CN112937372A - 环保车辆的燃料电池控制装置、包括其的系统及其方法 - Google Patents
环保车辆的燃料电池控制装置、包括其的系统及其方法 Download PDFInfo
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- CN112937372A CN112937372A CN202010636061.2A CN202010636061A CN112937372A CN 112937372 A CN112937372 A CN 112937372A CN 202010636061 A CN202010636061 A CN 202010636061A CN 112937372 A CN112937372 A CN 112937372A
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Abstract
本申请提供一种环保车辆的燃料电池控制装置、包括该装置的系统及其方法。该装置包括:存储装置,存储根据驾驶模式的根据空气密度和高压电池的当前电池状态映射燃料电池的附加输出量的信息;以及处理器,响应于马达的所需输出量来控制燃料电池的输出量,基于映射燃料电池的附加输出量的信息,根据空气密度、当前电池状态和驾驶模式来改变燃料电池的输出量。
Description
相关申请的交叉引用
本申请要求于2019年12月10日向韩国知识产权局提交的申请号为10-2019-0164181的韩国专利申请的优先权的权益,该韩国专利申请的全部内容通过引用并入本文。
技术领域
本公开涉及一种环保车辆的燃料电池控制装置、包括该装置的系统及其方法,并且更具体地,涉及一种改变燃料电池的输出量的技术。
背景技术
环保车辆中的混合动力车辆指通过有效地组合两种以上不同类型的动力源来驱动。在大多数情况下,混合动力车辆是指由燃烧燃料(诸如汽油的化石燃料)以获得旋转力的发动机和利用电池电力获得旋转力的电动马达驱动的车辆。这通常称为混合动力电动车辆(HEV)。
这种混合动力车辆是未来型车辆,其能够采用发动机和作为辅助动力源的电动马达来促进提高燃料效率并减少废气。响应于应提高燃料效率和开发环保产品的时代需求,对混合动力车辆进行了积极的研究。
混合动力车辆以诸如电动车辆(electric vehicle,EV)模式、混合动力电动车辆(hybrid electric vehicle,HEV)模式或者再生制动(regenerative braking,RB)模式的驾驶模式来驾驶,电动车辆(electric vehicle,EV)模式是仅利用电动马达(驱动马达)的电力的纯电动车辆模式,混合动力电动车辆(hybrid electric vehicle,HEV)模式利用发动机的旋转力作为主要动力并利用驱动马达的旋转力作为辅助动力,再生制动(regenerative braking,RB)模式通过驱动马达的发电而回收车辆的制动或滑行制动和惯性能量以对电池进行充电。
尽管这种环保车辆在行驶时响应于随海拔(大气压力)变化而变化的空气密度来调低燃料电池的最大输出(电流),但是由于马达的所需输出量保持不变,所以电池的使用可以增加燃料电池的最大输出的减少量,以对应马达的所需输出量。
换言之,因为当车辆在高海拔道路上行驶时消耗电池充电状态(SOC)的速度比当车辆在低海拔道路上行驶时快,即,在正常情况下,很难维持目标SOC。由于电池不足情况的行驶区域增加会导致驾驶稳定性降低。
发明内容
提出本公开以解决现有技术中出现的上述问题,同时完好地保持现有技术所实现的优点。
本公开的方面提供一种根据空气密度、海拔和大气压力中的一个和当前充电状态(SOC)来改变燃料电池的附加输出量并稳定地维持目标SOC而使电池不足的情况最小化并防止驾驶稳定性降低的环保车辆的燃料电池控制装置、包括该装置的系统及其方法。
本发明构思要解决的技术问题不限于上述问题,并且本公开所属领域的技术人员从以下描述中将清楚地理解本文中未提及的任何其它技术问题。
根据本公开的方面,一种环保车辆的燃料电池控制装置可以包括:存储装置,存储根据驾驶模式的根据空气密度和高压电池的当前电池状态映射燃料电池的附加输出量的信息;以及处理器,响应于马达的所需输出量来控制燃料电池的输出量,基于映射燃料电池的附加输出量的信息,根据空气密度、当前电池状态和驾驶模式来改变燃料电池的输出量。
在实施例中,处理器可以利用车辆的当前海拔和大气压力来判断空气密度。
在实施例中,处理器可以基于车速信息、加速器信息和制动信息来判断驾驶模式
在实施例中,处理器可以在海拔或大气压力大于预定阈值时判断驾驶模式。
在实施例中,处理器可以根据海拔或大气压力来改变目标充电状态(SOC)。
在实施例中,当空气密度小于预定阈值,驾驶模式是加速器模式,并且马达的所需输出量大于或等于预定马达阈值时,处理器可以利用燃料电池的输出量和高压电池的放电量来改变马达的所需输出量。
在实施例中,当空气密度小于预定阈值,驾驶模式是加速器模式,并且马达的所需输出量小于预定马达阈值时,处理器可以增加燃料电池的输出量以对高压电池进行充电。
在实施例中,当马达的所需输出量小于预定马达阈值时,处理器通过将用于对高压电池进行充电的燃料电池的附加输出量与马达的所需输出量相加来确定燃料电池的输出量。
在实施例中,处理器可以基于映射燃料电池的附加输出量的信息,根据空气密度、海拔和大气压力中的至少一个和当前SOC来确定加速器模式下燃料电池的附加输出量。
在实施例中,当空气密度小于预定阈值并且当驾驶模式为怠速模式时,处理器可以增加燃料电池的输出量以对高压电池进行充电。
在实施例中,处理器可以通过将用于在怠速模式下对高压电池进行充电的燃料电池的附加输出量与当前SOC充电量相加来增加燃料电池的输出量。
在实施例中,处理器可以基于映射燃料电池的附加输出量的信息,根据空气密度、海拔和大气压力中的至少一个和当前SOC来确定怠速模式下燃料电池的附加输出量。
在实施例中,当空气密度小于预定阈值,驾驶模式是滑行再生模式,并且当前SOC小于预定电池阈值时,处理器可以增加燃料电池的输出量以对高压电池进行充电。
在实施例中,处理器可以基于映射燃料电池的附加输出量的信息,根据空气密度、海拔和大气压力中的至少一个和当前SOC来确定滑行再生模式下燃料电池的附加输出量。
在实施例中,处理器可以将滑行再生模式下燃料电池的附加输出量确定为燃料电池的输出量。
在实施例中,当空气密度小于预定阈值,驾驶模式是滑行再生模式,并且当前SOC大于或等于预定电池阈值时,处理器可以停止操作燃料电池。
根据本公开的另一方面,一种环保车辆系统可以包括:感测装置,感测空气密度、海拔和大气压力中的至少一个;以及燃料电池控制器,响应于马达的所需输出量来控制燃料电池的输出量,根据空气密度、海拔和大气压力中的一个、高压电池的当前电池状态和驾驶模式来改变燃料电池的输出量。
根据本公开的另一方面,一种环保车辆的燃料电池控制方法可以包括:感测空气密度、海拔和大气压力中的至少一个;以及响应于马达的所需输出量来控制燃料电池的输出量,根据空气密度、海拔和大气压力中的一个、高压电池的当前电池状态和驾驶模式来改变燃料电池的输出量。
在实施例中,改变燃料电池的输出量可以包括:当空气密度小于预定空气密度阈值或者海拔或大气压力大于预定海拔阈值或预定大气压力阈值,驾驶模式是加速器模式,并且马达的所需输出量小于预定马达阈值时,增加燃料电池的输出量以对高压电池进行充电。
在实施例中,改变燃料电池的输出量可以包括:当空气密度小于预定空气密度阈值或者海拔或大气压力大于预定海拔阈值或预定大气压力阈值,并且驾驶模式是怠速模式时,增加燃料电池的输出量以对高压电池进行充电。
在实施例中,改变燃料电池的输出量可以包括:当空气密度小于预定空气密度阈值或者海拔或大气压力大于预定海拔阈值或预定大气压力阈值,驾驶模式是滑行再生模式,并且当前SOC小于预定电池阈值时,增加燃料电池的输出量以对高压电池进行充电。
附图说明
通过下面结合附图的详细描述,本公开的上述和其它目的、特征和优点将更加显而易见:
图1是示出根据本公开的实施例的包括用于环保车辆的燃料电池控制装置的车辆系统的配置的框图;
图2是示出根据本公开的实施例的燃料电池的输出根据海拔的变化的示图;
图3A和图3B是示出根据本公开的实施例的根据海拔的马达所需输出的示图;
图4A和图4B是示出根据本公开的实施例的在加速器模式下的电池充电策略的示图;
图5A和图5B是示出根据本公开的实施例的在怠速(idle)模式下的电池充电策略的示图;
图6A和图6B是示出根据本公开的实施例的在滑行(coast)再生模式下的电池充电策略的示图;
图7是示出根据本公开的实施例的环保车辆的燃料电池控制方法的流程图;
图8是示出根据本公开的实施例的SOC的变化的曲线图;以及
图9是示出根据本公开的实施例的计算系统的框图。
具体实施方式
在下文中,将参照示例性附图详细描述本公开的一些实施例。在将附图标记添加到每个附图的组件时,应注意的是,相同或等同的组件由相同的附图标记表示,即使它们在其它附图上示出。此外,在描述本公开的实施例时,将省略对公知的特征或功能的详细描述,以免不必要地模糊本公开的主旨。
在描述根据本公开的实施例的组件时,可以使用诸如“第一”、“第二”、“A”、“B”、“(a)”、“(b)”等术语。这些术语仅旨在将一个组件与另一组件区分开,并且这些术语不限制组成组件的性质、顺序或次序。除非另有定义,否则本文中使用的包括技术术语或科学术语的所有术语具有与本公开所属领域的技术人员通常理解的含义相同的含义。诸如在通用词典中定义的那些术语的术语被解释为具有与相关技术领域中的上下文含义相同的含义,并且不应解释为具有理想化或过于形式化的含义,除非在本申请中明确定义具有该含义。
在下文中,将参照图1至图9详细描述本公开的实施例。
图1是示出根据本公开的实施例的包括环保车辆的燃料电池控制装置的车辆系统的配置的框图。
参照图1,根据本公开的实施例的车辆系统可以包括燃料电池控制器100、感测装置200、燃料电池300和高压电池400。
根据本公开的实施例的燃料电池控制器100可以实现在车辆中。在这种情况下,燃料电池控制器100可以与车辆中的控制单元集成,或者可以实现为单独的装置并通过单独的连接装置与车辆的控制单元连接。
燃料电池控制器100可以响应于马达的所需输出量来控制燃料电池300的输出量,燃料电池控制器100可以根据空气密度、海拔和大气压力中的一种、当前电池状态(例如,SOC)和驾驶模式来改变燃料电池300的输出量。
在这种情况下,驾驶模式可以分类为加速器(Acceleratoring)模式、怠速(Idle)模式或滑行再生(Coast regeneration)模式。
燃料电池控制器100可以利用车速信息、加速器信息和制动踏板信息来判断驾驶模式。
换言之,加速器模式可以是在车辆行驶的状态下(在有车速的状态下)驾驶员踩下加速器踏板时的模式,即驾驶员想要加速时的模式。怠速模式可以对应于没有车速并且驾驶员踩下制动踏板时的模式。滑行再生模式可以是在虽然有车速但驾驶员没有踩下加速器踏板和制动踏板的状态下车辆由于惯性而行驶的模式。
燃料电池控制器100可以包括通信装置110、存储装置120和处理器130。
通信装置110可以是实现为各种电子电路以与车辆中的装置传送和接收信号的硬件装置。在本公开的实施例中,通信装置110可以实现车辆中的网络通信技术。在本文中,车辆中的网络通信技术可以是通过控制器局域网(CAN)通信、本地互连网络(LIN)通信、flex-ray通信等来执行车辆间通信。
存储装置120可以存储感测装置200的感测结果,并且可以存储处理器130的操作所需的数据和/或算法等。
作为示例,存储装置120可以存储映射了针对每种驾驶模式的空气密度、海拔和大气压力中的一个与根据SOC的燃料电池300的附加输出量的查找表。存储装置120可以存储由实验值预先确定的用于判断马达所需输出的马达阈值、用于判断SOC充电量的电池阈值。
存储装置120可以包括至少一种类型的存储介质,诸如闪存类型的存储器、硬盘类型的存储器、微型类型的存储器、卡类型的存储器(例如,安全数字(SD)卡或极限数字(XD)卡)、随机存取存储器(RAM)、静态RAM(SRAM)、只读存储器(ROM)、可编程ROM(PROM)、电可擦除PROM(EEPROM)、磁性RAM(MRAM)、磁盘或光盘。
处理器130可以与通信装置110、存储装置120等电连接,并且可以电控制各个组件。处理器130可以是执行软件指令的电路并且可以执行以下描述的各种数据处理和计算。
处理器130可以处理在燃料电池控制器100的各个组件之间传递的信号。例如,处理器130可以是搭载到车辆中的电子控制单元(ECU)、微控制器单元(MCU)或其他子控制器。
处理器130可以响应于马达的所需输出量来控制燃料电池300的输出量,并可以基于映射信息根据空气密度、当前电池状态以及驾驶模式来改变燃料电池300的输出量。在这种情况下,处理器130可以利用车辆的当前海拔或当前大气压力来判断空气密度。
此外,处理器130可以基于车速信息、加速器信息和制动信息来判断驾驶模式。此外,当海拔或大气压力大于预定阈值时,处理器130可以判断驾驶模式。
处理器130可以根据海拔或大气压力来改变目标充电状态(SOC)。在这种情况下,因为当海拔或大气压力变得大于预定阈值时电池的使用量可能增加,所以处理器130可以增加目标SOC。
当空气密度小于预定阈值,驾驶模式是加速器模式,并且马达的所需输出量大于或等于预定马达阈值时,处理器130可以利用燃料电池300的输出量和高压电池400的放电量来改变马达的所需输出量。
另一方面,当空气密度小于预定阈值,驾驶模式为加速器模式,并且马达的所需输出量小于预定马达阈值时,处理器130可以增加燃料电池300的输出量以对高压电池400进行充电。这样,当空气密度小于预定空气密度阈值或者海拔或大气压力大于预定海拔阈值或预定大气压力阈值,并且车辆在加速器模式下行驶时,处理器130可以根据空气密度、海拔或大气压力和SOC来改变并确定用于对高压电池400进行充电的燃料电池300的附加输出量。
换言之,当空气密度小于预定空气密度阈值或者海拔或大气压力大于预定海拔阈值或预定大气压力阈值,并且车辆以加速器模式行驶时,处理器130可以增加燃料电池300的附加输出量以增加燃料电池300的输出量并且可以对高压电池400进行充电。
当马达的所需输出量小于预定马达阈值时,处理器130可以将用于对高压电池400进行充电的燃料电池300的附加输出量与马达的所需输出量相加来确定燃料电池300的输出量。处理器130可以基于映射信息根据空气密度、海拔和大气压力中的至少一个和当前SOC来确定在加速器模式下燃料电池300的附加输出量。
当空气密度小于预定阈值并且驾驶模式为怠速模式时,处理器130可以增加燃料电池300的输出量以对高压电池400进行充电。此外,处理器130可以将用于在怠速模式下对高压电池400进行充电的燃料电池300的附加输出量与当前SOC充电量相加来增加燃料电池300的输出量。换言之,处理器130可以基于映射信息根据空气密度、海拔和大气压力中的至少一个和当前SOC来确定在怠速模式下的燃料电池300的附加输出量。
当空气密度小于预定阈值,驾驶模式是滑行再生模式,并且当前SOC小于预定电池阈值时,处理器130可以增加燃料电池的输出量300以对高压电池400进行充电。在这种情况下,处理器130可以基于映射信息根据空气密度、海拔和大气压力中的至少一个和当前SOC来确定滑行再生模式下的燃料电池300的附加输出量。此外,处理器130可以将滑行再生模式下的燃料电池300的附加输出量确定为燃料电池300的输出量。
当空气密度小于预定阈值,驾驶模式是滑行再生模式,并且当前SOC大于或等于预定电池阈值时,处理器130可以停止操作燃料电池300以防止由于高压电池400的充电量虽然充足但却被持续充电而导致电池异常。
感测装置200可以感测车辆的当前海拔或大气压力,为此可以包括大气压力传感器、海拔传感器等。
图2是示出根据本公开的实施例的燃料电池的输出根据海拔的变化的示图。
参照图2,可以在最大值M与最小值m之间的范围内确定燃料电池的输出量。在这种情况下,可以看出,当海拔或大气压力变高时,燃料电池的输出量的最大值M开始减小。
图3A和图3B是示出根据本公开的实施例的根据海拔的马达所需输出的示图。
3A表示根据常规逻辑的马达所需输出。图3B表示根据本公开的实施例的马达所需输出。
参照图3A,当马达的所需输出量在③和④之间的区间A内时,可以仅利用燃料电池行驶,不对高压电池进行充电,并且动力源充足。
当马达的所需输出量增加到在②和③之间的区间B时,应利用燃料电池的极限输出(最大值),并使高压电池放电以辅助燃料电池的输出量,以便使动力源充足。
当马达的所需输出量在②和③之间的区间内的情况C继续时,由于SOC变低,因此电池辅助量减小或无法辅助电池。即使利用燃料电池的极限输出,电池辅助量也不足并且动力源也不足。
此后,当马达的所需输出量增加到①和②之间的区间D时,由于利用燃料电池的极限输出并且利用电池的极限输出,因此动力源可能不足。换言之,因为在区间D中马达的所需输出量大于燃料电池的可用输出,所以可能发生电压下降并且可能使驾驶性能降低。
如图3A所示,常规逻辑继续执行爬坡或在车辆在高速公路上行驶等的情况下在所有区间A、B和D中消耗电池的SOC的方向上行驶。随着海拔的升高,由于区间A(③和④之间的区域)变小,因此在相同的驾驶情况下会增加电池的消耗频率。因此,可以增加进入环境C的频率。
另一方面,参照图3B,当马达的所需输出量在③和④之间的区间A内时,可以仅使用燃料电池行驶,对高压电池进行充电从而动力源充足,SOC保持恒定值,所以可以减小进入区间B的频率。
换言之,本公开的实施例可以通过在③和④之间的区间A内对高压电池进行充电而减小由于滑行再生模式和怠速模式中充电量的增加而导致驾驶性能降低的②和③之间的区间的发生频率。
图4A和图4B是示出根据本公开的实施例的在加速器模式下的电池充电策略的示图。
图4A表示在加速器模式下不根据海拔对高压电池进行充电的常规逻辑。图4B表示在加速器模式下根据海拔对高压电池进行充电的示例。
参照图4B,随着海拔增加,燃料电池的输出量的最小值可以进一步减小,并且需要高压电池的辅助。因此,可以对高压电池进行充电以维持SOC。
图5A和图5B是示出根据本公开的实施例的在怠速模式下的电池充电策略的示图。
图5A表示常规的怠速模式下的SOC。图5B表示根据本公开的实施例的怠速模式下的SOC。
参照图5B,在怠速模式下,目标SOC可以随海拔和当前SOC而变化。
图6A和图6B是示出根据本公开的实施例的在滑行再生模式下的电池充电策略的示图。
图6A表示常规的滑行再生模式下的充电量的变化。图6B表示根据本公开的实施例的滑行再生模式下的充电量的变化。
参照图6B,可以根据海拔和当前SOC来调节燃料电池的输出量。
在下文中,将参照图7详细描述根据本公开的实施例的环保车辆的燃料电池控制方法。图7是示出根据本公开的实施例的环保车辆的燃料电池控制方法的流程图。
在下文中,假设图1的燃料电池控制器100执行图7的过程。此外,在对图7的描述中,被描述为由装置执行的操作可以被理解为由燃料电池控制器100的处理器130控制。
参照图7,在正常驾驶期间(S101),装置可以判断车辆行驶的道路的海拔是否大于预定阈值(S102)。在这种情况下,在图7中,实施例被例示为装置利用大气压力传感器、海拔传感器、地图信息等来判断车辆行驶的道路的海拔或大气压力,并判断当前空气密度。然而,实施例不限于此。例如,装置可以应用能够判断当前空气密度的各种方法。
当车辆行驶的道路的海拔小于或等于预定阈值时,装置可以维持现有的驾驶模式以继续驾驶车辆(S103)。
当车辆行驶的道路的海拔大于预定阈值时,装置可以根据海拔改变目标SOC的同时判断驾驶模式(S104)。在这种情况下,随着海拔增加,利用高压电池的可能性增加,因此装置可以增加目标SOC。换言之,装置可以基于根据海拔或大气压力预先映射SOC的查找表根据海拔来改变目标SOC。
在这种情况下,驾驶模式可以分类为加速器模式、怠速模式或滑行再生模式。装置可以利用车速信息、加速器信息和制动踏板信息来判断驾驶模式。
换言之,加速器模式可以是在车辆行驶的状态下(在有车速的状态下)驾驶员踩下加速器踏板时的模式,即驾驶员想要加速时的模式。怠速模式可以对应于没有车速并且驾驶员踩下制动踏板时的模式。滑行再生模式可以是在虽然有车速但驾驶员没有踩下加速器踏板和制动踏板的状态车辆由于惯性而行驶的模式。
下面的过程公开了根据每个驾驶模式改变和控制燃料电池的附加输出量的过程。
首先,当驾驶模式为加速器模式时(S201),装置可以判断马达的所需输出量是否小于预定参考值m(S202)。
当马达所需输出量小于预定参考值m时,装置可以通过将马达的所需输出量与根据海拔和当前SOC确定的附加量a相加来计算燃料电池的输出量(S203)。在这种情况下,当海拔高时,装置可以考虑燃料电池的输出量的最大值来计算附加量a。附加量a可以对应于用于对高压电池进行充电的输出。例如,假设燃料电池的输出量的最大值为100并且马达的所需输出量为70,则可以根据马达的所需输出量将燃料电池的输出量设置为70。然后,当海拔增加时,随着燃料电池的输出量的最大值减小到80,并且马达的所需输出量保持70不变,从而燃料电池的输出量可以设置为70,但是燃料电池的输出量可以增加用于对高压电池进行充电的附加量a(例如10)而被输出为80。因此,随着燃料电池的输出量变为80,70可以用于驱动马达,剩余的10可以用于对高压电池进行充电。在这种情况下,由于附加量a根据海拔和当前SOC而变化,因此高压电池的充电量可以变化。
当马达的所需输出量大于或等于预定参考值m时,装置可以通过将燃料电池的输出量与电池辅助量(assist amount)相加来调节马达的所需输出量(S204)。换言之,装置可以以马达的所需输出量来输出燃料电池的输出量,并且可以通过使高压电池放电来增加燃料电池的输出量的不足量。
同时,当驾驶模式为怠速模式时(S301),装置可以通过将现有SOC充电量与根据海拔和当前SOC的附加量b相加来确定燃料电池的输出量(S302)。换言之,装置可以以附加量b对高压电池进行充电,并且可以通过改变附加量b来调节高压电池的充电量。
同时,当驾驶模式为滑行再生模式时(S401),装置可以判断当前SOC是否小于预定阈值s(S402)。
当当前SOC小于预定阈值s时,装置可以将根据海拔和当前SOC的附加量c确定为燃料电池的输出量(S403)。在这种情况下,附加量c可以是用于对高压电池进行充电的输出。装置可以以附加量c对高压电池进行充电。
同时,当当前SOC大于或等于预定阈值s时,装置可以停止操作燃料电池(S404)。换言之,当SOC值已经很大时,如果继续对高压电池进行充电,在高压电池中会出现问题,因此装置可以停止操作燃料电池以防止危险情况。在这种情况下,停止操作燃料电池可以包括暂停启动等。
在这种情况下,针对每种驾驶模式的附加量a、b或c可以存储在根据海拔和当前SOC映射的查找表中。因此,当确定燃料电池的输出量时,装置可以针对每个驾驶模式利用根据海拔和当前SOC映射的附加量a、b和c。
图8是示出根据本公开的实施例的SOC的变化的曲线图。
参照图8,当车辆在高海拔的道路上高速行驶时以常规方式控制燃料电池时,SOC可继续减小以至小于最小值。由于SOC的减小导致电池辅助量不足,可用输出不足并且驾驶性能降低。因此,如本公开的实施例中所提出的,当车辆在高海拔的道路上高速行驶时,可以改变和控制燃料电池的附加输出量以对高压电池进行附加充电,使得SOC稳定地保持在目标SOC附近。
这样,因为在诸如高海拔道路的稀薄空气的情况下燃料电池的输出降低,并且电池消耗大时,本公开的实施例可以根据海拔和SOC针对每种驾驶模式以燃料电池的附加输出量对电池进行充电,从而提高SOC的保持力,并且抑制由于可用输出的不足而导致的驾驶稳定性降低。
图9是示出根据本公开的实施例的计算系统的框图。
参照图9,计算系统1000可以包括经通过总线1200彼此连接的至少一项处理器1100、存储器1300、用户界面输入装置1400、用户界面输出装置1500、存储装置1600和网络接口1700。
处理器1100可以是中央处理单元(CPU)或处理存储在存储器1300和/或存储装置1600中的指令的半导体装置。存储器1300和存储装置1600可以包括各种类型的易失性或非易失性存储介质。例如,存储器1300可以包括ROM(只读存储器)1310和RAM(随机存取存储器)1320。
因此,结合本文公开的实施例描述的方法或算法的操作可以直接实施为由处理器1100执行的硬件、软件模块或者硬件和软件模块的组合。软件模块可以驻留在诸如RAM存储器、闪存存储器、ROM存储器、EPROM存储器、EEPROM存储器、寄存器、硬盘、可移除磁盘和CD-ROM的存储介质(即,存储器1300和/或存储装置1600)上。
示例性存储介质可以联接到处理器1100,并且处理器1100可以从存储介质中读取信息并且可以将信息记录在存储介质中。可选地,存储介质可以与处理器1100集成。处理器1100和存储介质可以驻留在专用集成电路(ASIC)上。ASIC可以驻留在用户终端上。在另一情况下,处理器1100和存储介质可以作为单独的组件驻留在用户终端上。
本技术可以根据空气密度、海拔和大气压力中的一个和当前SOC来改变燃料电池的附加输出量,以稳定地维持目标SOC,从而使电池不足的情况最小化并防止驾驶稳定性降低。
另外,可以提供通过本公开直接或间接确定的各种效果。
上文中,尽管参考示例性实施例和附图描述了本公开,但是本公开不限于此,而是在不脱离所附权利要求书要求保护的本公开的宗旨和范围的情况下,可以由本公开所属领域的技术人员进行各种修改和改变。
因此,提供本公开的示例性实施例以解释本公开的宗旨和范围,但不限制它们,使得本公开的宗旨和范围不受实施例的限制。本公开的范围应该基于所附权利要求书来解释,并且在权利要求书的等同范围内的所有技术思想都应包括在本公开的范围内。
Claims (20)
1.一种环保车辆的燃料电池控制装置,包括:
存储装置,存储根据驾驶模式的根据空气密度和高压电池的当前电池状态映射燃料电池的附加输出量的信息;以及
处理器,响应于马达的所需输出量来控制所述燃料电池的输出量,基于映射所述燃料电池的附加输出量的所述信息,根据所述空气密度、所述当前电池状态和所述驾驶模式来改变所述燃料电池的输出量。
2.根据权利要求1所述的装置,其中,
所述处理器利用车辆的当前海拔或大气压力来判断所述空气密度。
3.根据权利要求1所述的装置,其中,
所述处理器基于车速信息、加速器信息和制动信息来判断所述驾驶模式。
4.根据权利要求2所述的装置,其中,
所述处理器在所述海拔或所述大气压力大于预定阈值时判断所述驾驶模式。
5.根据权利要求2所述的装置,其中,
所述处理器根据所述海拔或所述大气压力来改变目标充电状态即目标SOC。
6.根据权利要求1所述的装置,其中,
当所述空气密度小于预定阈值,所述驾驶模式是加速器模式,并且所述马达的所需输出量大于或等于预定马达阈值时,所述处理器利用所述燃料电池的输出量和所述高压电池的放电量来改变所述马达的所需输出量。
7.根据权利要求1所述的装置,其中,
当所述空气密度小于预定阈值,所述驾驶模式是加速器模式,并且所述马达的所需输出量小于预定马达阈值时,所述处理器增加所述燃料电池的输出量以对所述高压电池进行充电。
8.根据权利要求7所述的装置,其中,
当所述马达的所需输出量小于所述预定马达阈值时,所述处理器通过将用于对所述高压电池进行充电的所述燃料电池的附加输出量与所述马达的所需输出量相加来确定所述燃料电池的输出量。
9.根据权利要求8所述的装置,其中,
所述处理器基于映射所述燃料电池的附加输出量的所述信息,根据所述空气密度、海拔和大气压力中的至少一个和当前SOC来确定所述加速器模式下所述燃料电池的附加输出量。
10.根据权利要求1所述的装置,其中,
当所述空气密度小于预定阈值并且当所述驾驶模式为怠速模式时,所述处理器增加所述燃料电池的输出量以对所述高压电池进行充电。
11.根据权利要求10所述的装置,其中,
所述处理器通过将用于在所述怠速模式下对所述高压电池进行充电的所述燃料电池的附加输出量与当前SOC充电量相加来增加所述燃料电池的输出量。
12.根据权利要求11所述的装置,其中,
所述处理器基于映射所述燃料电池的附加输出量的所述信息,根据所述空气密度、海拔和大气压力中的至少一个和当前SOC来确定所述怠速模式下所述燃料电池的附加输出量。
13.根据权利要求1所述的装置,其中,
当所述空气密度小于预定阈值,所述驾驶模式是滑行再生模式,并且当前SOC小于预定电池阈值时,所述处理器增加所述燃料电池的输出量以对所述高压电池进行充电。
14.根据权利要求13所述的装置,其中,
所述处理器基于映射所述燃料电池的附加输出量的所述信息,根据所述空气密度、海拔和大气压力中的至少一个和所述当前SOC来确定所述滑行再生模式下所述燃料电池的附加输出量。
15.根据权利要求13所述的装置,其中,
所述处理器将所述滑行再生模式下所述燃料电池的附加输出量确定为所述燃料电池的输出量,并且当所述空气密度小于所述预定阈值,所述驾驶模式是所述滑行再生模式,并且所述当前SOC大于或等于所述预定电池阈值时,所述处理器停止操作所述燃料电池。
16.一种车辆系统,包括:
感测装置,感测空气密度、海拔和大气压力中的至少一个;以及
燃料电池控制器,响应于马达的所需输出量来控制燃料电池的输出量,根据所述空气密度、所述海拔和所述大气压力中的一个、高压电池的当前电池状态和驾驶模式来改变所述燃料电池的输出量。
17.一种环保车辆的燃料电池控制方法,包括:
感测空气密度、海拔和大气压力中的至少一个;以及
响应于马达的所需输出量控制燃料电池的输出量,根据所述空气密度、所述海拔和所述大气压力中的一个、高压电池的当前电池状态和驾驶模式来改变所述燃料电池的输出量。
18.根据权利要求17所述的方法,其中,
改变所述燃料电池的输出量包括:
当所述空气密度小于预定空气密度阈值或者所述海拔或所述大气压力大于预定海拔阈值或预定大气压力阈值,所述驾驶模式是加速器模式,并且所述马达的所需输出量小于预定马达阈值时,增加所述燃料电池的输出量以对所述高压电池进行充电。
19.根据权利要求17所述的方法,其中,
改变所述燃料电池的输出量包括:
当所述空气密度小于预定空气密度阈值或者所述海拔或所述大气压力大于预定海拔阈值或预定大气压力阈值,并且所述驾驶模式是怠速模式时,增加所述燃料电池的输出量以对所述高压电池进行充电。
20.根据权利要求17所述的方法,其中,
改变所述燃料电池的输出量包括:
当所述空气密度小于预定空气密度阈值或者所述海拔或所述大气压力大于预定海拔阈值或预定大气压力阈值,所述驾驶模式是滑行再生模式,并且当前SOC小于预定电池阈值时,增加所述燃料电池的输出量以对所述高压电池进行充电。
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CN114559822A (zh) * | 2022-04-27 | 2022-05-31 | 潍柴动力股份有限公司 | 一种燃料电池发动机降载控制方法、装置及设备 |
CN117445766A (zh) * | 2023-11-20 | 2024-01-26 | 北京卡文新能源汽车有限公司 | 车辆的控制方法、装置、车辆及存储介质 |
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CN116247242B (zh) * | 2023-05-12 | 2023-07-18 | 北京重理能源科技有限公司 | 燃料电池系统的控制方法与装置 |
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CN114559822A (zh) * | 2022-04-27 | 2022-05-31 | 潍柴动力股份有限公司 | 一种燃料电池发动机降载控制方法、装置及设备 |
CN117445766A (zh) * | 2023-11-20 | 2024-01-26 | 北京卡文新能源汽车有限公司 | 车辆的控制方法、装置、车辆及存储介质 |
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