrate and explain the invention and are not to be construed as limiting the invention.
In the drawings:
FIG. 1 is a flow chart of a method of energy management for a non-plug-in fuel cell vehicle according to an embodiment of the present invention;
FIGS. 2 (a) -2 (c) are schematic flow diagrams of examples of application of the energy management method of embodiments of the present invention at different SOC intervals after a vehicle is started;
FIG. 3 is a schematic diagram of the SOC interval of the power cell corresponding to the power output mode of the fuel cell according to the embodiment of the invention;
FIG. 4 is a schematic diagram of the variation of fuel cell output power with respect to the actual output power of the whole vehicle and the vehicle demand power in an example of an embodiment of the 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 structural diagram of a battery control system of a non-plug-in fuel cell vehicle according to an embodiment of the present invention.
Reference numerals illustrate:
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 collision.
In addition, the non-plug-in fuel cell vehicle referred to in the embodiments of the present invention is also referred to as an extended range fuel cell vehicle, which uses a fuel cell system as a main power source with respect to the plug-in fuel cell vehicle, and the power cell system temporarily boosts the fuel cell when the vehicle demand power is large. In addition, it should be noted that, in the embodiments of the present invention, the power battery system and the fuel battery system include corresponding batteries and battery controllers, for example, a power battery and a power battery controller, but for understanding purposes, in the embodiments of the present invention, the power battery and the power battery system may be equally understood, and the fuel battery system may also be 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 schematic flow chart of an energy management method of a non-plug-in fuel cell vehicle according to an embodiment of the present invention, which is executed by a vehicle controller, for example. As shown in fig. 1, the energy management method may include the steps of:
step S110, an SOC (state of Charge) value of the power battery is obtained in real time.
Wherein the SOC value is used to show the remaining capacity of the corresponding battery, which is typically expressed in percentage.
Step S120, determining a corresponding fuel cell working mode according to the SOC interval in which the obtained SOC value is located.
In the embodiment of the present invention, the correspondence 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 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 the real-time vehicle power requirement so as to realize energy management between the fuel cell and the power cell, wherein the energy management is adapted to the real-time vehicle power requirement.
That is, the embodiment of the invention correspondingly configures different fuel cell working state control strategies for different SOC intervals, so that the power output mode of the fuel cell is controlled, and the real-time vehicle power requirement (or called the driver power requirement) can be met at different stages after the vehicle is started, thereby ensuring the driving experience of the driver. Preferably, the precondition for achieving adjustment of different fuel cell operating conditions may be that the power change of the fuel cell system is based on a constant power output change, 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 present invention is specifically described below by way of example. Fig. 2 (a) -2 (c) are flow diagrams of examples of applying the energy management method of the embodiment of the present invention at different SOC intervals after the vehicle is started.
In this example, the SOC of the power battery is divided into three sections, and corresponds to three operation modes of the fuel cell system, respectively, and the specific correspondence is as follows:
1) 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 section having an SOC value greater than or equal to the preset lower limit and less than or equal to a preset upper limit, and corresponding to the constant power output mode; and
3) And the SOC value of the third SOC interval is larger than the preset upper limit value and corresponds to the maximum efficiency output mode.
If the preset lower limit value is 30% and the preset upper limit value is 70%, the corresponding first, second and third SOC intervals can be respectively represented as SOC < 30%, 30% or more, 70% or less, and SOC > 70%. Wherein, 30% and 70% are according to the actual determined calibration value (TBD), for example, the preset lower limit value is 30%, and the power requirements of PTC (Positive Temperature Coefficient, positive temperature coefficient, on-board the vehicle, referring to the vehicle heater), air compressor and the like need to be considered to reserve enough power for self-heating of the power battery and starting of the fuel battery system. The power battery of the non-plug-in fuel cell vehicle is only used as the power assist of the fuel cell with respect to the plug-in fuel cell vehicle, so that the preset lower limit value can be set to a larger value with respect to the plug-in fuel cell vehicle to ensure the normal operation of the vehicle as much as possible, and the preset upper limit value can be set to a smaller value with respect to the plug-in fuel cell vehicle to enable the control strategy for the fuel cell to be executed as early as possible.
The constant power may be, for example, the rated power of the fuel cell. Taking this as an example, fig. 3 is a schematic diagram of a power output mode of the fuel cell corresponding to an SOC interval of the power 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 the output power corresponding to the maximum power output mode, the constant power output mode and the maximum efficiency output mode is sequentially reduced, namely, the maximum power > rated power > maximum efficiency.
Note that this SOC interval division is exemplary, and in other examples, the SOC interval may be divided into more than three SOC intervals, and the fuel cell operation state for each interval may be refined.
With continued reference to fig. 2 (a) - (c), after the vehicle is started, a determination of the SOC value of the power battery is performed first to determine a corresponding SOC interval, and a corresponding fuel cell operating state control strategy is performed.
1. First SOC interval (SOC < 30%).
Wherein adapting the maximum power output mode of the fuel cell to the first SOC interval is configured to adjust an operating state of the fuel cell in conjunction with real-time vehicle power demand includes: starting the fuel cell and controlling the fuel cell to drive a vehicle at 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 vehicle demand power, and the other part of output power to charge the power battery; and 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, regarding the control of the output power of the fuel cell in cooperation with the power cell to drive the vehicle, it is preferable to include: controlling the fuel cell to stop charging the power cell and driving 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 output power; 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 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 demand power is smaller than the maximum output power of the fuel cell, if yes, 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 cell.
For step SS203 and step S204, as will be understood with reference to fig. 4, fig. 4 is a schematic diagram of the change of the output power of the fuel cell with respect to the actual output power of the whole vehicle and the required power of the vehicle in the example of the embodiment of the present invention, wherein the diagonal line 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 when the required power of the vehicle is lower than the maximum output power of the fuel cell, i.e., the ab phase, the remaining output power of the fuel cell is used to drive the vehicle to charge the power cell, i.e., the power above the ab phase curve is used to charge the power cell (as shown in the "charge" portion of the figure); 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 output of the power cell is limited, the whole vehicle drives the vehicle to run at the power lower than the power requirement of the vehicle, and 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 output of the power cell is limited.
2. The second SOC interval (SOC is more than or equal to 30% and less than or equal to 70%).
Wherein adapting the constant power output mode of the fuel cell to the second SOC interval is configured to adjust an operating state of the fuel cell in conjunction with real-time vehicle power demand includes: starting the fuel cell and controlling the fuel cell to output a set constant power to drive a vehicle; judging whether the real-time vehicle demand power is smaller 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 drive the vehicle to meet the vehicle required power, and the other part of the constant power is used for charging the power battery; otherwise, the fuel cell is controlled to output the constant power to drive the vehicle, and the power cell is controlled to start for assisting. Preferably, after the control of the power cell start-up to assist, if the real-time vehicle required power is greater than the sum of the constant power of the fuel cell and the maximum output power of the power cell, constant voltage control is performed on the fuel cell 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% to 70% SOC, the fuel cell is set to be initially rated to drive the vehicle, and the following steps are performed in consideration of economic (for example, measured by fuel consumption of hundred kilometers of the vehicle running under a certain operating condition or by mileage of the vehicle which can be driven by a certain fuel) problems:
step S205, starting the fuel cell and controlling the fuel cell to output rated power to drive the vehicle.
Step S206, determining whether the real-time vehicle demand power is less than or equal to the current output power of the fuel cell, if yes, executing step S207, otherwise executing step S208.
Wherein the current output power is substantially the corresponding rated power since the fuel cell is operated at a constant power.
Step S207 controls the fuel cell to drive the vehicle, and the power cell is charged with the surplus power.
Step S208, controlling the fuel cell to drive the vehicle, and controlling the power battery to assist.
For steps S206-S208, fig. 5 is a schematic diagram of a power-assisted fuel cell in an example of an embodiment of the present invention. As shown in fig. 5, the initial rated power of the fuel cell is set to be 55KW, the real-time vehicle demand power is set to be 25KW, the charging power of the power cell is smaller along with the increase of the vehicle demand power, and when the vehicle demand power is greater than the rated power of the fuel cell system, the power cell starts to discharge and assist, and the power cell and the fuel cell system supply power to the vehicle together.
Preferably, after step S208, if the vehicle required power continues to increase, when the maximum output power of the power battery plus the rated power of the fuel cell still fails to meet the demand, the fuel cell system increases the fuel cell power to another stable operating point by constant voltage control, taking the above rated power of 55KW as an example, further assuming that the maximum output power of the power battery is 80KW and the vehicle required power is 160KW, the output power of the fuel cell system is increased to be stabilized at 80KW until the SOC of the power battery is lower than 30%. Among them, constant voltage control and aim to achieve constant power output of the fuel cell.
Compared with the traditional power following type energy management strategy, the output power of the fuel cell is constant for most of time at the stage, the defect of slower power response of the fuel cell is avoided, and compared with the energy management strategy based on constant current of the fuel cell, the strategy based on constant voltage 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.
3. Third SOC interval (SOC > 70%).
Wherein the adapting of the maximum efficiency output mode of the fuel cell to the third SOC interval is configured to adjust an operating state of the fuel cell in conjunction with real-time vehicle power demand includes: if the real-time vehicle demand power is greater than the maximum output power of the power battery, controlling the fuel battery to start and outputting power with maximum efficiency to drive the vehicle; and if the real-time vehicle demand power is less than or equal to the minimum output power of the fuel cell, controlling the fuel cell not to start.
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 yes, executing step S210, otherwise executing step S211.
Step S210, the fuel cell is started and outputs power with maximum efficiency.
At this time, the power battery drives the vehicle as a main power source.
Step S211, controlling the fuel cell not to start when the real-time vehicle demand power is less than or equal to the minimum output power of the fuel cell.
At this time, the vehicle can be in a creeping state, and the power required by the vehicle is very small, so that the vehicle can be driven to run by completely utilizing the power battery.
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 power required by the vehicle and the current state of charge (SOC) 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 requirement of a user. Particularly, the method of the embodiment of the invention avoids the defect of slower power response of the fuel cell when the fuel cell system works in the rated power interval, and simultaneously considers the economical efficiency of hydrogen fuel because the fuel cell system works in the better working interval.
Another embodiment of the present invention further provides a controller for running a program, where the program is executed to perform the energy management method of the non-plug-in fuel cell vehicle described in the foregoing 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 performing 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 the battery energy management, reference may be made to the above-mentioned embodiments of the energy management method for the non-plug-in fuel cell vehicle, and no further description is given here.
Another embodiment of the present invention also provides a machine-readable storage medium having stored thereon instructions for causing a machine to perform the energy management method of the non-plug-in fuel cell vehicle according to the above embodiment.
It will be appreciated by those skilled in the art that 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 flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations 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 one typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
The memory may include volatile memory in a computer-readable medium, random Access Memory (RAM) and/or nonvolatile memory, etc., such as Read Only Memory (ROM) or flash RAM. 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 storage media for a computer 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, which can be used to store information that can be accessed by a computing device. Computer-readable media, as defined herein, does not include transitory computer-readable media (transmission media), such as modulated data signals and carrier waves.
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 one … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises an element.
The foregoing is merely exemplary of the present application and is not intended to limit the present application. Various modifications and changes may be made to the present application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. which are within the spirit and principles of the present application are intended to be included within the scope of the claims of the present application.
Claims (7)
1. An energy management method of a non-plug-in fuel cell vehicle, characterized by comprising:
acquiring a state of charge (SOC) value of a power battery in real time; and
determining a corresponding fuel cell working mode according to an SOC interval in which the obtained SOC value is located;
wherein, the corresponding relation 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 is configured as follows: after the vehicle is started, controlling the fuel cell to start, and adjusting the power output mode of the fuel cell by combining with the real-time vehicle power requirement so as to realize the energy management between the fuel cell and the power cell, wherein the energy management is adapted to the real-time vehicle power requirement;
the fuel cell operation modes comprise a maximum power output mode, a constant power output mode and a maximum efficiency output mode of the fuel cell;
when the fuel cell is operated in the constant power output mode, the output power thereof is the rated power of the fuel cell or another stable operating power achieved by constant voltage control,
the corresponding relation between the different SOC intervals and the different fuel cell working modes comprises the following steps:
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 section having an SOC value greater than or equal to the preset lower limit and less than or equal to a preset upper limit, and corresponding to the constant power output mode; and
a third SOC interval having an SOC value greater than the preset upper limit and corresponding to the maximum efficiency output mode,
adapting the maximum power output mode of the fuel cell to the first SOC interval is configured to adjust an operating state of the fuel cell in conjunction with real-time vehicle power demand including:
starting the fuel cell and controlling the fuel cell to drive a vehicle at 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 vehicle demand power, and the other part of output power to charge the power battery;
if not, controlling the fuel cell and the power cell to output power in a matched manner to drive the vehicle, and
the controlling the fuel cell and the power cell to cooperate to output power to drive the vehicle includes:
controlling the fuel cell to stop charging the power cell and driving 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 output power; 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.
2. The method of energy management of a non-plug-in fuel cell vehicle of claim 1, wherein the constant power output mode of the fuel cell being adapted to the second SOC interval is configured to adjust an 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 a set constant power to drive a vehicle;
judging whether the real-time vehicle demand power is smaller 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 drive the vehicle to meet the vehicle required power, and the other part of the constant power is used for charging the power battery;
otherwise, the fuel cell is controlled to output the constant power to drive the vehicle, and the power cell is controlled to start for assisting.
3. 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 being adapted to the second SOC interval is configured to adjust an operating state of the fuel cell further comprises:
after the control of the power cell start-up to assist, if the real-time vehicle demand power is greater than the sum of the constant power of the fuel cell and the maximum output power of the power cell, constant voltage control is performed on the fuel cell to increase the constant power of the fuel cell.
4. The method of energy management of a non-plug-in fuel cell vehicle of claim 1, wherein the adapting of the maximum efficiency output mode of the fuel cell to the third SOC interval is configured to adjust an operating state of the fuel cell in conjunction with real-time vehicle power demand comprises:
if the real-time vehicle demand power is greater than the maximum output power of the power battery, controlling the fuel battery to start and outputting power with maximum efficiency to drive the vehicle; and/or
And if the real-time vehicle demand power is smaller than or equal to the minimum output power of the fuel cell, controlling the fuel cell not to start.
5. A machine-readable storage medium having instructions stored thereon for causing a machine to perform the energy management method of a non-plug-in fuel cell vehicle of any one of claims 1-4.
6. A controller for running a program, wherein the program is run for performing: the energy management method of a non-plug-in fuel cell vehicle according to any one of claims 1 to 4.
7. A battery control system of a non-plug-in fuel cell vehicle, the battery control system comprising: a power cell system, a fuel cell system, and the controller of claim 6 for energy management of the power cell system and the fuel cell 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 |
| 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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| CN113415179A (en) * | 2021-08-02 | 2021-09-21 | 奇瑞万达贵州客车股份有限公司 | Hydrogen fuel cell passenger car hybrid power driving system and control method |
| CN113696748B (en) * | 2021-08-30 | 2023-09-05 | 东风汽车集团股份有限公司 | Fuel cell power supply system, control method and control device thereof |
| CN113511111B (en) * | 2021-09-01 | 2024-04-16 | 潍柴动力股份有限公司 | Fuel cell system control method, device, apparatus and readable storage medium |
| CN115871524A (en) * | 2021-09-29 | 2023-03-31 | 未势能源科技有限公司 | Control method and device for fuel cell module of vehicle and vehicle |
| CN113895317B (en) * | 2021-11-23 | 2023-07-25 | 中车工业研究院(青岛)有限公司 | Control method and device of multi-energy coupling power system and vehicle |
| CN114179637B (en) * | 2021-12-30 | 2024-08-13 | 中联重科股份有限公司 | Vehicle self-adaptive energy management method, system and storage medium |
| CN114872683B (en) * | 2022-05-20 | 2024-07-05 | 一汽解放汽车有限公司 | Vehicle control method, device, computer device and storage medium |
| CN115071456B (en) * | 2022-06-13 | 2024-05-14 | 一汽解放汽车有限公司 | Control method of SOFC (solid oxide Fuel cell) range-extending system, SOFC range-extending system and vehicle |
| CN115195476B (en) * | 2022-09-15 | 2023-01-13 | 盛瑞传动股份有限公司 | Vehicle energy management method, device, equipment, readable storage medium and vehicle |
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