CN113352950A - Dynamic variable load fuel cell automobile energy management method, system, equipment and medium - Google Patents
Dynamic variable load fuel cell automobile energy management method, system, equipment and medium Download PDFInfo
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- 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
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Abstract
The invention relates to the technical field of fuel cell automobiles, in particular to a method, a system, equipment and a medium for managing energy of a dynamic variable-load fuel cell automobile. The method comprises the following steps: starting a power battery, controlling the power battery to respond to the required power of the whole vehicle, and monitoring the output power and the charge quantity of the power battery; the output power of the fuel cell and the output power of the power cell are allocated, and when the output power or the charge quantity of the power cell cannot meet the required power of the whole vehicle, the fuel cell is controlled to respond to the required power of the whole vehicle and charge the power cell; and controlling the output power flow direction of the fuel cell and the output power linear change of the fuel cell according to the power change required by the whole vehicle and the current charge amount of the power cell. The invention reasonably distributes the required power of the whole vehicle based on dynamic variable load adjustment, meets the required power of the whole vehicle, ensures the dynamic property of the fuel cell vehicle, and can effectively prolong the durability and the service life of the fuel cell.
Description
Technical Field
The invention relates to the technical field of fuel cell automobiles, in particular to a method, a system, equipment and a medium for managing energy of a dynamic variable-load fuel cell automobile.
Background
With the consumption of fossil energy and the gradual increase of social environmental awareness, new energy vehicles are developed for an inevitable trend, and in recent years, the new energy vehicles are rapidly developed. However, due to the problems of insufficient endurance mileage and difficult charging, the development of pure electric vehicles encounters technical bottlenecks, and fuel cell vehicles have the advantages of long endurance, zero pollution and zero emission, and are gradually the research hotspots.
The fuel cell automobile generally adopts a double-energy source or multi-energy source system consisting of a fuel cell and a power cell or a super capacitor, and an energy management control strategy of the fuel cell automobile is a key technology for improving the dynamic property and the economical efficiency of the whole automobile. The development of fuel cell vehicles is mainly limited by the service life and cost of the fuel cell, and the vehicle fuel cell generally operates under a variable load condition, so that the durability of the fuel cell is greatly reduced. The fuel cell automobile energy management mainly considers the economy and the durability of the fuel cell and aims to reduce the use cost of the fuel cell, improve the economy and prolong the durability of the fuel cell. At present, research on fuel cell automobile energy management control methods focuses on methods such as power follow-up control based on rules, fuzzy control, dynamic programming based on optimization, and the extreme value principle of Pontryagin. The power following control strategy has the advantages of simple algorithm, small calculated amount and high feasibility, but the power following control strategy can cause the output power of the fuel cell to frequently and greatly change along with the running working condition. The fuzzy control strategy can theoretically improve the adaptability of the control system, but the model rules and the membership function can only be determined in an empirical mode, and the control performance of the system is greatly influenced by human experience, so that accurate control is difficult to realize. The dynamic programming control strategy can achieve the overall optimal control effect, but depends on the known vehicle running condition information, the calculated amount is large, the calculation time is long, and the real-time performance of the dynamic programming control strategy cannot meet the actual online application requirement of the vehicle-mounted controller. The optimal economical efficiency and durability of the system can be obtained by a control method based on the Pontryagin minimum value principle, but at present, no reliable method for obtaining the equivalent factor value of the vehicle under the complex driving working condition exists. Therefore, the power following control strategy has better practicability and wider practical application, and the energy management control is carried out by adopting a power following method.
In the driving condition of the fuel cell automobile, the load can be frequently and greatly changed. In the dynamic load changing process, the conditions of gas shortage or water logging and the like can occur in the electric pile due to the large load change of the output power of the fuel cell, the durability of the electric pile is seriously influenced, and the dynamic response of the output power of the fuel cell has lag, so that the output power of the fuel cell cannot rapidly respond to the power required by the whole vehicle, and the exertion of the dynamic property of the whole vehicle is influenced. Therefore, the energy management of the fuel cell vehicle under the dynamic variable load working condition plays a key role in the performance of the fuel cell and the whole vehicle. However, the response characteristic of the fuel cell system is not considered sufficiently by the current commonly used power following control strategy, an effective energy management control method under a dynamic variable load working condition is not provided, and the durability of the fuel cell can be reduced under the condition of frequent and large variable load. Therefore, research on the fuel cell automobile energy management control method based on dynamic variable load control has important significance for prolonging the durability and the service life of the fuel cell.
Disclosure of Invention
The present invention is directed to a method, system, device and medium for managing energy of a dynamically variable load fuel cell vehicle, which solves one or more of the problems of the prior art and provides at least one of the advantages of the present invention.
In a first aspect, a dynamic variable load fuel cell vehicle energy management method is provided, including:
starting a power battery, controlling the power battery to respond to the required power of the whole vehicle, and monitoring the output power and the charge quantity of the power battery;
the output power of the fuel cell and the output power of the power cell are allocated, and when the output power or the charge quantity of the power cell cannot meet the required power of the whole vehicle, the fuel cell is controlled to respond to the required power of the whole vehicle and charge the power cell;
according to the change of the required power of the whole vehicle and the current charge amount of the power battery, the output power flow direction of the fuel battery is controlled and the output power linear change of the fuel battery is controlled, so that the required power of the whole vehicle and the charging requirement of the power battery are met.
Further, the allocating of the output power of the fuel cell and the output power of the power battery, when the output power or the charge amount of the power battery cannot meet the required power of the whole vehicle, controlling the fuel cell to respond to the required power of the whole vehicle and charging the power battery, includes:
judging whether the required power of the whole vehicle reaches or exceeds a first threshold power and whether the charge quantity of the power battery is smaller than a first charge coefficient;
if not, judging whether the fuel cell is started and enters a stable operation state; if so, controlling the output power of the fuel cell to linearly increase according to a set change rate, and gradually reducing the output power of the power cell; if not, maintaining the output power of the power battery;
otherwise, judging whether the required power of the whole vehicle reaches or exceeds the maximum output power of the fuel cell; if the current reaches or exceeds the preset value, starting the fuel cell, and controlling the common output of the fuel cell and the power cell; if not, starting the fuel cell, controlling the output power of the fuel cell to continuously and linearly increase, linearly reducing the output power of the power cell to zero, and charging the power cell by the fuel cell.
Further, the fuel cell and the power cell output simultaneously, including:
when P is presentV(k)≤Pfc_eff+Pbat_maxWhen it is, let Pfc(k)＝Pfc_eff，Pbat(k)＝PV(k)-Pfc_eff；
When P is presentfc_eff+Pbat_max＜PV(k)≤Pfc_max+Pbat_maxWhen it is, let Pfc(k)＝Pfc_max，Pbat(k)＝PV(k)-Pfc_max；
Wherein, PV(k) Indicating the power demand of the vehicle, Pfc_effRepresents the output power, P, corresponding to the maximum efficiency point of the fuel cellfc_maxRepresents the maximum output power, P, of the fuel cellbat_maxRepresenting the maximum output power, P, of the power cellfc(k) Representing the current output power, P, of the fuel cellbat(k) Representing the current output power of the power cell.
Further, the controlling the output power of the fuel cell to vary linearly includes:
and controlling the output power of the fuel cell to linearly change along with the change rate of the required power of the whole vehicle, and controlling the output of the power cell to be used as compensation when the fuel cell cannot adapt to the change rate of the required power of the whole vehicle.
Further, according to the change of the required power of the whole vehicle and the current charge amount of the power battery, the output power flow direction of the fuel battery is controlled and the output power linear change of the fuel battery is controlled, so as to meet the charging requirements of the required power of the whole vehicle and the power battery, and the method comprises the following steps:
when the lowest stable power of the fuel cell can meet the power required by the whole vehicle, judging whether the charge quantity of the power cell is smaller than a second charge coefficient;
if so, controlling the fuel cell to linearly increase the output power corresponding to the highest efficiency point, so that the output power of the fuel cell is greater than the required power of the whole vehicle, and the output power of the fuel cell is supplied to the whole vehicle and charges the power cell;
if not, the output power of the fuel cell is controlled to be linearly reduced to be shut down, and the output power of the power cell responds to the power required by the whole vehicle.
Further, according to the change of the required power of the whole vehicle and the current charge amount of the power battery, the output power flow direction of the fuel battery is controlled and the output power linear change of the fuel battery is controlled, so as to meet the charging requirements of the required power of the whole vehicle and the power battery, and the method comprises the following steps:
when the charge quantity of the power battery is smaller than the first charge coefficient, judging whether the required power of the whole vehicle is smaller than the output power corresponding to the maximum efficiency point of the fuel battery;
if so, controlling the fuel cell to linearly increase the output power to the output power corresponding to the highest efficiency point, and supplying the output power of the fuel cell to the whole vehicle and charging the power cell;
if not, the fuel cell is controlled to linearly increase the output power to the maximum output power, the output power of the fuel cell is supplied to the whole vehicle, and the power battery is charged.
Further, according to the change of the required power of the whole vehicle and the current charge amount of the power battery, the output power flow direction of the fuel battery is controlled and the output power linear change of the fuel battery is controlled, so as to meet the charging requirements of the required power of the whole vehicle and the power battery, and the method comprises the following steps:
when the automobile is in an idling condition and the fuel cell is in a normal running state, judging whether the charge quantity of the power cell is smaller than a second charge coefficient;
if so, controlling the fuel cell to linearly increase the output power to the output power corresponding to the maximum efficiency point, so that the output power of the fuel cell is completely supplied to the power cell for charging;
if not, the fuel cell is controlled to linearly reduce the output power until the shutdown.
In a second aspect, a dynamic variable load fuel cell vehicle energy management system is provided, comprising:
the first module is used for starting the power battery, controlling the power battery to respond to the required power of the whole vehicle and monitoring the output power and the charge quantity of the power battery;
the second module is used for allocating the output power of the fuel cell and the output power of the power battery, and controlling the fuel cell to respond to the required power of the whole vehicle and charge the power battery when the output power or the charge quantity of the power battery cannot meet the required power of the whole vehicle;
and the third module is used for controlling the output power flow direction of the fuel cell and controlling the output power linear change of the fuel cell according to the required power change of the whole vehicle and the current charge amount of the power cell so as to meet the required power of the whole vehicle and the charging requirement of the power cell.
In a third aspect, a computer device is provided, comprising:
a memory storing a computer program;
a processor implementing the method for dynamic load change fuel cell vehicle energy management according to the first aspect when executing the computer program.
In a fourth aspect, a computer storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the dynamic variable load fuel cell vehicle energy management method according to the first aspect.
The invention has the beneficial effects that:
(1) the output power of the battery is dynamically regulated according to the actual required energy of the whole vehicle, the required power of the whole vehicle, the charge amount of the power battery and the running state of a fuel cell system are fully considered, the required power of the whole vehicle is reasonably distributed, the required power of the whole vehicle is met, and the dynamic property of the fuel cell vehicle is ensured.
(2) Based on the influence of dynamic variable load on the dynamic characteristics and durability of the fuel cell, the change rate of the output power of the fuel cell is controlled, the output power of the fuel cell changes smoothly, and the power cell is controlled to compensate or absorb.
Drawings
FIG. 1 is a flow diagram illustrating a method for dynamic variable load fuel cell vehicle energy management, according to one embodiment.
Fig. 2 is a flowchart illustrating step S200 according to an embodiment.
Fig. 3 is a flowchart illustrating step S300 according to the first embodiment.
Fig. 4 is a flowchart showing step S300 according to the second embodiment.
Fig. 5 is a flowchart showing step S300 according to the third embodiment.
Fig. 6 is a block diagram illustrating a dynamic variable load fuel cell vehicle energy management system according to an embodiment.
FIG. 7 is an internal block diagram of a computer device, shown in accordance with one embodiment.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the present invention will be further described with reference to the embodiments and the accompanying drawings.
Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the exemplary embodiments below are not intended to represent all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.
According to a first aspect of the invention, a method for dynamically varying the energy of a fuel cell vehicle is provided.
Referring to fig. 1, fig. 1 is a flowchart illustrating a method for managing energy of a dynamic variable load fuel cell vehicle according to an embodiment. As shown in fig. 1, the method comprises the steps of:
and S100, starting the power battery, controlling the power battery to respond to the required power of the whole vehicle, and monitoring the output power and the electric charge quantity of the power battery.
Understandably, in the starting process of the automobile, the power battery firstly outputs power, and the power battery can quickly respond to the required power of the whole automobile and meet the power requirement of the automobile during starting. At the moment, the power battery supplies power to the whole vehicle independently, namely Pbat(k)＝PV(k) Wherein P isbat(k) Representing the output power, P, of the power cellV(k) And the required power of the whole vehicle is shown.
When the automobile is detected to be in a stable running state after starting, the output power of the fuel cell is used as the main output power for supplying the whole automobile, and the power battery is charged under necessary conditions; and when the automobile is detected to be still in a state to be started after starting, in order to reduce adverse effects caused by frequent starting and stopping of the fuel cell, the fuel cell enters a mode switching working condition, and the fuel cell maintains the state to be started at the moment and is independently output by the power cell so as to respond to the power demand of the whole automobile.
And S200, allocating the output power of the fuel cell and the output power of the power cell, and controlling the fuel cell to respond to the required power of the whole vehicle and charge the power cell when the output power or the charge quantity of the power cell cannot meet the required power of the whole vehicle.
Understandably, when the automobile runs normally, the output power of the fuel cell is taken as the main power, and the output power of the power cell is taken as the auxiliary power; after entering a mode switching working condition, the output of the fuel cell and the power cell is regulated and controlled according to the current required power of the whole vehicle, when the output power of the fuel cell can meet the required power of the whole vehicle, the fuel cell outputs power alone, when the output power of the fuel cell can not meet the required power of the whole vehicle, the fuel cell and the power cell output power together, when the output power or the electric charge quantity of the power cell can not meet or can not meet the required power of the whole vehicle, the fuel cell responds to the required power of the whole vehicle and charges the power cell.
It should be noted that the condition that the output power of the power battery cannot satisfy the power requirement of the entire vehicle occurs when the fuel battery is still in the state to be started during the starting process of the vehicle, so that the fuel battery does not enter the mode switching working condition, at this time, the power battery individually responds to the power requirement of the entire vehicle, and the power requirement of the entire vehicle after the vehicle is started is gradually increased to the range that the output power of the power battery cannot satisfy.
And S300, controlling the output power flow direction of the fuel cell and controlling the output power linear change of the fuel cell according to the required power change of the whole vehicle and the current charge amount of the power cell so as to meet the required power of the whole vehicle and the charging requirement of the power cell.
Understandably, when the automobile normally runs, the fuel cell meets the required power of the whole automobile in real time, because the working condition is complex during the running of the automobile, the required power of the whole automobile can be greatly changed, the required power of the whole automobile can be greatly increased, and the required power of the whole automobile can also be greatly reduced, the output power of the fuel cell is controlled to linearly change at the moment, the output power of the fuel cell changes along with the required power of the whole automobile, namely, the output power of the fuel cell increases along with the increase of the required power of the whole automobile, and the output power of the fuel cell decreases along with the decrease of the required power of the whole automobile. In the process, the fuel cell also meets the charging requirement of the power cell, and when the power cell needs to be charged according to the current charge capacity condition of the power cell, the fuel cell outputs a part of power value to charge the power cell.
In some embodiments, the output power of the fuel cell is controlled to linearly change along with the change rate of the required power of the whole vehicle, and the output of the power cell is started to be used as compensation when the fuel cell cannot adapt to the change rate of the required power of the whole vehicle.
Understandably, the required power of the whole automobile of the automobile is changed according to a certain change rate, and the required power of the whole automobile can last for a certain time according to the change rate when being changed, generally, the fuel cell adjusts the output power of the fuel cell according to the change rate of the required power of the whole automobile, so that the change rate of the output power is matched with the change rate of the required power of the whole automobile, and the change of the required power of the whole automobile is followed; when the required power of the whole vehicle is greatly increased, the fuel cell may not be matched with the change rate of the required power of the whole vehicle, at the moment, the fuel cell changes the output power according to the acceptable maximum change rate, and the required power of the whole vehicle, which cannot be matched with the fuel cell, is output by the power cell as compensation.
Exemplarily, setting a change rate of 7kw/s as a large-amplitude change rate threshold value, when the required power of the whole vehicle changes at a change rate of 8kw/s, determining that the required power of the whole vehicle changes greatly, and controlling the fuel cell to adjust the output power according to the change rate slightly larger than 8kw/s so as to catch up the change of the modified power of the whole vehicle until the change is matched with the required power of the whole vehicle after the change.
The maximum rate of change of the fuel cell may be determined according to the following formula:
wherein the content of the first and second substances,
the change rate of the output power of the fuel cell is shown, U shows the voltage of the single fuel cell corresponding to the current density after the load is changed, delta i shows the change amplitude of the current density, N shows the number of single fuel cells, S shows the effective reaction area of the membrane, and delta t is the unit load change time.
Through calculation and experimental test analysis, the maximum change rate of the output power which can be borne by the fuel cell is 10kw/s, namely after the required power of the whole vehicle is increased by the change rate exceeding 10kw/s, the output power of the fuel cell is increased according to the change rate of 10kw/s, and the required power of the whole vehicle which cannot be matched with the fuel cell is output by the power cell as compensation.
Referring to fig. 2, fig. 2 is a flowchart illustrating step S200 according to an embodiment. As shown in fig. 2, the step S200 includes the following steps:
s201, judging whether the required power of the whole vehicle reaches or exceeds a first threshold power; if yes, go to step S206, and if not, go to step S202.
S202, judging whether the charge quantity of the power battery is smaller than a first charge coefficient or not; if yes, go to step S206, otherwise go to step S203.
S203, judging whether the fuel cell is started and enters a stable operation state; if yes, go to step S204, otherwise go to step S205.
And S204, controlling the output power of the fuel cell to linearly increase according to a set change rate, and gradually reducing the output power of the power cell.
And S205, maintaining the power output by the power battery.
S206, judging whether the required power of the whole vehicle reaches or exceeds the maximum output power of the fuel cell; if yes, go to step S207, and if not, go to step S208.
And S207, starting the fuel cell, and controlling the common output of the fuel cell and the power cell.
And S208, starting the fuel cell, controlling the output power of the fuel cell to continue to increase linearly, and linearly reducing the output power of the power cell to zero, wherein the fuel cell charges the power cell.
In the present embodiment, how to allocate the output power of the fuel cell and the power cell is determined based on the current required power of the entire vehicle or the charge amount of the power cell. Understandably, in order to avoid the service life of the fuel cell being lost in frequent switching, the power cell supplies power after the automobile is started, if the fuel cell is in a state to be started, the power output by the power cell is maintained to respond to the power required by the whole automobile, and when the power required by the whole automobile reaches a first threshold power or the charge quantity of the power cell is smaller than a first charge coefficient, the power cell cannot independently meet the power required by the whole automobile, and the fuel cell must be started to supply power (if the fuel cell is still in the state to be started at the moment).
In this embodiment, the first threshold power is 80% of the maximum output power of the power battery, the first charge coefficient is 0.3, which indicates that 30% of the charge amount of the power battery remains, and the first threshold power and the first charge coefficient may also be set to other specific values according to actual situations, and the first charge coefficient in the following embodiments is also 0.3, which is not described herein again.
Understandably, because the required power of the whole vehicle changes according to specific working conditions, the output power of the fuel cell may not meet the required power of the whole vehicle, and the fuel cell and the power cell are required to output simultaneously at the moment, otherwise, the fuel cell can output independently, and if the power cell needs to be charged at the moment, the fuel cell simultaneously responds to the required power of the whole vehicle and charges the power cell. In addition, when the required power of the whole vehicle reaches a first threshold power or the charge quantity of the power battery is smaller than a first charge coefficient, and the required power of the whole vehicle reaches or exceeds the maximum output power of the fuel battery, the fuel battery stops charging the power battery, and the required power of the whole vehicle is responded preferentially.
In the embodiment, when the fuel cell and the power cell simultaneously output, the output power of the power cell and the fuel cell is distributed according to the specific value of the required power of the whole vehicle, specifically as follows:
when P is presentV(k)≤Pfc_eff+Pbat_maxWhen it is, let Pfc(k)＝Pfc_eff，Pbat(k)＝PV(k)-Pfc_eff；
When P is presentfc_eff+Pbat_max＜PV(k)≤Pfc_max+Pbat_maxWhen it is, let Pfc(k)＝Pfc_max，Pbat(k)＝PV(k)-Pfc_max；
Wherein, PV(k) Indicating the power demand of the vehicle, Pfc_effRepresents the output power, P, corresponding to the maximum efficiency point of the fuel cellfc_maxRepresents the maximum output power, P, of the fuel cellbat_maxRepresenting the maximum output power, P, of the power cellfc(k) Representing the current output power, P, of the fuel cellbat(k) Representing the current output power of the power cell.
Referring to fig. 3, fig. 3 is a flowchart illustrating step S300 according to the first embodiment. As shown in fig. 3, the step S300 includes the steps of:
and S301, when the lowest stable power of the fuel cell can meet the power required by the whole vehicle, judging whether the charge quantity of the power cell is smaller than a second charge coefficient, if so, executing S302, and if not, executing S303.
And S302, controlling the fuel cell to linearly increase the output power corresponding to the highest efficiency point, so that the output power of the fuel cell is greater than the required power of the whole vehicle, the output power of the fuel cell is supplied to the whole vehicle, and the power cell is charged.
And S303, controlling the output power of the fuel cell to linearly reduce to shutdown, and responding the required power of the whole vehicle by the output power of the power cell.
Understandably, the required power of the whole vehicle is maintained at a relatively low value at the moment, the required power of the whole vehicle is close to the lowest stable power of the fuel cell, the fuel cell can respond to the required power of the whole vehicle by using lower output power, whether the charge amount of the power cell is sufficient is judged by comparing the charge amount of the power cell with a second charge coefficient, if the charge amount is not sufficient, in order to improve the energy utilization efficiency, the output power of the fuel cell is linearly increased to the output power corresponding to the highest efficiency point, after the output power is linearly increased by controlling the fuel cell, a part of the output power is preferentially supplied to the whole vehicle, the rest part of the output power is used for charging the power cell, and if the charge amount is sufficient, the power cell is switched to independently supply power to the whole vehicle, and the fuel cell is shut down.
In this embodiment, the second charge coefficient is 0.7, which represents that the charge capacity of the power battery is left by 70%, and the second charge coefficient in the following embodiments is also 0.7, which is not described herein again.
Referring to fig. 4, fig. 4 is a flowchart illustrating step S300 according to the second embodiment. As shown in fig. 4, the step S300 includes the steps of:
and S304, when the charge quantity of the power battery is smaller than the first charge coefficient, judging whether the required power of the whole vehicle is smaller than the output power corresponding to the maximum efficiency point of the fuel battery, if so, executing the step S305, and if not, executing the step S306.
And S305, controlling the fuel cell to linearly increase the output power to the output power corresponding to the maximum efficiency point, and supplying the output power of the fuel cell to the whole vehicle and charging the power cell.
And S306, controlling the fuel cell to linearly increase the output power to the maximum output power, supplying the output power of the fuel cell to the whole vehicle and charging the power cell.
Understandably, at the moment, the electric charge of the power battery is close to the shortage, the charging is urgently needed, the fuel battery is used for independently supplying power to the whole vehicle, the output power of the fuel battery is adjusted according to the current power required by the whole vehicle, and the current power required by the whole vehicle and the charging of the power battery are considered at the same time.
In this embodiment, the output power of the fuel cell is adjusted based on the current vehicle demand power and the output power corresponding to the maximum efficiency point of the fuel cell, the current vehicle demand power is smaller than the output power corresponding to the maximum efficiency point of the fuel cell, and in order to improve the energy utilization efficiency, the output power of the fuel cell is adjusted to the output power corresponding to the maximum efficiency point; on the contrary, in order to ensure that the required power of the whole vehicle can be met, the output power of the fuel cell is regulated to the maximum output power.
Referring to fig. 5, fig. 5 is a flowchart illustrating step S300 according to the third embodiment. As shown in fig. 5, the step S300 includes the steps of:
s307, when the automobile is in an idling condition and the fuel cell is in a normal running state, judging whether the charge quantity of the power cell is smaller than a second charge coefficient, if so, executing S308, otherwise, executing S309;
s308, controlling the fuel cell to linearly increase the output power to the output power corresponding to the highest efficiency point, so that the output power of the fuel cell is completely supplied to the power cell for charging;
and S309, controlling the fuel cell to linearly reduce the output power until shutdown.
Idle is an operating condition of a vehicle, meaning that the engine is running in a neutral condition. Understandably, when the automobile is in an idling working condition, the required power of the whole automobile is zero, and at the moment, the output power is not needed to respond to the required power of the whole automobile, and the output power of the fuel cell acts on the power battery. When the charge quantity of the power battery is not sufficient, the fuel battery is controlled to linearly increase the output power to the output power corresponding to the highest efficiency point, all the output power is supplied to the power battery, the power battery is charged, and the highest energy utilization rate is ensured; when the power battery has enough charge, the power battery does not need to be charged, and the fuel battery and the power battery are shut down.
According to a second aspect of the invention, a dynamic variable load fuel cell automotive energy management system is provided.
Referring to fig. 6, fig. 6 is a block diagram illustrating a structure of a dynamic variable load fuel cell vehicle energy management system according to an embodiment. As shown in fig. 6, the system includes:
the first module 601 is used for starting the power battery, controlling the power battery to respond to the required power of the whole vehicle, and monitoring the output power and the charge quantity of the power battery;
a second module 602, configured to allocate output power of the fuel cell and output power of the power cell, and control the fuel cell to respond to a power demand of the entire vehicle and charge the power cell when the output power or a charge amount of the power cell cannot meet the power demand of the entire vehicle;
the third module 603 is configured to control an output power flow direction of the fuel cell and control an output power linear change of the fuel cell according to a power change required by the vehicle and a current charge amount of the power cell, so as to meet a power requirement required by the vehicle and a charging requirement of the power cell.
In some embodiments, the first module 601 and the second module 602 are further configured to perform the following steps:
judging whether the required power of the whole vehicle reaches or exceeds a first threshold power and whether the charge quantity of the power battery is smaller than a first charge coefficient;
if not, judging whether the fuel cell is started and enters a stable operation state; if so, controlling the output power of the fuel cell to linearly increase according to a set change rate, and gradually reducing the output power of the power cell; if not, maintaining the output power of the power battery;
otherwise, judging whether the required power of the whole vehicle reaches or exceeds the maximum output power of the fuel cell; if the current reaches or exceeds the preset value, starting the fuel cell, and controlling the common output of the fuel cell and the power cell; if not, starting the fuel cell, controlling the output power of the fuel cell to continuously and linearly increase, linearly reducing the output power of the power cell to zero, and charging the power cell by the fuel cell.
In some embodiments, the fuel cell and the power cell output simultaneously, comprising:
when P is presentV(k)≤Pfc_eff+Pbat_maxWhen it is, let Pfc(k)＝Pfc_eff，Pbat(k)＝PV(k)-Pfc_eff；
When P is presentfc_eff+Pbat_max＜PV(k)≤Pfc_max+Pbat_maxWhen it is, let Pfc(k)＝Pfc_max，Pbat(k)＝PV(k)-Pfc_max；
Wherein, PV(k) Indicating the power demand of the vehicle, Pfc_effRepresents the output power, P, corresponding to the maximum efficiency point of the fuel cellfc_maxRepresents the maximum output power, P, of the fuel cellbat_maxRepresenting the maximum output power, P, of the power cellfc(k) Representing the current output power, P, of the fuel cellbat(k) Representing the current output power of the power cell.
In some embodiments, the third module 603 is further configured to control the output power of the fuel cell to vary linearly according to a rate of change of the power demand of the entire vehicle.
In some embodiments, the third module 603 is further configured to perform the following steps:
when the lowest stable power of the fuel cell can meet the power required by the whole vehicle, judging whether the charge quantity of the power cell is smaller than a second charge coefficient;
if so, controlling the fuel cell to linearly increase the output power corresponding to the highest efficiency point, so that the output power of the fuel cell is greater than the required power of the whole vehicle, and the output power of the fuel cell is supplied to the whole vehicle and charges the power cell;
if not, the output power of the fuel cell is controlled to be linearly reduced to be shut down, and the output power of the power cell responds to the power required by the whole vehicle.
In some embodiments, the third module 603 is further configured to perform the following steps:
when the charge quantity of the power battery is smaller than the first charge coefficient, judging whether the required power of the whole vehicle is smaller than the output power corresponding to the maximum efficiency point of the fuel battery;
if so, controlling the fuel cell to linearly increase the output power to the output power corresponding to the highest efficiency point, and supplying the output power of the fuel cell to the whole vehicle and charging the power cell;
if not, the fuel cell is controlled to linearly increase the output power to the maximum output power, the output power of the fuel cell is supplied to the whole vehicle, and the power battery is charged.
In some embodiments, the third module 603 is further configured to perform the following steps:
when the automobile is in an idling condition and the fuel cell is in a normal running state, judging whether the charge quantity of the power cell is smaller than a second charge coefficient;
if so, controlling the fuel cell to linearly increase the output power to the output power corresponding to the maximum efficiency point, so that the output power of the fuel cell is completely supplied to the power cell for charging;
if not, the fuel cell is controlled to linearly reduce the output power until the shutdown.
For specific limitations of the dynamic variable load fuel cell vehicle energy management system, reference may be made to the above limitations of a dynamic variable load fuel cell vehicle energy management method, which is not described herein again.
The modules in the dynamic variable load fuel cell automobile energy management system can be wholly or partially realized by software, hardware and a combination thereof. The modules can be embedded in a hardware form or independent from a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.
According to a third aspect of the invention, a computer device is provided.
Referring to fig. 7, fig. 7 is a diagram illustrating an internal structure of a computer apparatus according to an embodiment. As shown in fig. 7, the computer device at least includes a processor, a memory, a fuel cell management unit and a power cell management unit, the processor at least includes a vehicle power calculation unit and a vehicle energy management unit, wherein:
the whole vehicle power calculating unit: signals such as the opening degree of an accelerator pedal, the speed of the vehicle, the working mode of the whole vehicle, the fault state and the like are obtained from the CAN bus, the required power of the whole vehicle is calculated once according to each sampling period, and the calculated required power is sent to the energy management unit of the whole vehicle.
The vehicle energy management unit: and based on a power following control strategy, the power control system is communicated with the fuel cell management unit and the power cell management unit, sends a real-time power instruction to the fuel cell management unit and the power cell management unit, and receives a fuel cell running state signal from the fuel cell management unit and the power cell charge amount from the power cell management unit.
A fuel cell management unit: controlling a fuel cell system to keep up with the target output power as soon as possible, and monitoring the running state of the fuel cell in real time; the fuel cell power management unit is communicated with the whole vehicle energy management unit, receives the output power instruction of the fuel cell and sends the operating state instruction of the fuel cell to the outside; according to a power instruction from an energy management unit of the whole vehicle, an air compressor, a hydrogen circulating pump, a throttle valve, a pressure regulating valve and the like of a fuel cell system are controlled, so that the output power energy of the fuel cell can quickly respond to the requirement of the whole vehicle.
A power battery management unit: the power output of the power battery is controlled and the state of the power battery is detected, and the power battery can be communicated with the whole vehicle energy management unit.
The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device comprises a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of an operating system and computer programs in the non-volatile storage medium. The computer program is executed by a processor to implement a dynamic load-varying fuel cell vehicle energy management method.
According to a fourth aspect of the present invention, there is also provided a computer storage medium having a computer program stored therein, the computer storage medium being a magnetic random access memory, a read only memory, a programmable read only memory, an erasable programmable read only memory, an electrically erasable programmable read only memory, a flash memory, a magnetic surface memory, an optical disc, a read only optical disc, or the like; or may be a variety of devices including one or any combination of the above memories, such as a mobile phone, computer, tablet device, personal digital assistant, etc. The computer program is executed by a processor to realize the energy management method of the dynamic variable load fuel cell automobile.
As used herein, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, including not only those elements listed, but also other elements not expressly listed.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (10)
1. A dynamic variable load fuel cell automobile energy management method is characterized by comprising the following steps:
starting a power battery, controlling the power battery to respond to the required power of the whole vehicle, and monitoring the output power and the charge quantity of the power battery;
the output power of the fuel cell and the output power of the power cell are allocated, and when the output power or the charge quantity of the power cell cannot meet the required power of the whole vehicle, the fuel cell is controlled to respond to the required power of the whole vehicle and charge the power cell;
according to the change of the required power of the whole vehicle and the current charge amount of the power battery, the output power flow direction of the fuel battery is controlled and the output power linear change of the fuel battery is controlled, so that the required power of the whole vehicle and the charging requirement of the power battery are met.
2. The method for energy management of a dynamic variable load fuel cell vehicle according to claim 1, wherein the step of allocating the output power of the fuel cell and the output power of the power cell, and when the output power or the charge amount of the power cell cannot meet the power demand of the entire vehicle, controlling the fuel cell to respond to the power demand of the entire vehicle and charge the power cell comprises the steps of:
judging whether the required power of the whole vehicle reaches or exceeds a first threshold power and whether the charge quantity of the power battery is smaller than a first charge coefficient;
if not, judging whether the fuel cell is started and enters a stable operation state; if so, controlling the output power of the fuel cell to linearly increase according to a set change rate, and gradually reducing the output power of the power cell; if not, maintaining the output power of the power battery;
otherwise, judging whether the required power of the whole vehicle reaches or exceeds the maximum output power of the fuel cell; if the current reaches or exceeds the preset value, starting the fuel cell, and controlling the common output of the fuel cell and the power cell; if not, starting the fuel cell, controlling the output power of the fuel cell to continuously and linearly increase, linearly reducing the output power of the power cell to zero, and charging the power cell by the fuel cell.
3. The method for dynamically changing the load of the fuel cell automobile according to claim 2, wherein the fuel cell and the power cell output simultaneously, and the method comprises the following steps:
when P is presentV(k)≤Pfc_eff+Pbat_maxWhen it is, let Pfc(k)＝Pfc_eff，Pbat(k)＝PV(k)-Pfc_eff；
When P is presentfc_eff+Pbat_max＜PV(k)≤Pfc_max+Pbat_maxWhen it is, let Pfc(k)＝Pfc_max，Pbat(k)＝PV(k)-Pfc_max；
Wherein, PV(k) Indicating the power demand of the vehicle, Pfc_effRepresents the output power, P, corresponding to the maximum efficiency point of the fuel cellfc_maxRepresents the maximum output power, P, of the fuel cellbat_maxRepresenting the maximum output power, P, of the power cellfc(k) Representing the current output power, P, of the fuel cellbat(k) Representing the current output power of the power cell.
4. The method for dynamically changing the energy of a fuel cell vehicle according to claim 1, wherein the controlling the output power of the fuel cell to change linearly comprises:
and controlling the output power of the fuel cell to linearly change along with the change rate of the required power of the whole vehicle, and controlling the output of the power cell to be used as compensation when the fuel cell cannot adapt to the change rate of the required power of the whole vehicle.
5. The method for managing energy of a dynamically variable load fuel cell vehicle according to claim 1, wherein said controlling the output power flow direction of the fuel cell and the linear change of the output power of the fuel cell according to the power change required by the vehicle and the current charge amount of the power cell to satisfy the power required by the vehicle and the charge requirement of the power cell comprises:
when the lowest stable power of the fuel cell can meet the power required by the whole vehicle, judging whether the charge quantity of the power cell is smaller than a second charge coefficient;
if so, controlling the fuel cell to linearly increase the output power corresponding to the highest efficiency point, so that the output power of the fuel cell is greater than the required power of the whole vehicle, and the output power of the fuel cell is supplied to the whole vehicle and charges the power cell;
if not, the output power of the fuel cell is controlled to be linearly reduced to be shut down, and the output power of the power cell responds to the power required by the whole vehicle.
6. The method for managing energy of a dynamically variable load fuel cell vehicle according to claim 1, wherein said controlling the output power flow direction of the fuel cell and the linear change of the output power of the fuel cell according to the power change required by the vehicle and the current charge amount of the power cell to satisfy the power required by the vehicle and the charge requirement of the power cell comprises:
when the charge quantity of the power battery is smaller than the first charge coefficient, judging whether the required power of the whole vehicle is smaller than the output power corresponding to the maximum efficiency point of the fuel battery;
if so, controlling the fuel cell to linearly increase the output power to the output power corresponding to the highest efficiency point, and supplying the output power of the fuel cell to the whole vehicle and charging the power cell;
if not, the fuel cell is controlled to linearly increase the output power to the maximum output power, the output power of the fuel cell is supplied to the whole vehicle, and the power battery is charged.
7. The method for managing energy of a dynamically variable load fuel cell vehicle according to claim 1, wherein said controlling the output power flow direction of the fuel cell and the linear change of the output power of the fuel cell according to the power change required by the vehicle and the current charge amount of the power cell to satisfy the power required by the vehicle and the charge requirement of the power cell comprises:
when the automobile is in an idling condition and the fuel cell is in a normal running state, judging whether the charge quantity of the power cell is smaller than a second charge coefficient;
if so, controlling the fuel cell to linearly increase the output power to the output power corresponding to the maximum efficiency point, so that the output power of the fuel cell is completely supplied to the power cell for charging;
if not, the fuel cell is controlled to linearly reduce the output power until the shutdown.
8. A dynamic variable load fuel cell vehicle energy management system, comprising:
the first module is used for starting the power battery, controlling the power battery to respond to the required power of the whole vehicle and monitoring the output power and the charge quantity of the power battery;
the second module is used for allocating the output power of the fuel cell and the output power of the power battery, and controlling the fuel cell to respond to the required power of the whole vehicle and charge the power battery when the output power or the charge quantity of the power battery cannot meet the required power of the whole vehicle;
and the third module is used for controlling the output power flow direction of the fuel cell and controlling the output power linear change of the fuel cell according to the required power change of the whole vehicle and the current charge amount of the power cell so as to meet the required power of the whole vehicle and the charging requirement of the power cell.
9. A computer device, comprising:
a memory storing a computer program;
a processor implementing the method of dynamic load change fuel cell vehicle energy management as claimed in any one of claims 1 to 7 when executing the computer program.
10. A computer storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the method of dynamic variable load fuel cell vehicle energy management of any of claims 1-7.
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