CN113844429B - Control method of fuel cell engine energy management system - Google Patents
Control method of fuel cell engine energy management system Download PDFInfo
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- CN113844429B CN113844429B CN202010599272.3A CN202010599272A CN113844429B CN 113844429 B CN113844429 B CN 113844429B CN 202010599272 A CN202010599272 A CN 202010599272A CN 113844429 B CN113844429 B CN 113844429B
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- 238000011217 control strategy Methods 0.000 claims description 27
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- 238000007599 discharging Methods 0.000 claims description 4
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
- H01M10/44—Methods for charging or discharging
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
- H01M10/44—Methods for charging or discharging
- H01M10/446—Initial charging measures
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
- H01M8/04858—Electric variables
- H01M8/04925—Power, energy, capacity or load
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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
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using 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
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
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Abstract
The application relates to a control method of a fuel cell engine energy management system, which comprises a fuel cell engine, a fuel cell engine controller, a voltage conversion module, a motor, a power battery control unit, an energy management unit and a whole vehicle controller, wherein the energy management unit obtains the actual required power of a vehicleThe energy management unit obtains engine output powerThe energy management unit adjusts the operating range of the fuel cell engine as follows: setting the maximum output power of the power battery allowed in the control logic of the energy management unit as power consumption power; the charging power of the power battery allowed in the control logic of the energy management unit is set as charging power; energy management unit analysisWhether or not to be inAccording to the interval of (2)The interval value is used for controlling the power battery to be matched with the fuel battery engine, and the method of the application ensures that the power system can meet the requirement of frequent changeDynamic working conditions can meet long-time stable working conditions.
Description
Technical Field
The application relates to the field of fuel cell engines, in particular to a control method of an energy management system of a fuel cell engine.
Background
Hydrogen fuel cell vehicles mostly employ a hybrid electric mode of a fuel cell engine and a power cell, as shown in fig. 1. A power system for driving an electric motor by simultaneously operating a fuel cell engine and a power cell. The fuel cell engine is used as a main power output component, and the working principle of generating voltage and current by utilizing electrochemical reaction is that the overall power response rate of the fuel cell engine is influenced by the dynamic response characteristic of the fuel cell engine and the response characteristic of an auxiliary system, and the power requirement which changes rapidly cannot be responded. The power battery is used as an auxiliary power output part and has good power response characteristics, so that the defect of the fuel cell engine can be exactly overcome, and the power battery is used for responding to quicker power change.
In the system, because the stepless response power change cannot be well realized due to the working principle of the fuel cell engine, the output power of the fuel cell engine is artificially divided into a plurality of gears, the power difference of each gear is kept within 5kw (the power difference of each gear can be controlled to be smaller after the technical progress), each gear corresponds to the working parameters of the fuel cell engine, the different working parameters under different gears are the stable working states obtained in advance when the engine stage is calibrated, and how to enable the power cell and the fuel cell engine to work together better is a technical problem which is needed to be solved urgently by the skilled person.
Disclosure of Invention
In order to solve the technical problems, the application aims to provide a control method of an energy management system of a fuel cell engine, which can ensure that a power system can meet dynamic working conditions with frequent changes and stable working conditions for a long time.
In order to achieve the first object, the present application adopts the following technical scheme:
the control method of the fuel cell engine energy management system comprises a fuel cell engine, a fuel cell engine controller, a voltage conversion module, an electric motor, a power battery control unit, an energy management unit and a whole vehicle controller, wherein the energy management unit obtains the actual required power of a vehicle through the whole vehicle controllerThe energy management unit obtains engine output power +.>The energy management unit adjusts the operating range of the fuel cell engine by an energy management phase control strategy as follows:
firstly, setting the maximum output power of a power battery allowed in the control logic of an energy management unit as power consumption power; the charging power of the power battery allowed in the control logic of the energy management unit is set as charging power;
second, the energy management unit analyzesWhether or not to be in->In the interval of (2),
if it isAt->The current working gear of the fuel cell engine is maintained;
if it isThe operating gear of the fuel cell engine is reduced; and at->During the lowering stage, the energy management unit enables the power battery to be switched into a charging state through the power battery control unit, and receives abundant power +.>；
If it isThe working gear of the fuel cell engine is lifted; and at +.>During the lifting phase, the energy management unit enables the power battery to be switched into a power consumption state through the power battery control unit, and the motor is provided with +.>A power of a magnitude.
Preferably, the time interval for switching the fuel cell engine between each gear is set asThe operating time interval of the energy management phase control strategy is +.>。
As a preferred scheme, the energy management unit further comprises a power battery energy control strategy, and the specific process is as follows:
setting an upper limit value of the SOC value of the power battery as the SOC up The lower limit value is referred to as SOC low When the energy management unit is initialized, the power consumption of the power battery is set to 0, the charging power is set to be positive, and when the energy management stage control strategy is performed, the energy management unit enables the fuel cell engine to output powerIs limited to->The power battery is in a charging state;
at the time of the rise of the SOC value of the power battery to the SOC up After the above, the energy management means sets the charging power of the power cell to 0 and the power consumption to a positive number, thereby limiting the output power of the fuel cell engine toThe power battery is in a discharging state;
the SOC value of the power battery drops to SOC low After that, the energy management unit makes the power consumption of the power battery be 0 again, and the charging power is positive, so that the power battery is in a charging state again; the energy management unit manages the SOC value of the power battery to the back and forth so that the SOC value is always in [ SOC ] low , SOC up ]Within the interval.
As a preferred solution, the energy management unit further comprises a fuel cell engine activation stage control strategy, and the specific process is as follows:
before the energy management stage control strategy is operated, the energy management unit preferentially enables the fuel cell engine to enter a maximum power gear to operate for a period of time, and the period of time is called a fuel cell engine activation stage;
the energy management unit receives the SOC value of the power battery, sets the maximum allowable power capacity SOCmax of the power battery under the strategy, compares the current SOC value of the power battery, and if the current SOC value exceeds the SOCmin, the energy management unit improves the fuel battery engine controller to enable the fuel battery engine to be in a non-working state, and only the power battery works to reduce the SOC value of the power battery;
when the SOC value of the power battery is lower than SOCmin, the energy management unit enables the fuel battery engine to work at the maximum power gear through the fuel battery engine controller;
when the fuel cell engine is in a maximum power gear to output maximum power, the power cell is in a charging state, and when the real-time SOC value of the power cell reaches SOCmax or the running time exceeds X minutes, the energy management unit ends the activation phase of the fuel cell engine and enters an energy management phase control strategy, wherein the value of X is 5-20.
In the control strategy of the fuel cell engine in the activation stage, the energy management unit records the maximum value of the power generated by the fuel cell engine in the maximum power gear, compares the maximum value with the ideal output power Pmax of the fuel cell engine in the maximum power gear calibrated in advance, judges that the performance attenuation of the fuel cell engine is serious if the maximum value of the power of the fuel cell engine in the maximum power gear is smaller than ɧ% of the Pmax, and reports the data to the whole vehicle controller, wherein the value of ɧ is 80-93.
Compared with the prior art, the application has the beneficial effects that: in the method, during the running of the vehicle, the energy management unit is used for acquiring the real-time power demand of the vehicle, the state of the fuel cell engine and the state of the power cell and distributing the power output of the fuel cell engine and the power cell, so that the power system can meet the dynamic working condition with frequent change and the long-time stable working condition. And meanwhile, the power battery is adjusted to be in the optimal working state by limiting the power output interval of the fuel battery engine. By controlling the fuel cell engine in advance to perform high-power operation, the operating efficiency of the fuel cell engine during the subsequent vehicle operation is improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application.
FIG. 1 is a schematic diagram of the system architecture of the present application;
FIG. 2 is a schematic diagram of the control principle of the present application;
FIG. 3 is a schematic flow chart of the energy management phase control strategy of the present application;
FIG. 4 is a schematic flow diagram of a fuel cell engine activation phase control strategy of the present application;
fig. 5 is a schematic diagram of the change in the vehicle demand power, the fuel cell engine power, and the power cell SOC at each stage of operation of the energy management unit of the present application.
Detailed Description
It should be noted that the following detailed description is illustrative and is intended to provide further explanation of the application. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.
Furthermore, in the description of the present application, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "clockwise," "counterclockwise," etc. indicate or are based on the orientation or positional relationship shown in the drawings, merely for convenience of description and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the application.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present application, unless otherwise specified, the meaning of "a plurality" is two or more, unless otherwise clearly defined.
In the present application, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present application, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
The application is further illustrated by the following examples in conjunction with the accompanying drawings:
the present embodiment provides a control method of a fuel cell engine energy management system, as shown in fig. 1 and 2, where the system includes a fuel cell engine, a fuel cell engine controller, a voltage conversion module, an electric motor, a power cell control unit, an energy management unit, and a whole vehicle controller, where the energy management unit obtains actual required power of a vehicle through the whole vehicle controllerThe energy managementThe unit obtains the engine output power +.>The energy management unit adjusts the operating range of the fuel cell engine by the following energy management phase control strategy, as shown in fig. 3:
firstly, setting the maximum output power of a power battery allowed in the control logic of an energy management unit as power consumption power; the charging power of the power battery allowed in the control logic of the energy management unit is set as charging power;
second, the energy management unit analyzesWhether or not to be in->In the interval of->At the position ofThe current working gear of the fuel cell engine is maintained; if->The operating gear of the fuel cell engine is reduced; at->In the lowering phase, due to->The energy management unit controls the power battery to be switched into a charging state to receive abundant energy>The method comprises the steps of carrying out a first treatment on the surface of the If it isThe working gear of the fuel cell engine is lifted; at the same time->During the raising phase, due to->The energy management unit controls the power battery to provide +.>A power output of a magnitude.
When the energy management unit performs real-time comparative analysis and adjusts the working gear and the power battery working state of the fuel battery engine, the switching time of the fuel battery engine between different gears is necessarily longer than the real-time judging period of the energy management unit, which leads to that the gear analyzed by the energy management unit can change less than expected, so the energy management unit should perform next comparative analysis and adjustment after the gear of the fuel battery engine is switched, and the switching time interval of the fuel battery engine between the gears can be calibrated in advanceSetting a delay time +_after a shift gear for the energy management unit>So as to eliminate the problem of continuously changing gears. I.e. the operating time interval of the energy management phase control strategy is +.>。
The energy management unit further includes a power cell energy control strategy,the specific process is as follows: setting an upper limit value of the SOC value of the power battery as the SOC up The lower limit value is referred to as SOC low When the energy management unit is initialized, the power consumption of the power battery is set to 0, the charging power is set to be positive, and when the energy management stage control strategy is performed, the energy management unit enables the fuel cell engine to output powerIs limited to->The power battery is in a charging state; at the time of the rise of the SOC value of the power battery to the SOC up After the above, the energy management unit sets the charging power of the power battery to 0 and the power consumption to a positive number, so that the fuel cell engine output is limited to +.>The power battery is in a discharging state; the SOC value of the power battery drops to SOC low After that, the energy management unit makes the power consumption of the power battery be 0 again, and the charging power is positive, so that the power battery is in a charging state again; the energy management unit manages the SOC value of the power battery to the back and forth so that the SOC value is always in [ SOC ] low , SOC up ]Within the interval. The power battery is stabilized in a certain section by the method, so that the working efficiency of the power battery is improved, and the service life of the power battery is prolonged.
As shown in fig. 4, in order to make the fuel cell engine quickly enter the optimal working state, the energy management unit further includes a fuel cell engine activation stage control strategy, which specifically includes the following steps that, before the energy management stage control strategy is operated, the energy management unit preferentially makes the fuel cell engine enter the maximum power gear to operate for a period of time, and this period of time is called a fuel cell engine activation stage;
the energy management unit receives the SOC value of the power battery, sets the maximum allowable power capacity SOCmax of the power battery under the strategy, compares the current SOC value of the power battery, and if the current SOC value exceeds the SOCmin, the energy management unit improves the fuel battery engine controller to enable the fuel battery engine to be in a non-working state, and only the power battery works to reduce the SOC value of the power battery;
when the SOC value of the power battery is lower than SOCmin, the energy management unit enables the fuel battery engine to work at the maximum power gear through the fuel battery engine controller;
when the fuel cell engine is in a maximum power gear to output maximum power, the power cell is in a charging state, and when the real-time SOC value of the power cell reaches SOCmax or the running time exceeds X minutes (the value of X is 5-20), the energy management unit ends the activation phase of the fuel cell engine and enters an energy management phase control strategy.
The dynamic response rate of the fuel cell engine can be improved through the control strategy of the activation stage of the fuel cell engine, the working efficiency of the fuel cell engine in each gear can be improved, and the endurance mileage of the vehicle is increased.
In the control strategy of the fuel cell engine in the activation stage, the energy management unit records the maximum value of the power generated by the fuel cell engine in the maximum power gear, compares the maximum value with the ideal output power Pmax of the pre-calibrated fuel cell engine in the maximum power gear, and if the maximum value of the power of the fuel cell engine in the maximum power gear is smaller than ɧ% of the Pmax (ɧ is 80-93), judges that the performance attenuation of the fuel cell engine is serious, and the fuel cell engine possibly reaches the service life, and the energy management unit reports the situation to the whole vehicle controller so as to be overhauled in time.
Referring to fig. 5, a specific operation of the energy management unit will be described:
stage 0-t1, the vehicle is not running.
In the period t1-t2, the vehicle runs, the energy management unit starts to work, enters a path a of fig. 4, checks that the activation stage of the fuel cell engine is not running yet, enters a path c of fig. 4, checks that the SOC of the power cell is larger than SOCmin, enters a path e-j-a of fig. 4, and then carries out cycle judgment. The power battery continuously responds to the power required by the whole vehicle, and the SOC of the power battery continuously drops.
In the stages t2-t4, the energy management unit checks that the SOC of the power battery is less than or equal to SOCmin through the path c in fig. 4, and enters the path d-f-h in fig. 4, and the energy management unit enters the fuel cell engine activation stage and controls the operation of the fuel cell engine to the maximum power gear (wherein the stages t2-t3 represent the process of directly operating the fuel cell engine to the maximum operating gear). Then, it is determined that the power cell SOC is less than the SOCmax and the fuel cell engine is operated at the maximum power gear for a period of time not exceeding 5 to 20 minutes. The energy management unit enters the i-f-h loop judgment. In the stage, the power of the fuel cell engine is larger than the required power of the whole vehicle, the power cell is in a charging state, and the SOC of the power cell is continuously increased.
In the stage t4-t5, the energy management unit checks that the SOC of the power battery is greater than or equal to the SOCmax, enters the path g-a in fig. 4, judges that the fuel cell engine is already running in the activation stage of the fuel cell engine, enters the path b in fig. 4, judges that the maximum power value (corresponding to the time period t3-t 4) of the fuel cell engine in the maximum power gear is smaller than ɧ% of Pmax, and reports that the performance of the fuel cell engine is seriously attenuated, and finally enters the energy management stage.
The energy management unit thus enters the path a-b-c-d of fig. 3 due to the fuel cell engine powerIs greater than the power required by the whole vehicle>+charging power (note that at this time, since the power cell SOC is greater than SOCup, charging power is 0), the energy management unit enters path h-j of fig. 3, begins to lower the fuel cell engine operating range, due to the delay time +.>The fuel cell engine has a smooth minute period after the first gear is lowered.
the energy management units all operate in the path a-b-c-d-e-g-a of fig. 3 at stages t5-t 6. At this time, the power of the fuel cell engine is smaller than the power required by the whole vehicle, the power cell is in a discharging state, and the SOC value of the power cell is continuously reduced.
In the stage t6-t7, the required power of the whole vehicle is changed, and the energy management unit checks the power of the fuel cell engineIs less than the power required by the whole vehicle>Power consumption, entering the path k-a-b-c-d-f-i-k of fig. 3, continuously increasing the operating gear of the fuel cell engine, due to the delay time +.>The fuel cell engine has a smooth minute period after the first gear is lifted.
In the stage t7-t8, the energy management unit detects that the SOC of the power battery is reduced to the SOC low The charging power is adjusted to a positive number (originally, 0), and the power consumption is adjusted to 0 (originally, positive number). After the energy management unit enters path d of fig. 3, the fuel cell engine power is checkedIs less than the required power of the whole vehicle>Power consumption, and thus into the path f-h-j of fig. 3, to raise the fuel cell engine gear by 1.
After t8, if the vehicle demand power is no longer changing, the energy management unit is operated all the way to a-b-c-d-e-g-a of FIG. 3.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
Although embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives and variations may be made to the above embodiments by those skilled in the art without departing from the spirit and principles of the application, and any simple modification, equivalent variation and modification of the above embodiments in light of the technical principles of the application may be made within the scope of the present application.
Claims (4)
1. The control method of the fuel cell engine energy management system is characterized in that the system comprises a fuel cell engine, a fuel cell engine controller, a voltage conversion module, a motor, a power cell control unit, an energy management unit and a whole vehicle controller, wherein the energy management unit obtains actual required power P of a vehicle through the whole vehicle controller v The energy management unit obtains the engine output power P through a fuel cell engine controller F The energy management unit adjusts the operating range of the fuel cell engine by an energy management phase control strategy as follows:
firstly, setting the maximum output power of a power battery allowed in the control logic of an energy management unit as power consumption power; the charging power of the power battery allowed in the control logic of the energy management unit is set as charging power;
next, the energy management unit analyzes P F Whether or not it is at [ P ] v -power consumption, P v +charging power]In the interval of (2),
if P F At [ P ] v -power consumption, P v +charging power]The current working gear of the fuel cell engine is maintained;
if P F ＞P v +charging, then lowering the operating range of the fuel cell engine; and at P v During the lowering stage, the energy management unit enables the power battery to be switched into a charging state through the power battery control unit, and receives abundant power P F -P v ；
If P F ＜P v -power consumption, then the operating gear of the fuel cell engine is raised; and at P v During the lifting stage, the energy management unit enables the power battery to be switched into a power consumption state through the power battery control unit, and P is provided for the motor V -P F A power of a magnitude;
the energy management unit also comprises a fuel cell engine activation stage control strategy, and the specific process is as follows:
before the energy management stage control strategy is operated, the energy management unit preferentially enables the fuel cell engine to enter a maximum power gear to operate for a period of time, and the period of time is called a fuel cell engine activation stage;
the energy management unit receives the SOC value of the power battery and sets the maximum allowable power-containing SOC of the power battery under the strategy max Minimum allowable power-containing quantity SOC of power battery min Comparing the current SOC value of the power battery, if the current SOC value exceeds the SOC value min The energy management unit enables the fuel cell engine to be in a non-working state through the fuel cell engine controller, and only the power cell works to reduce the SOC value of the power cell;
when the SOC value of the power battery is lower than the SOC min When the energy management unit is used, the fuel cell engine is operated at the maximum power gear through the fuel cell engine controller;
when the fuel cell engine is in the maximum power gear to output the maximum power, the power cell is in a charged state, and when the real-time SOC value of the power cell reaches the SOC max At or run-timeAfter exceeding X minutes, the energy management unit ends the activation stage of the fuel cell engine, and enters an energy management stage control strategy, wherein the value of X is 5-20.
2. The control method of a fuel cell engine power management system according to claim 1, wherein a time interval for switching the fuel cell engine between the respective shift positions is set to T d The operation time interval of the energy management stage control strategy is T d 。
3. The method of claim 1, wherein the energy management unit further comprises a power cell energy control strategy comprising the steps of:
setting an upper limit value of the SOC value of the power battery as the SOC up The lower limit value is referred to as SOC low When the energy management unit is initialized, the power consumption of the power battery is set to 0, the charging power is set to a positive number, and when the energy management stage control strategy is performed, the energy management unit enables the fuel cell engine to output power P F Is limited to [ P ] v ，P v +charging power]The power battery is in a charging state;
at the time of the rise of the SOC value of the power battery to the SOC up After the above, the energy management means sets the charging power of the power battery to 0 and the power consumption to a positive number, thereby limiting the fuel cell engine output to [ P ] v -power consumption, P v ]The power battery is in a discharging state;
the SOC value of the power battery drops to SOC low After that, the energy management unit makes the power consumption of the power battery be 0 again, and the charging power is positive, so that the power battery is in a charging state again; the energy management unit manages the SOC value of the power battery to the back and forth so that the SOC value is always in [ SOC ] low , SOC up ]Within the interval.
4. A fuel cell engine energy management according to claim 1The control method of the system is characterized in that in the control strategy of the activation stage of the fuel cell engine, the energy management unit records the maximum value of the power generated by the fuel cell engine in the maximum power gear and compares the maximum value with the ideal output power P of the pre-calibrated fuel cell engine in the maximum power gear max By comparison, if the maximum value of the power of the fuel cell engine in the maximum power gear is smaller than P max When ɧ%, the performance attenuation of the fuel cell engine is judged to be serious, and the energy management unit reports the maximum value of the power of the fuel cell engine in the maximum power gear to the whole vehicle controller, wherein the value of ɧ is 80-93.
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