CN113561855B - Multi-energy control method and device for fuel cell and vehicle - Google Patents
Multi-energy control method and device for fuel cell and vehicle Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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Abstract
The invention discloses a fuel cell multi-energy control method, a device and a vehicle, which are characterized in that under the control strategy that the power of the fuel cell is followed by the power on/off, the power on/off of the fuel cell is controlled, the two-stage power splitting of the power required by the whole vehicle is carried out by determining the splitting strategy, and after the power distribution of the fuel cell, a storage battery and a super capacitor is determined, the optimal power splitting 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 the composite energy source and complex control strategy are solved, so that the fuel cell stably operates under different operating 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
Technical Field
The present disclosure relates to the field of vehicle technologies, and in particular, to a method and an apparatus for controlling multiple energy sources of a fuel cell, and a vehicle.
Background
The problems of environmental pollution, energy crisis and the like become great challenges facing the current human beings, and along with the continuous development of new energy technologies, hydrogen energy gradually becomes a hot spot for research and development of various countries by virtue of the advantages of clean and pollution-free properties, high conversion efficiency, high energy density and the like.
The traditional single-power source or double-power source fuel cell automobile system energy storage scheme is relatively simple in control, but is difficult to consider factors such as service life and economy. 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 economy required by the daily running of the vehicle, and gradually becomes the development trend of the fuel cell automobile.
However, complex coupling relations exist among the composite power supply systems, the working modes are multiple, the control degree of freedom is high, and if the energy management method of the composite power supply is not reasonable and efficient enough, the optimal power split among the power supplies is difficult to realize, and the system advantage is exerted.
Disclosure of Invention
The invention provides a fuel cell multi-energy control method and device and a vehicle, which aim to solve or partially solve the technical problem that optimal power split among power supplies is difficult to realize.
In order to solve the technical problems, the invention provides a fuel cell multi-energy control method, which comprises the following steps:
based on preset startup and shutdown conditions of the fuel cell, startup and shutdown control of the fuel cell is realized;
if the fuel cell is in a starting state, determining a shunting strategy based on the whole vehicle required power, the power of the fuel cell and the power provided by the composite energy source; the composite energy source comprises: a power battery and a super capacitor;
carrying out power splitting on the whole vehicle required power according to the splitting strategy; the split strategy comprises two stages of power splitting, wherein the whole vehicle required power is subjected to primary power splitting through the power provided by the fuel cell, and the power of the power cell and the super capacitor is distributed through the composite energy logic threshold filter control, so that the secondary power splitting is completed; the primary power split has a higher priority than the secondary power split.
Preferably, the on-off control of the fuel cell is implemented based on a preset on-off condition of the fuel cell, and specifically includes one of the following:
when the SOC of the super capacitor and the SOC of the power battery are smaller than the minimum limit value in the respectively specified optimal SOC interval, the fuel battery is started to charge the composite energy source, and meanwhile, power output is independently provided for the whole vehicle;
when the super capacitor SOC and the power battery SOC are both larger than or equal to the highest limit value in the respectively specified optimal SOC interval, the fuel battery is shut down;
when the super capacitor SOC and/or the power battery SOC are/is 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;
when the power required by the whole vehicle is larger than the maximum power provided by the composite energy source, starting the fuel cell;
and if the limited minimum power is the minimum power of the fuel cell working in the high-efficiency power region when the fuel cell is started, starting the fuel cell.
Preferably, when the SOC of the super capacitor and the SOC of the power battery are both less than the minimum value in the respective specified optimal SOC interval, the fuel battery is started to charge the composite energy, which specifically includes:
determining a first charge power of the fuel cell according to a first charge power calculation formula; charging a power battery in the composite energy source according to the first charging power; and/or
Determining a second charge power of the fuel cell according to a second charge 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:
wherein P is chg For the charging power of the fuel cell, SOC is the current remaining charge of the power cell, cs_hi_soc is the highest limit value of the power cell SOC, and cs_lo_soc is the lowest limit value of the power cell SOC;
the second charging power formula is:
the SOC ' is the current residual charge of the super capacitor, the cs_hi_soc ' is the highest limit value of the super capacitor SOC, and the cs_lo_soc ' is the lowest limit value of the super capacitor SOC.
Preferably, if the fuel cell is in a start-up state, determining a split 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 specifically includes:
and if the fuel cell is in a starting state, determining a shunt strategy based on the whole vehicle required power, the power of the fuel cell and the power provided by the composite energy source, wherein the super capacitor SOC and the power battery SOC are both in a discharging state and are between the respective specified limit values.
Preferably, the power required by the whole vehicle is split by the primary power through the power provided by the fuel cell, and the power of the power cell and the super capacitor is distributed by the composite energy logic threshold filter control, so as to complete the secondary power split, which specifically comprises:
if the power required by the whole vehicle is smaller than the maximum power of the fuel cell, the fuel cell is used as a discharging main body to carry out primary power distribution, and when load variation occurs, the power distribution of the power cell and the super capacitor is carried out through the composite energy logic threshold filter control and the discharging is carried out to serve as secondary distribution to fill the load variation;
and if the required power of the whole vehicle is greater than or equal to the maximum power of the fuel cell, performing primary power splitting according to the maximum power discharge of the fuel cell, performing power distribution of the power cell and the super capacitor through the composite energy logic threshold filter control, and discharging to finish secondary power splitting.
Preferably, the power distribution and discharging of the power battery and the super capacitor are performed through the composite energy logic threshold filter control, and the method specifically comprises the following steps:
when the SOC of the super capacitor is smaller than the lowest limit value of the logic threshold, discharging the power battery, and not discharging the super capacitor;
when the super capacitor SOC is in the logic threshold, the super capacitor and the power battery are both discharged, and the discharging power of the power battery is slowed down through filtering control.
Preferably, after the power splitting is performed on the whole vehicle required power according to the splitting strategy, the method further includes:
when in regenerative braking, 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 on-off control module is used for realizing on-off control of the fuel cell based on preset on-off conditions of the fuel cell;
the determining module is used for determining a shunting strategy based on the whole vehicle required power, 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 composite energy source comprises: a power battery and a super capacitor;
the power distribution module is used for carrying out power distribution on the whole vehicle required power according to the distribution strategy; the split strategy comprises two stages of power splitting, wherein the whole vehicle required power is subjected to primary power splitting through the power provided by the fuel cell, and the power of the power cell and the super capacitor is distributed through the composite energy logic threshold filter control, so that the secondary power splitting is completed; the primary power split has a higher priority than the secondary power split.
Preferably, the on-off control module is specifically configured to one of the following:
when the SOC of the super capacitor and the SOC of the power battery are smaller than the minimum limit value in the respectively specified optimal SOC interval, the fuel battery is started to charge the composite energy source, and meanwhile, power output is independently provided for the whole vehicle;
when the super capacitor SOC and the power battery SOC are both larger than or equal to the highest limit value in the respectively specified optimal SOC interval, the fuel battery is shut down;
when the super capacitor SOC and/or the power battery SOC are/is 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;
when the power required by the whole vehicle is larger than the maximum power provided by the composite energy source, starting the fuel cell;
and if the limited minimum power is the minimum power of the fuel cell working in the high-efficiency power region when the fuel cell is started, 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 composite energy source according to the first charging power; and/or
Determining a second charge power of the fuel cell according to a second charge 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:
the second charging power formula is:
the SOC ' is the current residual charge of the super capacitor, the cs_hi_soc ' is the highest limit value of the super capacitor SOC, and the cs_lo_soc ' is the lowest 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, a super capacitor SOC and a power cell SOC that are both between respective specified limits and are in a discharge state, a split 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.
Preferably, the power distribution module is configured to, if the required power of the whole vehicle is smaller than the maximum power of the fuel cell, perform primary power distribution by using the fuel cell as a discharge main body, and when load variation occurs, perform power distribution and discharge of the power cell and the super capacitor through composite energy logic threshold filter control, and use the primary power distribution as secondary power distribution to fill the load variation;
and if the required power of the whole vehicle is greater than or equal to the maximum power of the fuel cell, performing primary power splitting according to the maximum power discharge of the fuel cell, performing power distribution of the power cell and the super capacitor through the composite energy logic threshold filter control, and discharging to finish secondary power splitting.
Preferably, the power distribution module is used for discharging the power battery when the SOC of the super capacitor is smaller than the lowest limit value of the logic threshold, and the super capacitor is not discharged;
when the super capacitor SOC is in the logic threshold, the super capacitor and the power battery are both discharged, and the discharging 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 in regenerative braking, and the charging power of the power battery is slowed down through filtering control.
The invention discloses a vehicle, comprising: a fuel cell multi-energy control method 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 the control strategy that the power of the fuel cell is followed with the power on/off, the power on/off of the fuel cell is controlled, the two-stage power splitting of the whole vehicle required power is carried out by determining the splitting strategy, and after the power distribution of the fuel cell, a storage battery and a super capacitor is determined, the optimal power splitting 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 the composite energy source and complex control strategy are solved, so that the fuel cell stably operates under different operating 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 present invention, and is intended to be implemented in accordance with the teachings of the present invention in order that the same may be more clearly understood and to make the same and other objects, features and advantages of the present invention more readily apparent.
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 designate like parts throughout the figures. In the drawings:
FIG. 1 illustrates a flow chart of a fuel cell multi-energy control method according to one embodiment of the invention;
fig. 2 shows a schematic diagram of a fuel cell multi-energy control device according to an embodiment of the present invention.
Detailed Description
In order to make the technical solution more clearly understood by those skilled in the art, the following detailed description is made with reference to the accompanying drawings.
The invention provides a fuel cell multi-energy control method, which is characterized in that under the control strategy that the power of the fuel cell is followed with the power on/off, the power on/off of the fuel cell is controlled, the two-stage power splitting of the whole vehicle required power is carried out by determining the splitting strategy, and after the power distribution of the fuel cell, a storage battery and a super capacitor is determined, the optimal power splitting 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 the composite energy source and complex control strategy are solved, so that the fuel cell stably operates under different operating 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 composite energy source includes a power battery and a super capacitor.
Referring now to fig. 1, a flowchart of a fuel cell multi-energy control method according to an embodiment of the present invention includes the following steps:
step 101, implementing on-off control of the fuel cell based on preset on-off conditions of the fuel cell.
In a specific implementation process, preset startup and shutdown conditions of the fuel cell are respectively determined based on the power requirement of the whole vehicle, the optimal SOC interval of the power cell, the optimal SOC interval of the super capacitor and the high-efficiency working interval of the fuel cell, startup and shutdown control of the fuel cell is realized, and a stable output state of the fuel cell is maintained.
Based on the preset startup and shutdown conditions of the fuel cell, the startup and shutdown control of the fuel cell is realized, and the method specifically comprises one of the following technical schemes:
(1) When the super capacitor SOC and the power battery SOC are smaller than the minimum limit value in the respectively specified optimal SOC interval, the super capacitor SOC and the power battery SOC are insufficient in energy storage and need to be charged. 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 of starting up the fuel cell to charge the composite energy source, determining the first charging power of the fuel cell according to a first charging power calculation formula; charging a power battery in the composite energy source according to the first charging power; and/or determining a second charge power of the fuel cell according to a second charge 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:
The second charging power formula is:
the SOC of the super capacitor is controlled to be between 0.4 and 0.9, wherein the SOC ' is the current residual charge of the super capacitor, cs_hi_soc ' is the highest limit value of the super capacitor SOC, and cs_lo_soc ' is the lowest limit value of the super capacitor SOC.
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. And the two charging powers are utilized to correct the required power of the fuel cell, so that the charging power can be accurately provided for the power cell and the super capacitor. Therefore, the corrected power of the fuel cell includes: the primary current-dividing power of the power required by the whole vehicle, the charging power of the power battery and the charging power of the super capacitor.
(2) When the super capacitor SOC and the power battery SOC are both larger than or equal to the highest limit value in the respectively specified optimal SOC interval, the super capacitor SOC and the power battery SOC can provide output power for the whole vehicle, so that the fuel battery is powered off. The specific power distribution and the secondary power distribution of the super capacitor and the power battery are consistent, so that the description is omitted here.
(3) And when the super capacitor SOC and/or the power battery SOC 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 is in the on state at the previous time, the fuel cell is also in the on state at that time. If the fuel cell is in the shutdown state at the previous 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 prescribed optimal SOC interval, it is necessary to further determine whether the super capacitor and/or the power battery is in a charged state or a discharged state. And if the fuel cells are in a charging state, starting the fuel cells to charge the composite energy, and simultaneously, independently providing power output for the whole vehicle. If the power supply is in a discharging state, the fuel cell is started, and the fuel cell, the super capacitor and the power cell need to split the power required by the whole vehicle according to the splitting 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 fuel battery, and after the charging is finished, the fuel battery, the super capacitor and the power battery need to split the power required by the whole vehicle according to the splitting strategy.
The specific calculation method of the charging power is the same as that of the foregoing embodiment, and therefore will not be described herein.
(4) And when the power required by the whole vehicle is larger than the maximum power provided by the composite energy source, starting the fuel cell. At this time, the fuel cell, the super capacitor and the power cell need to split the power of the whole vehicle according to the splitting strategy.
(5) And if the limited minimum power is the minimum power of the fuel cell working in the high-efficiency power region when the fuel cell is started, starting the fuel cell. At this time, the fuel cell, the super capacitor and the power cell need to split the power of the whole vehicle according to the splitting strategy.
Step 102, if the fuel cell is in a start-up state, determining a split 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 start-up state, the super capacitor SOC or the power cell SOC is between respective specified limits and is in a discharge state, and a shunt 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 power required by the whole vehicle is greater than the maximum power provided by the composite energy source, determining a split 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 power required by the whole vehicle is less than or equal to the maximum power provided by the composite energy source, the composite energy source provides power, and the fuel cell is in a shutdown state.
And if the required power of the whole vehicle is greater than or equal to the maximum power of the fuel cell, the super capacitor and the power cell are required to split the required power of the whole vehicle according to the splitting strategy.
The current splitting strategy includes two-stage power splitting, and the two-stage power splitting will be described in detail later, which is not described here again.
If the composite energy source cannot provide power support, for example, the supercapacitor SOC and the power battery SOC are both smaller than the minimum limit value in the respective prescribed optimal SOC interval, or the supercapacitor SOC (and/or the power battery SOC) is in the respective prescribed optimal SOC interval, but are both in a charged state, the whole vehicle required power is provided by the fuel cell alone.
And 103, carrying out power splitting on the whole vehicle required power according to the splitting strategy.
In the split strategy, two stages of power splitting are included.
And the power required by the whole vehicle is split into primary power by the power provided by the fuel cell, and the power of the power cell and the super capacitor is distributed by the composite energy logic threshold filter control, so that secondary power splitting is completed.
The primary power split has a higher priority than the secondary power split. Namely: in the embodiment, when the power is split, the power is split into two stages, the power provided by the fuel cell is preferentially used for providing 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 source.
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 used as a discharging main body to perform primary power distribution, and when load variation occurs, the power distribution of the power cell and the super capacitor is performed through the composite energy logic threshold filter control and the discharging is performed, so that the secondary power distribution is used for filling the load variation.
And if the required power of the whole vehicle is greater than or equal to the maximum power of the fuel cell in the high-efficiency power region, performing primary power splitting according to the maximum power discharge of the fuel cell, performing power distribution of the power cell and the super capacitor through the composite energy logic threshold filter control, and discharging to finish secondary power splitting.
Further, during the secondary power splitting process, when the SOC of the super capacitor is smaller than the lowest limit value of the logic threshold, for example, 0.4. The power battery is discharged, and the super capacitor is not discharged. When the super capacitor SOC is in the logic threshold, the super capacitor and the power battery are both discharged, and the discharging power of the power battery is slowed down through filtering control.
Specifically, when the supercapacitor SOC is in a logic threshold, for example, between 0.4-0.9. The super capacitor and the power battery are discharged, and the power battery can slow down the power provided by the filtering control, so that the super capacitor can provide power preferentially.
As an optional embodiment, after the power of the whole vehicle required power is split according to the split strategy, when regenerative braking is performed, feedback energy is indicated, at the moment, 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 control logic of the fuel cell, the power cell and the super capacitor can realize the optimal energy management of the composite power supply system. The method solves the problems of high coupling degree of the composite power supply and complex control strategy, ensures that the fuel cell stably operates under different operation conditions, prolongs the service life of the fuel cell, and can fully exert the advantages of the fuel cell, the power cell and the super capacitor.
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 on-off control module 201 is configured to implement on-off control of the fuel cell based on preset on-off conditions of the fuel cell;
a determining module 202, configured to determine a split strategy based on the power required by the whole vehicle, the power of the fuel cell, and the power provided by the composite energy if the fuel cell is in a start-up state; the composite energy source comprises: a power battery and a super capacitor;
the power distribution module 203 is configured to perform power distribution on the whole vehicle required power according to the distribution policy; the split strategy comprises two stages of power splitting, wherein the whole vehicle required power is subjected to primary power splitting through the power provided by the fuel cell, and the power of the power cell and the super capacitor is distributed through the composite energy logic threshold filter control, so that the secondary power splitting is completed; the primary power split has a higher priority than 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 smaller than the minimum limit value in the respectively specified optimal SOC interval, the fuel battery is started to charge the composite energy source, and meanwhile, power output is independently provided for the whole vehicle;
when the super capacitor SOC and the power battery SOC are both larger than or equal to the highest limit value in the respectively specified optimal SOC interval, the fuel battery is shut down;
when the super capacitor SOC and/or the power battery SOC are/is 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;
when the power required by the whole vehicle is larger than the maximum power provided by the composite energy source, starting the fuel cell;
and if the limited minimum power is the minimum power of the fuel cell working in the high-efficiency power region when the fuel cell is started, starting the fuel cell.
Preferably, the on-off control module 201 is specifically configured to determine the first charging power of the fuel cell according to a first charging power calculation formula; charging a power battery in the composite energy source according to the first charging power; and/or
Determining a second charge power of the fuel cell according to a second charge 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:
the second charging power formula is:
the SOC ' is the current residual charge of the super capacitor, the cs_hi_soc ' is the highest limit value of the super capacitor SOC, and the cs_lo_soc ' is the lowest 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 supercapacitor SOC and the power cell SOC are both between respective specified limits and are in a discharging state, and determine a split strategy 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 distribution module 203 is configured to perform primary power distribution by taking the fuel cell as a discharge main body if the required power of the whole vehicle is smaller than the maximum power of the fuel cell, and perform power distribution and discharge of the power cell and the super capacitor through the composite energy logic threshold filter control when load variation occurs, as secondary distribution to fill up the load variation;
and if the required power of the whole vehicle is greater than or equal to the maximum power of the fuel cell, performing primary power splitting according to the maximum power discharge of the fuel cell, performing power distribution of the power cell and the super capacitor through the composite energy logic threshold filter control, and discharging to finish secondary power splitting.
Preferably, the power distribution module 203 is configured to discharge the power battery when the SOC of the super capacitor is less than the minimum value of the logic threshold, and the super capacitor is not discharged;
when the super capacitor SOC is in the logic threshold, the super capacitor and the power battery are both discharged, and the discharging 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 in regenerative braking, and the charging power of the power battery is slowed down through filtering control.
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 embodiments described above.
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. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various modifications and variations can be made in the present application without departing from the spirit or scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims and the equivalents thereof, the present application is intended to cover such modifications and variations.
Claims (10)
1. A fuel cell multi-energy control method, characterized by comprising:
based on preset startup and shutdown conditions of the fuel cell, startup and shutdown control of the fuel cell is realized;
if the fuel cell is in a starting state, determining a shunting strategy based on the whole vehicle required power, the power of the fuel cell and the power provided by the composite energy source; the composite energy source comprises: a power battery and a super capacitor;
carrying out power splitting on the whole vehicle required power according to the splitting strategy; the split strategy comprises two stages of power splitting, wherein the whole vehicle required power is subjected to primary power splitting through the power provided by the fuel cell, and the power of the power cell and the super capacitor is distributed through the composite energy logic threshold filter control, so that the secondary power splitting is completed; the primary power split has a higher priority than the secondary power split.
2. The method of claim 1, wherein the controlling the power on/off of the fuel cell is based on a preset power on/off condition of the fuel cell, specifically comprising one of the following:
when the SOC of the super capacitor and the SOC of the power battery are smaller than the minimum limit value in the respectively specified optimal SOC interval, the fuel battery is started to charge the composite energy source, and meanwhile, power output is independently provided for the whole vehicle;
when the super capacitor SOC and the power battery SOC are both larger than or equal to the highest limit value in the respectively specified optimal SOC interval, the fuel battery is shut down;
when the super capacitor SOC and/or the power battery SOC are/is 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;
when the power required by the whole vehicle is larger than the maximum power provided by the composite energy source, starting the fuel cell;
and if the limited minimum power is the minimum power of the fuel cell working in the high-efficiency power region when the fuel cell is started, starting the fuel cell.
3. The method of claim 2, wherein when the supercapacitor SOC and the power battery SOC are both less than the minimum value in the respective prescribed optimal SOC intervals, the fuel cell is powered on to charge the composite energy source, specifically comprising:
determining a first charge power of the fuel cell according to a first charge power calculation formula; charging a power battery in the composite energy source according to the first charging power; and/or
Determining a second charge power of the fuel cell according to a second charge 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, wherein,
the first charging power formula is:
wherein P is chg For the charging power of the fuel cell, SOC is the current remaining charge of the power cell, cs_hi_soc is the highest limit value of the power cell SOC, and cs_lo_soc is the lowest limit value of the power cell SOC;
the second charging power formula is:
the SOC ' is the current residual charge of the super capacitor, the cs_hi_soc ' is the highest limit value of the super capacitor SOC, and the cs_lo_soc ' is the lowest limit value of the super capacitor SOC.
5. The method of claim 2, wherein determining the split strategy based on the power demand of 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 start-up state, specifically comprises:
and if the fuel cell is in a starting state, determining a shunt strategy based on the whole vehicle required power, the power of the fuel cell and the power provided by the composite energy source, wherein the super capacitor SOC and the power battery SOC are both in a discharging state and are between the respective specified limit values.
6. The method of claim 1, wherein the vehicle demand power is split by primary power supplied by the fuel cell, and power distribution of the power cell and the super capacitor is performed by composite energy logic threshold filter control, so as to complete secondary power splitting, and the method specifically comprises:
if the power required by the whole vehicle is smaller than the maximum power of the fuel cell, the fuel cell is used as a discharging main body to carry out primary power distribution, and when load variation occurs, the power distribution of the power cell and the super capacitor is carried out through the composite energy logic threshold filter control and the discharging is carried out to serve as secondary distribution to fill the load variation;
and if the required power of the whole vehicle is greater than or equal to the maximum power of the fuel cell, performing primary power splitting according to the maximum power discharge of the fuel cell, performing power distribution of the power cell and the super capacitor through the composite energy logic threshold filter control, and discharging to finish secondary power splitting.
7. The method of claim 6, wherein the power distribution and discharging of the power battery and the super capacitor are performed through the composite energy logic threshold filter control, and specifically comprises:
when the SOC of the super capacitor is smaller than the lowest limit value of the logic threshold, discharging the power battery, and not discharging the super capacitor;
when the super capacitor SOC is in the logic threshold, the super capacitor and the power battery are both discharged, and the discharging power of the power battery is slowed down through filtering control.
8. The method of claim 1, wherein after the power splitting of the vehicle demand power according to the splitting strategy, the method further comprises:
when in regenerative braking, 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 device for a fuel cell multi-energy power system, comprising:
the on-off control module is used for realizing on-off control of the fuel cell based on preset on-off conditions of the fuel cell;
the determining module is used for determining a shunting strategy based on the whole vehicle required power, 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 composite energy source comprises: a power battery and a super capacitor;
the power distribution module is used for carrying out power distribution on the whole vehicle required power according to the distribution strategy; the split strategy comprises two stages of power splitting, wherein the whole vehicle required power is subjected to primary power splitting through the power provided by the fuel cell, and the power of the power cell and the super capacitor is distributed through the composite energy logic threshold filter control, so that the secondary power splitting is completed; the primary power split has a higher priority than 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.
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