CN113561855A - Fuel cell multi-energy control method and device and vehicle - Google Patents

Fuel cell multi-energy control method and device and vehicle Download PDF

Info

Publication number
CN113561855A
CN113561855A CN202110833770.4A CN202110833770A CN113561855A CN 113561855 A CN113561855 A CN 113561855A CN 202110833770 A CN202110833770 A CN 202110833770A CN 113561855 A CN113561855 A CN 113561855A
Authority
CN
China
Prior art keywords
power
fuel cell
soc
super capacitor
battery
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202110833770.4A
Other languages
Chinese (zh)
Other versions
CN113561855B (en
Inventor
李洪涛
刘俊辉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Dongfeng Motor Corp
Original Assignee
Dongfeng Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dongfeng Motor Corp filed Critical Dongfeng Motor Corp
Priority to CN202110833770.4A priority Critical patent/CN113561855B/en
Publication of CN113561855A publication Critical patent/CN113561855A/en
Application granted granted Critical
Publication of CN113561855B publication Critical patent/CN113561855B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Abstract

The invention discloses a fuel cell multi-energy control method, a fuel cell multi-energy control device and a vehicle. The problems of high coupling degree of composite energy and complex control strategy are solved, the fuel cell can stably run under different running conditions, the service life of the fuel cell is prolonged, and the advantages of the fuel cell, the power cell and the super capacitor can be fully exerted.

Description

Fuel cell multi-energy control method and device and vehicle
Technical Field
The application relates to the technical field of vehicles, in particular to a fuel cell multi-energy control method and device and a vehicle.
Background
The problems of environmental pollution, energy crisis and the like have become major challenges facing mankind at present, and with the continuous development of new energy technology, hydrogen energy gradually becomes a hot spot of research and development of various countries by virtue of the advantages of cleanness, no pollution, high conversion efficiency, high energy density and the like.
The traditional energy storage scheme of the single-power source or double-power source fuel cell automobile system is relatively simple to control, but is difficult to consider factors such as service life, economy and the like. The fuel cell-storage battery-super capacitor composite power supply system has good power density and energy density, can fully exert the advantages of each power supply, improves the dynamic property and the economical property required by daily running of vehicles, and gradually becomes the development trend of fuel cell automobiles.
However, complex coupling relations exist among the composite power supply systems, the composite power supply systems have multiple working modes and high control freedom, and if the composite power supply energy management method is not reasonable and efficient enough, optimal power distribution among the power supplies is difficult to realize and system advantages are exerted.
Disclosure of Invention
The invention provides a fuel cell multi-energy control method, a fuel cell multi-energy control device and a vehicle, and aims to solve or partially solve the technical problem that optimal power split between power supplies is difficult to realize.
In order to solve the technical problem, the invention provides a multi-energy control method for a fuel cell, which comprises the following steps:
the method comprises the steps that on-off control of a fuel cell is achieved based on preset on-off conditions of the fuel cell;
if the fuel cell is in a starting state, determining a shunting strategy based on the power required by the whole vehicle, the power of the fuel cell and the power provided by the composite energy source; the hybrid energy source comprises: a power battery and a super capacitor;
carrying out power splitting on the required power of the whole vehicle according to the splitting strategy; the shunting strategy comprises two stages of power shunting, wherein the required power of the whole vehicle is subjected to primary power shunting through the power provided by the fuel cell, and the power distribution of the power battery and the super capacitor is performed through composite energy logic threshold filtering control to complete secondary power shunting; the priority of the primary power split is higher than the priority of the secondary power split.
Preferably, the implementing of the on/off control of the fuel cell based on the preset on/off condition of the fuel cell specifically includes one of the following:
when the SOC of the super capacitor and the SOC of the power battery are both smaller than the lowest limit value in the respectively specified optimal SOC interval, the fuel battery is started to charge the composite energy source, and simultaneously, the power output is independently provided for the whole vehicle;
when the SOC of the super capacitor and the SOC of the power battery are both larger than or equal to the maximum limit value in the respectively specified optimal SOC interval, the fuel battery is shut down;
when the SOC of the super capacitor and/or the SOC of the power battery are in the respectively specified optimal SOC interval, determining the on-off state of the fuel battery according to the on-off condition of the fuel battery at the previous moment;
when the required power of the whole vehicle is larger than the maximum power which can be provided by the composite energy source, the fuel cell is started;
and if the limited minimum power when the fuel cell is started is the minimum power when the fuel cell works in the high-efficiency power area, starting the fuel cell.
Preferably, when both the SOC of the super capacitor and the SOC of the power battery are smaller than the minimum limit value in the respective specified optimal SOC interval, the fuel battery is started to charge the hybrid energy source, specifically including:
determining a first charging power of the fuel cell according to a first charging power calculation formula; charging a power battery in the compound energy source according to the first charging power; and/or
Determining a second charging power of the fuel cell according to a second charging power calculation formula; and charging the super capacitor in the composite energy source according to the second charging power.
Preferably, the first charging power formula is as follows:
Figure BDA0003176445020000031
wherein, PchgThe charging power of the fuel cell is adopted, the SOC is the current residual charge of the power cell, cs _ hi _ SOC is the maximum limit value of the SOC of the power cell, and cs _ lo _ SOC is the minimum limit value of the SOC of the power cell;
the second charging power formula is as follows:
Figure BDA0003176445020000032
the SOC ' is the current remaining charge of the super capacitor, cs _ hi _ SOC ' is the maximum limit value of the super capacitor SOC, and cs _ lo _ SOC ' is the minimum limit value of the super capacitor SOC.
Preferably, if the fuel cell is in the power-on state, the determining the shunting strategy based on the power required by the entire vehicle, the power of the fuel cell and the power provided by the composite energy source specifically includes:
and if the fuel cell is in a starting state, the super capacitor SOC and the power battery SOC are between the respective specified limit values and are in a discharging state, and a shunting strategy is determined based on the required power of the whole vehicle, the power of the fuel cell and the power provided by the composite energy source.
Preferably, the power demanded by the whole vehicle is subjected to primary power splitting by the power provided by the fuel cell, and the power distribution of the power cell and the super capacitor is performed by the composite energy logical threshold filtering control, so as to complete secondary power splitting, and specifically comprises:
if the required power of the whole vehicle is smaller than the maximum power of the fuel cell, performing primary power shunt by taking the fuel cell as a discharging main body, and when the variable load occurs, performing power distribution and discharging of the power cell and the super capacitor through composite energy source logic threshold filtering control to be used as secondary shunt to fill the variable load;
and if the required power of the whole vehicle is more than or equal to the maximum power of the fuel cell, performing primary power distribution according to the maximum power discharge of the fuel cell, performing power distribution and discharge of the power cell and the super capacitor through composite energy logical threshold filtering control, and completing secondary power distribution.
Preferably, the power distribution and the discharge of the power battery and the super capacitor are performed through the composite energy logic threshold filtering control, and specifically includes:
when the SOC of the super capacitor is smaller than the lowest limit value of the logic threshold, the power battery discharges, and the super capacitor does not discharge;
when the SOC of the super capacitor is in a logic threshold, the super capacitor and the power battery are both discharged, and the discharge power of the power battery is slowed down through filtering control.
Preferably, after the power splitting is performed on the power required by the entire vehicle according to the splitting strategy, the method further includes:
when regenerative braking is carried out, the super capacitor and the power battery are charged, and the charging power of the power battery is slowed down through filtering control.
The invention discloses a control device of a fuel cell multi-energy power system, which comprises:
the startup and shutdown control module is used for realizing startup and shutdown control of the fuel cell based on the preset startup and shutdown conditions of the fuel cell;
the determining module is used for determining a shunting strategy based on the power required by the whole vehicle, the power of the fuel cell and the power provided by the composite energy source if the fuel cell is in a starting state; the hybrid energy source comprises: a power battery and a super capacitor;
the power distribution module is used for carrying out power distribution on the required power of the whole vehicle according to the distribution strategy; the shunting strategy comprises two-stage power shunting, wherein the required power of the whole vehicle is subjected to primary power shunting through the power provided by the fuel cell, and the power distribution of the power battery and the super capacitor is performed through composite energy logic threshold filtering control to complete secondary power shunting; the priority of the primary power split is higher than the priority of the secondary power split.
Preferably, the on-off control module is specifically configured to one of:
when the SOC of the super capacitor and the SOC of the power battery are both smaller than the lowest limit value in the respectively specified optimal SOC interval, the fuel battery is started to charge the composite energy source, and simultaneously, the power output is independently provided for the whole vehicle;
when the SOC of the super capacitor and the SOC of the power battery are both larger than or equal to the maximum limit value in the respectively specified optimal SOC interval, the fuel battery is shut down;
when the SOC of the super capacitor and/or the SOC of the power battery are in the respectively specified optimal SOC interval, determining the on-off state of the fuel battery according to the on-off condition of the fuel battery at the previous moment;
when the required power of the whole vehicle is larger than the maximum power which can be provided by the composite energy source, the fuel cell is started;
and if the limited minimum power when the fuel cell is started is the minimum power when the fuel cell works in the high-efficiency power area, starting the fuel cell.
Preferably, the on-off control module is specifically configured to determine a first charging power of the fuel cell according to a first charging power calculation formula; charging a power battery in the compound energy source according to the first charging power; and/or
Determining a second charging power of the fuel cell according to a second charging power calculation formula; and charging the super capacitor in the composite energy source according to the second charging power.
Preferably, the first charging power formula is as follows:
Figure BDA0003176445020000051
wherein, PchgThe charging power of the fuel cell is adopted, the SOC is the current residual charge of the power cell, cs _ hi _ SOC is the maximum limit value of the SOC of the power cell, and cs _ lo _ SOC is the minimum limit value of the SOC of the power cell;
the second charging power formula is as follows:
Figure BDA0003176445020000052
the SOC ' is the current remaining charge of the super capacitor, cs _ hi _ SOC ' is the maximum limit value of the super capacitor SOC, and cs _ lo _ SOC ' is the minimum limit value of the super capacitor SOC.
Preferably, the determining module is configured to determine, if the fuel cell is in a power-on state, the super capacitor SOC and the power battery SOC are between respective specified limits and both are in a discharge state, and determine the shunting strategy based on the power required by the entire vehicle, the power of the fuel cell, and the power provided by the hybrid energy source.
Preferably, the power distribution module is configured to, if the power required by the entire vehicle is smaller than the maximum power of the fuel cell, perform primary power splitting by using the fuel cell as a discharging main body, and when a variable load occurs, perform power distribution and discharging of the power cell and the super capacitor through composite energy logic threshold filtering control, and perform secondary splitting to fill the variable load;
and if the required power of the whole vehicle is more than or equal to the maximum power of the fuel cell, performing primary power distribution according to the maximum power discharge of the fuel cell, performing power distribution and discharge of the power cell and the super capacitor through composite energy logical threshold filtering control, and completing secondary power distribution.
Preferably, the power distribution module is configured to discharge the power battery and not discharge the super capacitor when the SOC of the super capacitor is smaller than the lowest limit value of the logic threshold;
when the SOC of the super capacitor is in a logic threshold, the super capacitor and the power battery are both discharged, and the discharge power of the power battery is slowed down through filtering control.
Preferably, the apparatus further comprises:
and the charging module is used for charging the super capacitor and the power battery when regenerative braking is carried out, and the charging power of the power battery is controlled to be slowed down through filtering.
The invention discloses a vehicle, comprising: the fuel cell multi-energy control method is as described above.
Through one or more technical schemes of the invention, the invention has the following beneficial effects or advantages:
the invention provides a fuel cell multi-energy control method, which is characterized in that under a fuel cell power following on-off control strategy, the on-off control is carried out on a fuel cell, a shunting strategy is determined to carry out two-stage power shunting on the required power of a whole vehicle, and after the power distribution of the fuel cell, a storage battery and a super capacitor is determined, the optimal power shunting between the storage battery and the super capacitor is realized based on a composite logic threshold, so that the optimal energy management of a composite power supply system is realized. The problems of high coupling degree of composite energy and complex control strategy are solved, the fuel cell can stably run under different running conditions, the service life of the fuel cell is prolonged, and the advantages of the fuel cell, the power cell and the super capacitor can be fully exerted.
The foregoing description is only an overview of the technical solutions of the present invention, and the embodiments of the present invention are described below in order to make the technical means of the present invention more clearly understood and to make the above and other objects, features, and advantages of the present invention more clearly understandable.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to refer to like parts throughout the drawings. In the drawings:
FIG. 1 shows a flow chart of a fuel cell multi-energy control method according to an embodiment of the invention;
fig. 2 shows a schematic diagram of a fuel cell multi-energy source control apparatus according to an embodiment of the present invention.
Detailed Description
In order to make the present application more clearly understood by those skilled in the art to which the present application pertains, the following detailed description of the present application is made with reference to the accompanying drawings by way of specific embodiments.
The invention provides a fuel cell multi-energy control method, which is characterized in that under a fuel cell power following on-off control strategy, the on-off control is carried out on a fuel cell, a shunting strategy is determined to carry out two-stage power shunting on the required power of a whole vehicle, and after the power distribution of the fuel cell, a storage battery and a super capacitor is determined, the optimal power shunting between the storage battery and the super capacitor is realized based on a composite logic threshold, so that the optimal energy management of a composite power supply system is realized. The problems of high coupling degree of composite energy and complex control strategy are solved, the fuel cell can stably run under different running conditions, the service life of the fuel cell is prolonged, and the advantages of the fuel cell, the power cell and the super capacitor can be fully exerted.
In this embodiment, the hybrid energy source includes a power battery and a super capacitor.
Referring to fig. 1, a flow chart of a multi-energy control method for a fuel cell according to an embodiment of the present invention includes the following steps:
and 101, realizing the startup and shutdown control of the fuel cell based on the preset startup and shutdown conditions of the fuel cell.
In a specific implementation process, preset on-off conditions of the fuel cell are respectively determined based on a power requirement of the whole vehicle, an optimal SOC interval of the power cell, an optimal SOC interval of the super capacitor and a high-efficiency working interval of the fuel cell, so that on-off control of the fuel cell is realized, and a stable output state of the fuel cell is maintained.
The method realizes the startup and shutdown control of the fuel cell based on the preset startup and shutdown conditions of the fuel cell, and specifically comprises one of the following technical schemes:
(1) when the SOC of the super capacitor and the SOC of the power battery are both smaller than the lowest limit value in the respectively specified optimal SOC interval, the stored energy of the SOC of the super capacitor and the stored energy of the SOC of the power battery are insufficient, and charging is needed. Therefore, the fuel cell is started to charge the composite energy source, and simultaneously, the power output is independently provided for the whole vehicle.
Further, in the process that the fuel cell is started to charge the composite energy source, determining first charging power of the fuel cell according to a first charging power calculation formula; charging a power battery in the compound energy source according to the first charging power; and/or determining a second charging power of the fuel cell according to a second charging power calculation formula; and charging the super capacitor in the composite energy source according to the second charging power.
Further, the first charging power formula is as follows:
Figure BDA0003176445020000081
wherein, PchgThe SOC is the charging power of the fuel cell, SOC is the current remaining charge of the power cell, cs _ hi _ SOC is the maximum limit value of the power cell SOC, and cs _ lo _ SOC is the minimum limit value of the power cell SOC. The SOC of the power battery is controlled between 0.3 and 0.7.
The second charging power formula is as follows:
Figure BDA0003176445020000082
the SOC ' is the current remaining charge of the super capacitor, cs _ hi _ SOC ' is the highest limit value of the SOC of the super capacitor, cs _ lo _ SOC ' is the lowest limit value of the SOC of the super capacitor, and the SOC of the super capacitor is controlled to be 0.4-0.9.
The method can determine the first charging power and the second charging power according to the actual conditions of the power battery and the super capacitor. The two charging powers are used for correcting the required power of the fuel cell, and the charging power can be accurately provided for the power battery and the super capacitor. Therefore, the fuel cell corrected power includes: the first-stage shunt power of the required power of the whole vehicle, the charging power of a power battery and the charging power of a super capacitor.
(2) When the SOC of the super capacitor and the SOC of the power battery are both larger than or equal to the maximum limit value in the respectively specified optimal SOC interval, the SOC of the super capacitor and the SOC of the power battery can provide output power for the whole vehicle, and therefore the fuel battery is shut down. The specific power distribution of the super capacitor and the power battery is consistent with the implementation of the secondary power shunt, so that the detailed description is omitted here.
(3) And when the SOC of the super capacitor and/or the SOC of the power battery are in the respectively specified optimal SOC interval, determining the on-off state of the fuel battery according to the on-off condition of the fuel battery at the last moment. For example, if the fuel cell was in the on state at the previous time, the fuel cell was also in the on state at that time. And if the fuel cell is in the shutdown state at the last moment, the fuel cell is also in the shutdown state at the moment.
It should be noted that when the SOC of the super capacitor and/or the SOC of the power battery are within the respective specified optimal SOC intervals, it is necessary to further determine whether the super capacitor and/or the power battery are in a charging state or a discharging state. If the hybrid energy source is in the charging state, the fuel cell is started to charge the hybrid energy source, and simultaneously, the power output is independently provided for the whole vehicle. If the power distribution system is in the discharging state, the fuel cell is started, and the fuel cell, the super capacitor and the power battery need to carry out power distribution on the power required by the whole vehicle according to the distribution strategy. If any one of the super capacitor and the power battery is in a charging state, the fuel battery is started to charge the super capacitor or the power battery, and after the charging is finished, the fuel battery, the super capacitor and the power battery need to carry out power shunting on the required power of the whole vehicle according to the shunting strategy.
The specific calculation method of the charging power is the same as that of the above embodiment, and therefore, the detailed description thereof is omitted here.
(4) And when the required power of the whole vehicle is larger than the maximum power which can be provided by the composite energy source, the fuel cell is started. At the moment, the fuel cell, the super capacitor and the power battery need to carry out power shunting on the power required by the whole vehicle according to the shunting strategy.
(5) And if the limited minimum power when the fuel cell is started is the minimum power when the fuel cell works in the high-efficiency power area, starting the fuel cell. At the moment, the fuel cell, the super capacitor and the power battery need to carry out power shunting on the power required by the whole vehicle according to the shunting strategy.
And step 102, if the fuel cell is in a starting state, determining a shunting strategy based on the power required by the whole vehicle, the power of the fuel cell and the power provided by the composite energy source.
In a specific implementation process, if the fuel cell is in a starting state, the super capacitor SOC or the power battery SOC is between the respective specified limit values and is in a discharging state, and a shunting strategy is determined based on the required power of the whole vehicle, the power of the fuel cell and the power provided by the composite energy source. Further, if the required power of the whole vehicle is larger than the maximum power which can be provided by the composite energy source, a shunting strategy is determined based on the required power of the whole vehicle, the power of the fuel cell and the power provided by the composite energy source. If the required power of the whole vehicle is less than or equal to the maximum power which can be provided by the composite energy source, the composite energy source provides power, and the fuel cell is in a shutdown state at the moment.
And if the required power of the whole vehicle is more than or equal to the maximum power of the fuel cell, the super capacitor and the power cell are required to carry out power shunting on the required power of the whole vehicle according to the shunting strategy.
The shunting strategy at this time includes two-stage power shunting, and the two-stage power shunting will be described in detail later, which is not described herein again.
If the hybrid energy source cannot provide power support, for example, the super capacitor SOC and the power battery SOC are both smaller than the minimum value in the respectively specified optimal SOC interval, or the super capacitor SOC (and/or the power battery SOC) are in the respectively specified optimal SOC interval but are in a charging state, the required power of the whole vehicle is provided by the fuel battery alone.
And 103, carrying out power distribution on the required power of the whole vehicle according to the distribution strategy.
In the shunting strategy, two stages of power shunting are included.
The power required by the whole vehicle is subjected to primary power distribution through the power provided by the fuel cell, and the power distribution of the power battery and the super capacitor is performed through the composite energy source logic threshold filtering control, so that secondary power distribution is completed.
The priority of the primary power split is higher than the priority of the secondary power split. Namely: in the embodiment, the power splitting is divided into two stages of power splitting, the power provided by the fuel cell is preferentially passed to provide power output for the whole vehicle, and if the power provided by the fuel cell cannot meet the power required by the whole vehicle, the two stages of power splitting are completed through the composite energy.
Further, if the required power of the whole vehicle is smaller than the maximum power of the fuel cell in the high-efficiency power area, the fuel cell is taken as a discharging main body to perform primary power shunting, and when the variable load occurs, the power of the power cell and the super capacitor is distributed and discharged through the composite energy source logic threshold filtering control, and the power is taken as secondary power shunting to fill the variable load.
And if the required power of the whole vehicle is more than or equal to the maximum power of the fuel cell in the high-efficiency power area, performing primary power distribution according to the maximum power discharge of the fuel cell, performing power distribution and discharge of the power cell and the super capacitor through composite energy logical threshold filtering control, and completing secondary power distribution.
Further, in the secondary power splitting process, when the super capacitor SOC is smaller than the lowest limit value of the logic threshold, for example, 0.4. The power battery discharges, and the super capacitor does not discharge. When the SOC of the super capacitor is in a logic threshold, the super capacitor and the power battery are both discharged, and the discharge power of the power battery is slowed down through filtering control.
Specifically, when the super capacitor SOC is within a logic threshold, for example, between 0.4-0.9. The super capacitor and the power battery are discharged, and the power battery delays the provided power through filtering control, so that the super capacitor provides power preferentially.
As an optional embodiment, after the power required by the entire vehicle is split according to the splitting strategy, when regenerative braking is performed, feedback energy is present, at this time, both the super capacitor and the power battery are charged, the charging power of the power battery is slowed down through filtering control, and the super capacitor is charged preferentially.
Therefore, the fuel cell, the power cell and the super capacitor are mutually controlled in logic, and the optimal energy management of the composite power supply system is realized. The problems of high coupling degree of a compound power supply and complex control strategy are solved, the fuel cell can stably run under different running conditions, the service life of the fuel cell is prolonged, and the advantages of the fuel cell, the power cell and the super capacitor can be fully exerted.
Based on the same inventive concept, the following embodiments disclose a control apparatus of a fuel cell multi-energy power system, referring to fig. 2, including:
the startup and shutdown control module 201 is configured to implement startup and shutdown control of the fuel cell based on a preset startup and shutdown condition of the fuel cell;
a determining module 202, configured to determine, if the fuel cell is in a power-on state, a shunting strategy based on a power required by a vehicle, a power of the fuel cell, and a power provided by a composite energy source; the hybrid energy source comprises: a power battery and a super capacitor;
the power distribution module 203 is used for carrying out power distribution on the required power of the whole vehicle according to the distribution strategy; the shunting strategy comprises two-stage power shunting, wherein the required power of the whole vehicle is subjected to primary power shunting through the power provided by the fuel cell, and the power distribution of the power battery and the super capacitor is performed through composite energy logic threshold filtering control to complete secondary power shunting; the priority of the primary power split is higher than the priority of the secondary power split.
Preferably, the on-off control module 201 is specifically configured to one of the following:
when the SOC of the super capacitor and the SOC of the power battery are both smaller than the lowest limit value in the respectively specified optimal SOC interval, the fuel battery is started to charge the composite energy source, and simultaneously, the power output is independently provided for the whole vehicle;
when the SOC of the super capacitor and the SOC of the power battery are both larger than or equal to the maximum limit value in the respectively specified optimal SOC interval, the fuel battery is shut down;
when the SOC of the super capacitor and/or the SOC of the power battery are in the respectively specified optimal SOC interval, determining the on-off state of the fuel battery according to the on-off condition of the fuel battery at the previous moment;
when the required power of the whole vehicle is larger than the maximum power which can be provided by the composite energy source, the fuel cell is started;
and if the limited minimum power when the fuel cell is started is the minimum power when the fuel cell works in the high-efficiency power area, starting the fuel cell.
Preferably, the on-off control module 201 is specifically configured to determine a first charging power of the fuel cell according to a first charging power calculation formula; charging a power battery in the compound energy source according to the first charging power; and/or
Determining a second charging power of the fuel cell according to a second charging power calculation formula; and charging the super capacitor in the composite energy source according to the second charging power.
Preferably, the first charging power formula is as follows:
Figure BDA0003176445020000121
wherein, PchgThe charging power of the fuel cell is adopted, the SOC is the current residual charge of the power cell, cs _ hi _ SOC is the maximum limit value of the SOC of the power cell, and cs _ lo _ SOC is the minimum limit value of the SOC of the power cell;
the second charging power formula is as follows:
Figure BDA0003176445020000122
the SOC ' is the current remaining charge of the super capacitor, cs _ hi _ SOC ' is the maximum limit value of the super capacitor SOC, and cs _ lo _ SOC ' is the minimum limit value of the super capacitor SOC.
Preferably, the determining module 202 is configured to determine, if the fuel cell is in a power-on state, the super capacitor SOC and the power battery SOC are between respective specified limits and both are in a discharge state, and determine the shunting strategy based on the power required by the entire vehicle, the power of the fuel cell, and the power provided by the hybrid energy source.
Preferably, the power distribution module 203 is configured to, if the power required by the whole vehicle is less than the maximum power of the fuel cell, perform primary power splitting by using the fuel cell as a discharging main body, and when a variable load occurs, perform power distribution and discharging of the power cell and the super capacitor through composite energy logic threshold filtering control, and perform secondary splitting to fill the variable load;
and if the required power of the whole vehicle is more than or equal to the maximum power of the fuel cell, performing primary power distribution according to the maximum power discharge of the fuel cell, performing power distribution and discharge of the power cell and the super capacitor through composite energy logical threshold filtering control, and completing secondary power distribution.
Preferably, the power distribution module 203 is configured to discharge the power battery and not discharge the super capacitor when the SOC of the super capacitor is smaller than the lowest limit value of the logic threshold;
when the SOC of the super capacitor is in a logic threshold, the super capacitor and the power battery are both discharged, and the discharge power of the power battery is slowed down through filtering control.
Preferably, the apparatus further comprises:
and the charging module is used for charging the super capacitor and the power battery when regenerative braking is carried out, and the charging power of the power battery is controlled to be slowed down through filtering.
Based on the same inventive concept, the following embodiments disclose a vehicle including a fuel cell multi-energy control method as in one or more of the above embodiments.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims (10)

1. A fuel cell multi-energy control method, characterized in that the method comprises:
the method comprises the steps that on-off control of a fuel cell is achieved based on preset on-off conditions of the fuel cell;
if the fuel cell is in a starting state, determining a shunting strategy based on the power required by the whole vehicle, the power of the fuel cell and the power provided by the composite energy source; the hybrid energy source comprises: a power battery and a super capacitor;
carrying out power splitting on the required power of the whole vehicle according to the splitting strategy; the shunting strategy comprises two stages of power shunting, wherein the required power of the whole vehicle is subjected to primary power shunting through the power provided by the fuel cell, and the power distribution of the power battery and the super capacitor is performed through composite energy logic threshold filtering control to complete secondary power shunting; the priority of the primary power split is higher than the priority of the secondary power split.
2. The method according to claim 1, wherein the implementing the on/off control of the fuel cell based on the preset on/off condition of the fuel cell specifically comprises one of the following:
when the SOC of the super capacitor and the SOC of the power battery are both smaller than the lowest limit value in the respectively specified optimal SOC interval, the fuel battery is started to charge the composite energy source, and simultaneously, the power output is independently provided for the whole vehicle;
when the SOC of the super capacitor and the SOC of the power battery are both larger than or equal to the maximum limit value in the respectively specified optimal SOC interval, the fuel battery is shut down;
when the SOC of the super capacitor and/or the SOC of the power battery are in the respectively specified optimal SOC interval, determining the on-off state of the fuel battery according to the on-off condition of the fuel battery at the previous moment;
when the required power of the whole vehicle is larger than the maximum power which can be provided by the composite energy source, the fuel cell is started;
and if the limited minimum power when the fuel cell is started is the minimum power when the fuel cell works in the high-efficiency power area, starting the fuel cell.
3. The method according to claim 2, wherein when the super capacitor SOC and the power battery SOC are both less than the lowest limit value in the respective specified optimal SOC intervals, the fuel cell is powered on to charge the hybrid energy source, and specifically comprises:
determining a first charging power of the fuel cell according to a first charging power calculation formula; charging a power battery in the compound energy source according to the first charging power; and/or
Determining a second charging power of the fuel cell according to a second charging power calculation formula; and charging the super capacitor in the composite energy source according to the second charging power.
4. The method of claim 3,
the first charging power formula is as follows:
Figure FDA0003176445010000021
wherein, PchgThe charging power of the fuel cell is adopted, the SOC is the current residual charge of the power cell, cs _ hi _ SOC is the maximum limit value of the SOC of the power cell, and cs _ lo _ SOC is the minimum limit value of the SOC of the power cell;
the second charging power formula is as follows:
Figure FDA0003176445010000022
the SOC ' is the current remaining charge of the super capacitor, cs _ hi _ SOC ' is the maximum limit value of the super capacitor SOC, and cs _ lo _ SOC ' is the minimum limit value of the super capacitor SOC.
5. The method according to claim 2, wherein if the fuel cell is in a power-on state, determining a shunting strategy based on the power demanded by the entire vehicle, the power of the fuel cell, and the power provided by the hybrid energy source specifically comprises:
and if the fuel cell is in a starting state, the super capacitor SOC and the power battery SOC are between the respective specified limit values and are in a discharging state, and a shunting strategy is determined based on the required power of the whole vehicle, the power of the fuel cell and the power provided by the composite energy source.
6. The method of claim 1, wherein the power demanded by the entire vehicle is subjected to primary power splitting by the power provided by the fuel cell, and the power of the power battery and the super capacitor is distributed by the composite energy resource logic threshold filtering control, so as to complete secondary power splitting, specifically comprising:
if the required power of the whole vehicle is smaller than the maximum power of the fuel cell, performing primary power shunt by taking the fuel cell as a discharging main body, and when the variable load occurs, performing power distribution and discharging of the power cell and the super capacitor through composite energy source logic threshold filtering control to be used as secondary shunt to fill the variable load;
and if the required power of the whole vehicle is more than or equal to the maximum power of the fuel cell, performing primary power distribution according to the maximum power discharge of the fuel cell, performing power distribution and discharge of the power cell and the super capacitor through composite energy logical threshold filtering control, and completing secondary power distribution.
7. The method according to claim 6, wherein the power distribution and discharging of the power battery and the super capacitor is performed through composite energy source logic threshold filtering control, and specifically comprises:
when the SOC of the super capacitor is smaller than the lowest limit value of the logic threshold, the power battery discharges, and the super capacitor does not discharge;
when the SOC of the super capacitor is in a logic threshold, the super capacitor and the power battery are both discharged, and the discharge power of the power battery is slowed down through filtering control.
8. The method of claim 1, wherein after the power splitting of the overall vehicle required power according to the splitting strategy, the method further comprises:
when regenerative braking is carried out, the super capacitor and the power battery are charged, and the charging power of the power battery is slowed down through filtering control.
9. A control apparatus for a fuel cell multi-energy power system, comprising:
the startup and shutdown control module is used for realizing startup and shutdown control of the fuel cell based on the preset startup and shutdown conditions of the fuel cell;
the determining module is used for determining a shunting strategy based on the power required by the whole vehicle, the power of the fuel cell and the power provided by the composite energy source if the fuel cell is in a starting state; the hybrid energy source comprises: a power battery and a super capacitor;
the power distribution module is used for carrying out power distribution on the required power of the whole vehicle according to the distribution strategy; the shunting strategy comprises two-stage power shunting, wherein the required power of the whole vehicle is subjected to primary power shunting through the power provided by the fuel cell, and the power distribution of the power battery and the super capacitor is performed through composite energy logic threshold filtering control to complete secondary power shunting; the priority of the primary power split is higher than the priority of the secondary power split.
10. A vehicle, characterized by comprising: a fuel cell multi-energy control method as claimed in any one of claims 1 to 8.
CN202110833770.4A 2021-07-23 2021-07-23 Multi-energy control method and device for fuel cell and vehicle Active CN113561855B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202110833770.4A CN113561855B (en) 2021-07-23 2021-07-23 Multi-energy control method and device for fuel cell and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202110833770.4A CN113561855B (en) 2021-07-23 2021-07-23 Multi-energy control method and device for fuel cell and vehicle

Publications (2)

Publication Number Publication Date
CN113561855A true CN113561855A (en) 2021-10-29
CN113561855B CN113561855B (en) 2023-04-25

Family

ID=78166568

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202110833770.4A Active CN113561855B (en) 2021-07-23 2021-07-23 Multi-energy control method and device for fuel cell and vehicle

Country Status (1)

Country Link
CN (1) CN113561855B (en)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030113600A1 (en) * 2001-12-14 2003-06-19 Ballard Power Systems Inc. Fuel cell system shunt regulator method and apparatus
US20090309416A1 (en) * 2008-06-12 2009-12-17 Bose Anima B Active electrical power flow control system for optimization of power delivery in electric hybrid vehicles
KR20100040622A (en) * 2008-10-10 2010-04-20 현대자동차주식회사 Power net system of fuel cell hybrid vehicle and control method of the same
CN107199894A (en) * 2017-04-12 2017-09-26 浙江中车电车有限公司 A kind of pure electric automobile composite power source hierarchical control method
CN107901776A (en) * 2017-11-15 2018-04-13 吉林大学 Electric automobile composite power source fuel cell hybrid energy system power dividing method
WO2020126213A1 (en) * 2018-12-20 2020-06-25 Robert Bosch Gmbh Method for operating a fuel cell device
CN111409510A (en) * 2020-03-26 2020-07-14 河南科技大学 Energy management method for hydrogen fuel cell hybrid electric vehicle
CN112599821A (en) * 2019-10-01 2021-04-02 台湾联合氢能股份有限公司 Fuel cell composite power control method and system thereof

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20030113600A1 (en) * 2001-12-14 2003-06-19 Ballard Power Systems Inc. Fuel cell system shunt regulator method and apparatus
US20090309416A1 (en) * 2008-06-12 2009-12-17 Bose Anima B Active electrical power flow control system for optimization of power delivery in electric hybrid vehicles
KR20100040622A (en) * 2008-10-10 2010-04-20 현대자동차주식회사 Power net system of fuel cell hybrid vehicle and control method of the same
CN107199894A (en) * 2017-04-12 2017-09-26 浙江中车电车有限公司 A kind of pure electric automobile composite power source hierarchical control method
CN107901776A (en) * 2017-11-15 2018-04-13 吉林大学 Electric automobile composite power source fuel cell hybrid energy system power dividing method
WO2020126213A1 (en) * 2018-12-20 2020-06-25 Robert Bosch Gmbh Method for operating a fuel cell device
CN112599821A (en) * 2019-10-01 2021-04-02 台湾联合氢能股份有限公司 Fuel cell composite power control method and system thereof
CN111409510A (en) * 2020-03-26 2020-07-14 河南科技大学 Energy management method for hydrogen fuel cell hybrid electric vehicle

Also Published As

Publication number Publication date
CN113561855B (en) 2023-04-25

Similar Documents

Publication Publication Date Title
CN109693578B (en) Fuel cell vehicle whole vehicle power distribution control method and system
CN110040038B (en) Energy management control method and system for hydrogen-electricity hybrid fuel cell passenger car
Hu et al. Multi-objective energy management optimization and parameter sizing for proton exchange membrane hybrid fuel cell vehicles
CN109130891B (en) Composite topological structure of multi-mode hybrid energy storage system of electric vehicle and control method
CN110576750A (en) braking energy recovery system of hydrogen fuel cell automobile
CN102088197B (en) Method for controlling charging voltage of 12V auxiliary battery for hybrid vehicle
CN112046486B (en) Fuel cell automobile output power correction method, system and storage medium
CN108987770A (en) A kind of coordinating and optimizing control method of more stack fuel cell electricity generation systems
CN104627015A (en) Energy management system of new type fuel cell hybrid electric vehicle
CN113306455A (en) Fuel cell management method and device and fuel cell automobile
CN113401009B (en) Electric-electric hybrid fuel cell automobile energy management system and control method thereof
CN102611203A (en) Efficient composite energy storage system for vehicles
CN111717077B (en) Energy distribution method for vehicle fuel cell
CN111452632A (en) Multi-voltage platform hydrogen fuel cell automobile energy system
CN110979030A (en) Composite fuzzy control electric automobile composite power supply system control method
CN110758122A (en) Fuel cell efficiency optimization method of electricity-electricity hybrid power system
CN105109356A (en) Method for controlling fuel cell group of electric vehicle
CN113879181A (en) Real-time energy management control method capable of prolonging service life of fuel cell
CN115347655B (en) Composite power supply energy management system suitable for electric automobile
CN113103925A (en) Whole vehicle energy control method for following type hydrogen fuel cell passenger vehicle
CN111993957A (en) Hybrid electric vehicle energy management method based on equivalent consumption minimum strategy
CN113147514B (en) Multi-energy-source hydrogen fuel cell automobile energy management control method and system
Li et al. Research on energy management strategy of hydrogen fuel cell vehicles
CN102555830A (en) Automobile power supply system based on double energy storage units and automobile power supply control method
CN102570905B (en) Vehicle power supply system using solar energy and vehicle power supply control method

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant