CN114228494B - Limp control method for fuel cell vehicle - Google Patents
Limp control method for fuel cell vehicle Download PDFInfo
- Publication number
- CN114228494B CN114228494B CN202111416280.0A CN202111416280A CN114228494B CN 114228494 B CN114228494 B CN 114228494B CN 202111416280 A CN202111416280 A CN 202111416280A CN 114228494 B CN114228494 B CN 114228494B
- Authority
- CN
- China
- Prior art keywords
- power
- fuel cell
- limp
- dcdc
- output
- 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.)
- Active
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 104
- 238000000034 method Methods 0.000 title claims abstract description 68
- 238000011217 control strategy Methods 0.000 claims abstract description 10
- 230000017525 heat dissipation Effects 0.000 claims description 21
- 230000001276 controlling effect Effects 0.000 claims description 20
- 230000001105 regulatory effect Effects 0.000 claims description 4
- 230000015556 catabolic process Effects 0.000 claims description 3
- 238000006731 degradation reaction Methods 0.000 claims description 3
- 238000002360 preparation method Methods 0.000 claims description 3
- 238000011084 recovery Methods 0.000 claims description 3
- HEZMWWAKWCSUCB-PHDIDXHHSA-N (3R,4R)-3,4-dihydroxycyclohexa-1,5-diene-1-carboxylic acid Chemical compound O[C@@H]1C=CC(C(O)=O)=C[C@H]1O HEZMWWAKWCSUCB-PHDIDXHHSA-N 0.000 claims 12
- 208000030175 lameness Diseases 0.000 claims 1
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 238000009826 distribution Methods 0.000 description 3
- 239000001257 hydrogen Substances 0.000 description 3
- 229910052739 hydrogen Inorganic materials 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000000750 progressive effect Effects 0.000 description 2
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000011946 reduction process Methods 0.000 description 1
- 238000003860 storage Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
-
- 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
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling 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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/31—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for starting of 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
-
- 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
- Y02T10/72—Electric energy management in electromobility
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Fuel Cell (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application discloses a limp control method of a fuel cell vehicle, which comprises the following steps: judging whether a limp control condition is met; and if so, executing a limp control strategy, determining motor torque, and realizing a limp function based on the determined motor torque. Therefore, in the scheme of the application, when the power battery system fails and the power battery controller cannot be powered on at high voltage, the motor torque can be determined by executing the limp control strategy through the whole vehicle controller, so that the limp function is realized.
Description
Technical Field
The application relates to the technical field of fuel cell vehicles, in particular to a limp control method of a fuel cell vehicle.
Background
In the current age of the strong development of new energy vehicles, fuel cell vehicles are highly concerned by large vehicle enterprises and national governments with the advantages of unique zero emission, good power performance, high energy conversion efficiency, long driving mileage and the like. The fuel cell vehicle is powered by the electric energy generated by hydrogen and oxygen through the fuel cell, the oxyhydrogen reaction process has extremely high energy utilization efficiency, and the emission is only water, so that the environment is not polluted. In order to cope with unsafe characteristics such as leakage and explosiveness of hydrogen gas itself, many studies have been made on safety of hydrogen storage and safety of a vehicle-mounted hydrogen system.
However, when the high-voltage power battery of the fuel cell vehicle has serious faults and the vehicle cannot run due to the fact that the high voltage cannot be applied, how to coordinate functions of all components and enable the whole vehicle to enter a limp-home mode on the premise of safety is a technical problem to be solved.
Disclosure of Invention
In view of the above, the present application provides a limp control method for a fuel cell vehicle, which can determine motor torque by executing a limp control strategy through a whole vehicle controller when a power cell system has a fault and a power cell controller cannot be powered on at high voltage, so as to realize a limp function.
In order to achieve the above object, the present application provides the following technical solutions:
a limp home control method of a fuel cell vehicle, the method comprising:
judging whether a limp control condition is met;
and if so, executing a limp control strategy, determining motor torque, and realizing a limp function based on the determined motor torque.
Preferably, in the above method, the fuel cell vehicle has a power cell system including a power cell pack and a power cell controller;
the method for judging whether the limp control condition is met comprises the following steps: and if the vehicle controller detects that the power battery system has faults, and the power battery controller cannot supply high voltage, the limp control condition is met.
Preferably, in the above method, the method for executing the limp home policy includes:
the method comprises the steps of reporting faults detected by a power battery controller without degradation, prohibiting energy recovery, and sending a control instruction of a limp mode to a related control device, so that the related control device performs a limp mode to shield an under-voltage fault;
wherein the correlation control device includes: a motor controller, an auxiliary machine controller and a fuel cell control system.
Preferably, in the above method, the method of determining the motor torque includes:
controlling the starting of the fuel cell, and controlling the boosting DCDC to pull up to set target voltage and working current, so that the power generated by the fuel cell system is consistent with the required power of the fuel cell heat dissipation system; the boosting DCDC is used for boosting and outputting the output voltage of the fuel cell;
calculating the power consumption of a heat dissipation system through a whole vehicle controller so as to adjust the load pulling current of the boosting DCDC to be stably output;
and after the fuel cell system works stably, calculating idle power through the whole vehicle controller, and calculating the motor torque based on the idle power.
Preferably, in the above method, the method of controlling the start-up of the fuel cell includes:
determining that a driver finishes preparation operation, controlling a main loop high-voltage relay and an auxiliary loop high-voltage relay to be closed through the whole vehicle controller, and controlling the fuel cell to start after confirming that each high-voltage relay is closed;
wherein the preparing operation includes: the key is turned to a ready-to-start position, and the key is screwed to the start position after the double-flash switch is turned on.
Preferably, in the above method, the method for calculating the power consumption of the heat dissipation system includes:
the whole vehicle controller calculates the power consumption of the heat dissipation system according to the output voltage and the output current of the first step-down DCDC so as to adjust the step-up DCDC load-pulling current to be stably output; the first step-down DCDC is used for reducing the output voltage of the power battery system or the fuel battery system to 24V and supplying the power battery system or the fuel battery system to the heat dissipation system.
Preferably, in the above method, the power generated by the fuel cell system is calculated from the output voltage and the output current of the boost DCDC;
and calculating the required power of the heat dissipation system according to the output voltage and the output current of the first step-down DCDC.
Preferably, in the above method, the method for calculating the idle power includes:
after the boosting DCDC draws load current to stable output, regulating the fuel cell system to work stably;
the whole vehicle controller calculates total consumption power as the idle power according to the output voltage and the output current of the air pump, the output voltage and the output current of the second step-down DCDC and the output voltage and the output current of the oil pump; the second step-down DCDC is used for reducing the output voltage of the power battery system or the fuel battery system to 24V and supplying the power battery system or the fuel battery system with the power battery system or the fuel battery system.
Preferably, in the above method, the method of calculating the motor torque based on the idle power includes:
based on the current demand power and the actual output power of the boost DCDC, the torque of the motor is calculated.
Preferably, in the above method, the method for determining the current required power includes: the current demand power is calculated based on the peak power of the fuel cell and the idle power.
As can be seen from the above description, in the limp control method of the fuel cell vehicle provided by the technical scheme of the present application, when the power cell system fails and the power cell controller cannot be put on high voltage, the limp control strategy can be executed by the whole vehicle controller, the motor torque is determined, and the limp function is realized based on the determined motor torque.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present application, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
The structures, proportions, sizes, etc. shown in the drawings are shown only in connection with the present disclosure, and are not intended to limit the scope of the application, since any modification, variation in proportions, or adjustment of the size, etc. of the structures, proportions, etc. should be considered as falling within the spirit and scope of the application, without affecting the effect or achievement of the objective.
Fig. 1 is a flow chart of a limp control method of a fuel cell vehicle according to an embodiment of the present application;
FIG. 2 is a flow chart of a method for determining motor torque according to an embodiment of the present application;
FIG. 3 is a flowchart of a method for calculating idle power according to an embodiment of the present application;
fig. 4 is a flowchart of another method for controlling limp home of a fuel cell vehicle according to an embodiment of the present application.
Detailed Description
Embodiments of the present application will now be described more fully hereinafter with reference to the accompanying drawings, in which it is shown, however, in which some, but not all embodiments of the application are shown. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
In order that the above-recited objects, features and advantages of the present application will become more readily apparent, a more particular description of the application will be rendered by reference to the appended drawings and appended detailed description.
Referring to fig. 1, fig. 1 is a flowchart of a limp control method of a fuel cell vehicle according to an embodiment of the present application. Wherein the fuel cell vehicle has a power cell system including a power cell pack and a power cell controller (BMS). The method comprises the following steps:
step S11: judging whether a limp control condition is met;
step S12: and if so, executing a limp control strategy, determining motor torque, and realizing a limp function based on the determined motor torque.
And if the limp control condition is not met, controlling the whole vehicle to enter a normal running mode.
In step S11, the method for determining whether the limp control condition is satisfied includes: and if the Vehicle Control Unit (VCU) detects that the power battery system has a fault, and the power battery controller cannot be subjected to high voltage, the limp control condition is met. It should be noted that, failure of either the power battery pack or the power battery controller may cause failure of the power battery system.
In step S12, the method of executing the limp home control strategy includes: the fault detected by the power battery controller is reported without degradation (namely, BMS faults are reported only, related measures are not needed to be taken to eliminate the faults), meanwhile, energy recovery is forbidden, and a control instruction of a limp mode is sent to a related control device, so that the related control device performs a limp mode and shields the under-voltage faults;
wherein the correlation control device includes: a Motor Controller (MCU), an auxiliary machine controller and a fuel cell control system. The fuel cell control system comprises a fuel cell controller (FCU), a boost DCDC (direct current to direct current power supply) and a first buck DCDC for the fuel cell system heat dissipation system, wherein the first buck DCDC is typically 6kw DCDC.
Wherein, auxiliary machine controller includes: a high voltage Power Distribution Unit (PDU), an oil pump controller, an air pump controller and a step-down DCDC. The fuel cell control system includes: boost DCDC, fuel cell heat rejection system, and 6kw DCDC.
Specifically, a control command of a limp-home mode is sent to the MCU, the auxiliary machine controller and the fuel cell control system, so that each controller enters a slope working mode, and other controllers receive the control command to shield faults such as MCU under-voltage faults, boosting DCDC output under-voltage, oil pump input under-voltage, air pump under-voltage, 24V DCDC input under-voltage and the like.
In step S12, the method for determining the motor torque is shown in fig. 2, and fig. 2 is a flowchart of a method for determining the motor torque according to an embodiment of the present application, where the method includes:
step S21: controlling the starting of the fuel cell, and controlling the boosting DCDC to pull up to a set target voltage (400V for example) and a working current (10A for example) so that the power generated by the fuel cell system is consistent with the required power of the fuel cell heat dissipation system; the boosting DCDC is used for boosting and outputting the output voltage of the fuel cell;
step S22: calculating the power consumption of a heat dissipation system through a whole vehicle controller so as to adjust the load pulling current of the boosting DCDC to be stably output;
step S23: and after the fuel cell system works stably, calculating idle power through the whole vehicle controller, and calculating the motor torque based on the idle power.
Wherein, in step S21, the method of controlling the start-up of the fuel cell includes: determining that a driver finishes preparation operation, controlling a main loop high-voltage relay and an auxiliary loop high-voltage relay to be closed through the whole vehicle controller, and controlling the fuel cell to start after confirming that each high-voltage relay is closed;
wherein the preparing operation includes: the key is turned to a ready-to-Start position (ON position), and after the double flash switch is turned ON, the key is turned to a Start position (Start position).
In step S22, the method for calculating the power consumption of the heat dissipation system includes: the whole vehicle controller calculates the power consumption of the heat dissipation system according to the output voltage and the output current of a first step-down DCDC (6 kw DCDC) so as to adjust the step-up DCDC load-pulling current to be stably output; the first step-down DCDC is used for reducing the output voltage of the power battery system or the fuel battery system to 24V and supplying the power battery system or the fuel battery system to the heat dissipation system.
Further, the fuel cell system generated power may be calculated from the output voltage and the output current of the boost DCDC; and calculating the required power of the heat dissipation system according to the output voltage and the output current of the first step-down DCDC.
In step S23, a method for calculating idle power is shown in fig. 3, and fig. 3 is a flowchart of a method for calculating idle power according to an embodiment of the present application, where the method includes:
step S31: after the boosting DCDC draws load current to stable output, regulating the fuel cell system to work stably; specifically, after the boosting DCDC load current is regulated to be output stably, the boosting DCDC is continuously lifted after the fuel cell system works stably, if the boosting DCDC load current can be lifted by taking 10A as a step length, the VCU controls the air pump, the 3kw DCDC and the oil pump to work in sequence, and the step balance of the generated power is ensured. After the operation of the fuel cell system is stabilized again, the process proceeds to step S32.
Step S32: the whole vehicle controller calculates total consumption power as the idle power according to the output voltage and the output current of the air pump, the output voltage and the output current of the second step-down DCDC (3 kw DCDC) and the output voltage and the output current of the oil pump; the second step-down DCDC is used for reducing the output voltage of the power battery system or the fuel battery system to 24V and supplying the power battery system or the fuel battery system with the power battery system or the fuel battery system.
In the embodiment of the application, the method for calculating the motor torque based on the idle power comprises the following steps: based on the current demand power and the actual output power of the boost DCDC, the torque of the motor is calculated.
The method for determining the current required power comprises the following steps: the current demand power is calculated based on the peak power of the fuel cell and the idle power.
The driver carries out the operation of engaging in a gear, steps on the accelerator after releasing the brake, and the maximum required power is the peak power-idle power of the fuel cell, is in a proportional relation with the opening of the accelerator, and carries out 15km/h speed limiting on the vehicle. In order to reduce frequent change of the power of the fuel cell and avoid the problem of unstable power output of the fuel cell, the required power is divided into four sections according to the accelerator, and the corresponding required powers of 0% -25%, 26% -50%, 51% -75% and 76% -100% of the accelerator are sequentially increased by 1/4 (maximum required power) on the basis of the idle power, namely, at 0% -25%, the required power=peak power of the fuel cell (1/4) -idle power, at 26% -50%, the required power=peak power of the fuel cell (2/4) -idle power, at 51% -75%, the required power=peak power of the fuel cell (3/4) -idle power, and at 76% -100%, the required power=peak power of the fuel cell (4/4) -idle power. The VCU calculates the torque of the motor according to the current required power and the actual output power of the boosting DCDC, and finally achieves the limp-home function of the fuel cell vehicle.
After a driver steps on a brake, the VCU controls the fuel cell to reduce power output to idle power, and the motor torque in the power reduction process is calculated according to the current required power of the fuel cell and the actual output power of the boosting DCDC.
At present, after serious faults occur in most of the high-voltage systems of the fuel cell vehicles, the vehicles can not be ensured to run by controlling the operation of the fuel cell systems, so that great inconvenience is caused to maintenance or traffic, or coordination control of auxiliary machines in a vehicle limp state is not considered, and the rationality of power distribution is ensured.
The application mainly aims at the problems that the high-voltage power battery of the fuel cell vehicle has serious faults, so that the power battery controller cannot be powered on to high voltage and the vehicle cannot run, and provides a limp-home mode by coordinating all parts through the VCU, and simultaneously controlling the fuel cell system to provide energy for driving the whole vehicle and auxiliary machinery, thereby effectively guaranteeing the problems of slow starting of the fuel cell and excessive instantaneous pulling and loading power, realizing the coordinated control of the auxiliary machinery under the vehicle slope running state, guaranteeing the rationality of power distribution and guaranteeing that the vehicle can limp home.
The limp control method according to the embodiment of the present application will be further described with reference to fig. 4.
As shown in fig. 4, fig. 4 is a flowchart of another method for controlling limp home of a fuel cell vehicle according to an embodiment of the present application, which specifically includes:
after the fault detection is started, whether the power battery system comprises serious faults or not is judged. If so, the VCU enters a normal control mode, if so, the key is turned to the ON gear, and after the double flash is opened, the key is placed in the Start position.
Then, VCU control spare part gets into slope line mode, does not handle the undervoltage trouble to prohibit energy recuperation, set for the maximum speed of a motor vehicle to limit 15km/h.
Further, after the VCU controls the main channel loop relay and the auxiliary machine loop relay to be closed, the fuel cell is controlled to start, after the starting is finished, the heat dissipation system is controlled to work, and meanwhile the boosting DCDC load is controlled. After the fuel cell system stably works, the VCU sequentially controls the air pump-3 kw DCDC-oil pump to work, and simultaneously controls the boosting DCDC to continuously pull load according to the output current of 10A until the fuel cell system stably works again.
Further, the idle power is calculated according to the total consumed power calculated by the output voltage current of 6kw DCDC, the output voltage current of the air pump, the output voltage current of 3kw DCDC and the output voltage current of the oil pump.
Further, after the driver finishes gear engagement, releases the hand brake and steps on the accelerator, the VCU respectively sets the output power of the fuel cell to 1/4 (maximum output power) according to 4 sections of the opening degree of the accelerator, sets the motor torque according to the actual output power of the fuel cell, and controls the output power of the fuel cell to the idle power when the driver brakes, so that the slope control is completed.
As can be seen from the above description, in the limp control method of the fuel cell provided by the technical scheme of the present application, when the power cell system fails and the power cell controller cannot be powered on at high voltage, the control strategy can be executed by the whole vehicle controller to determine the motor torque, and the limp function is realized based on the motor torque.
The limp control method provided by the embodiment of the application at least comprises the following beneficial effects:
in the slope running mode, the problem that the fuel cell vehicle cannot run due to serious faults of the power cell is avoided.
And the output power control of the fuel cell system in the fault mode is segmented according to the accelerator, so that the problem of unstable power output of the fuel cell can be avoided.
The VCU can coordinate and control each component to enter a slope mode, so that the failure of working is avoided.
By calculating the power consumption of the fuel cell heat dissipation system and the power consumption of the auxiliary machine, the idle power of the fuel cell system can be calculated, and the problems of slow starting and excessive instantaneous load power of the fuel cell can be effectively ensured.
In the present specification, each embodiment is described in a progressive manner, or a parallel manner, or a combination of progressive and parallel manners, and each embodiment is mainly described as a difference from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other.
It is noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that an article or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such article or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in an article or apparatus that comprises such element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (9)
1. A limp home control method of a fuel cell vehicle, the method comprising:
judging whether a limp control condition is met;
if so, executing a limp control strategy, determining motor torque, and realizing a limp function based on the determined motor torque;
the method of determining the motor torque includes:
controlling the starting of the fuel cell, and controlling the boosting DCDC to pull up to set target voltage and working current, so that the power generated by the fuel cell system is consistent with the required power of the fuel cell heat dissipation system; the boosting DCDC is used for boosting and outputting the output voltage of the fuel cell;
calculating the power consumption of a heat dissipation system through a whole vehicle controller so as to adjust the load pulling current of the boosting DCDC to be stably output;
and after the fuel cell system works stably, calculating idle power through the whole vehicle controller, and calculating the motor torque based on the idle power.
2. The method of claim 1, wherein the fuel cell vehicle has a power cell system comprising a power cell pack and a power cell controller;
the method for judging whether the limp control condition is satisfied comprises the following steps: and if the vehicle controller detects that the power battery system has faults, and the power battery controller cannot supply high voltage, the limp control condition is met.
3. The method of claim 1, wherein the method of executing the lameness control strategy comprises:
the method comprises the steps of reporting faults detected by a power battery controller without degradation, prohibiting energy recovery, and sending a control instruction of a limp mode to a related control device, so that the related control device performs a limp mode to shield an under-voltage fault;
wherein the correlation control device includes: a motor controller, an auxiliary machine controller and a fuel cell control system.
4. The method of claim 1, wherein the method of controlling the start-up of the fuel cell comprises:
determining that a driver finishes preparation operation, controlling a main loop high-voltage relay and an auxiliary loop high-voltage relay to be closed through the whole vehicle controller, and controlling the fuel cell to start after confirming that each high-voltage relay is closed;
wherein the preparing operation includes: the key is turned to a ready-to-start position, and the key is screwed to the start position after the double-flash switch is turned on.
5. The method of claim 1, wherein the method of calculating the heat dissipation system power consumption comprises:
the whole vehicle controller calculates the power consumption of the heat dissipation system according to the output voltage and the output current of the first step-down DCDC so as to adjust the step-up DCDC load-pulling current to be stably output; the first step-down DCDC is used for reducing the output voltage of the power battery system or the fuel battery system to 24V and supplying the power battery system or the fuel battery system to the heat dissipation system.
6. The method of claim 5, wherein the fuel cell system generated power is calculated from the output voltage and the output current of the boost DCDC;
and calculating the required power of the heat dissipation system according to the output voltage and the output current of the first step-down DCDC.
7. The method of claim 5, wherein the method of calculating the idle power comprises:
after the boosting DCDC draws load current to stable output, regulating the fuel cell system to work stably;
the whole vehicle controller calculates total consumption power as the idle power according to the output voltage and the output current of the air pump, the output voltage and the output current of the second step-down DCDC and the output voltage and the output current of the oil pump; the second step-down DCDC is used for reducing the output voltage of the power battery system or the fuel battery system to 24V and supplying the power battery system or the fuel battery system with the power battery system or the fuel battery system.
8. The method of claim 1, wherein the method of calculating the motor torque based on the idle power comprises:
the torque of the motor is calculated based on the current demand power and the actual output power of the boost DCDC.
9. The method of claim 8, wherein the method of determining the current required power comprises: the current demand power is calculated based on the peak power of the fuel cell and the idle power.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111416280.0A CN114228494B (en) | 2021-11-25 | 2021-11-25 | Limp control method for fuel cell vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111416280.0A CN114228494B (en) | 2021-11-25 | 2021-11-25 | Limp control method for fuel cell vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114228494A CN114228494A (en) | 2022-03-25 |
| CN114228494B true CN114228494B (en) | 2023-11-17 |
Family
ID=80751356
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111416280.0A Active CN114228494B (en) | 2021-11-25 | 2021-11-25 | Limp control method for fuel cell vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114228494B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114789719B (en) * | 2022-04-29 | 2024-06-25 | 重庆长安汽车股份有限公司 | Driving control method and system for hybrid electric vehicle in case of power battery failure |
Citations (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20040001638A (en) * | 2002-06-28 | 2004-01-07 | 현대자동차주식회사 | Apparatus for diagnosis failure of water temperature sensor on vehicle and method thereof |
| JP2007129799A (en) * | 2005-11-01 | 2007-05-24 | Toyota Motor Corp | Motor drive and hybrid vehicle driver equipped with it |
| CN101419433A (en) * | 2007-11-26 | 2009-04-29 | 清华大学 | Multi-energy source integration hybrid platform system |
| CN101477336A (en) * | 2008-12-22 | 2009-07-08 | 奇瑞汽车股份有限公司 | Vehicle remote independent fault diagnosis method and apparatus |
| JP2012074381A (en) * | 2011-10-19 | 2012-04-12 | Toyota Motor Corp | Fuel cell system and moving body |
| CN105609829A (en) * | 2014-11-13 | 2016-05-25 | 丰田自动车株式会社 | Fuel cell system and fuel cell system control method |
| CN106740779A (en) * | 2016-12-05 | 2017-05-31 | 潍柴动力股份有限公司 | A kind of pure electric automobile limping control method and system |
| KR101776768B1 (en) * | 2016-09-12 | 2017-09-19 | 현대자동차 주식회사 | Method and appratus for controlling mild hybrid electric vehicle in limp-home mode |
| CN107342430A (en) * | 2016-05-03 | 2017-11-10 | 通用汽车环球科技运作有限责任公司 | Monitored using the fuel cell stack health of fuel cell unit |
| CN110386033A (en) * | 2018-04-19 | 2019-10-29 | 上海汽车集团股份有限公司 | A kind of the traveling monitoring method and device of fuel-cell vehicle |
| CN111332441A (en) * | 2020-03-28 | 2020-06-26 | 哈尔滨工程大学 | Ship ammonia-electricity hybrid power system with heat storage-cooling battery thermal management system |
| CN111409571A (en) * | 2020-03-25 | 2020-07-14 | 武汉格罗夫氢能汽车有限公司 | Fault limping processing method and system for hydrogen fuel cell vehicle |
| CN112428831A (en) * | 2019-08-26 | 2021-03-02 | 上海汽车集团股份有限公司 | Automobile limping control method and device |
| CN112622702A (en) * | 2019-10-08 | 2021-04-09 | 丰田自动车株式会社 | Fuel cell system mounted on vehicle |
| CN113103975A (en) * | 2021-04-16 | 2021-07-13 | 黄冈格罗夫氢能汽车有限公司 | Complete vehicle fault handling method and system for hydrogen energy vehicle and hydrogen energy vehicle |
| EP3875300A1 (en) * | 2020-03-06 | 2021-09-08 | Volvo Car Corporation | Limp home mode for a battery electric vehicle |
| CN113594494A (en) * | 2021-06-18 | 2021-11-02 | 东风汽车集团股份有限公司 | Fuel cell heat dissipation device |
| CN113665365A (en) * | 2021-08-27 | 2021-11-19 | 上海洛轲智能科技有限公司 | Control method and device for running mode of electric automobile, electric automobile and medium |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5176590B2 (en) * | 2008-02-25 | 2013-04-03 | 日産自動車株式会社 | FUEL CELL SYSTEM AND CONTROL METHOD FOR FUEL CELL SYSTEM |
| KR20120020686A (en) * | 2010-08-31 | 2012-03-08 | 현대자동차주식회사 | System and method for emergency startup of fuel cell vehicle |
| US10249890B2 (en) * | 2015-06-19 | 2019-04-02 | Daimler Ag | Method for cold-start of fuel cell stack |
-
2021
- 2021-11-25 CN CN202111416280.0A patent/CN114228494B/en active Active
Patent Citations (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20040001638A (en) * | 2002-06-28 | 2004-01-07 | 현대자동차주식회사 | Apparatus for diagnosis failure of water temperature sensor on vehicle and method thereof |
| JP2007129799A (en) * | 2005-11-01 | 2007-05-24 | Toyota Motor Corp | Motor drive and hybrid vehicle driver equipped with it |
| CN101419433A (en) * | 2007-11-26 | 2009-04-29 | 清华大学 | Multi-energy source integration hybrid platform system |
| CN101477336A (en) * | 2008-12-22 | 2009-07-08 | 奇瑞汽车股份有限公司 | Vehicle remote independent fault diagnosis method and apparatus |
| JP2012074381A (en) * | 2011-10-19 | 2012-04-12 | Toyota Motor Corp | Fuel cell system and moving body |
| CN105609829A (en) * | 2014-11-13 | 2016-05-25 | 丰田自动车株式会社 | Fuel cell system and fuel cell system control method |
| CN107342430A (en) * | 2016-05-03 | 2017-11-10 | 通用汽车环球科技运作有限责任公司 | Monitored using the fuel cell stack health of fuel cell unit |
| KR101776768B1 (en) * | 2016-09-12 | 2017-09-19 | 현대자동차 주식회사 | Method and appratus for controlling mild hybrid electric vehicle in limp-home mode |
| CN106740779A (en) * | 2016-12-05 | 2017-05-31 | 潍柴动力股份有限公司 | A kind of pure electric automobile limping control method and system |
| CN110386033A (en) * | 2018-04-19 | 2019-10-29 | 上海汽车集团股份有限公司 | A kind of the traveling monitoring method and device of fuel-cell vehicle |
| CN112428831A (en) * | 2019-08-26 | 2021-03-02 | 上海汽车集团股份有限公司 | Automobile limping control method and device |
| CN112622702A (en) * | 2019-10-08 | 2021-04-09 | 丰田自动车株式会社 | Fuel cell system mounted on vehicle |
| EP3875300A1 (en) * | 2020-03-06 | 2021-09-08 | Volvo Car Corporation | Limp home mode for a battery electric vehicle |
| CN111409571A (en) * | 2020-03-25 | 2020-07-14 | 武汉格罗夫氢能汽车有限公司 | Fault limping processing method and system for hydrogen fuel cell vehicle |
| CN111332441A (en) * | 2020-03-28 | 2020-06-26 | 哈尔滨工程大学 | Ship ammonia-electricity hybrid power system with heat storage-cooling battery thermal management system |
| CN113103975A (en) * | 2021-04-16 | 2021-07-13 | 黄冈格罗夫氢能汽车有限公司 | Complete vehicle fault handling method and system for hydrogen energy vehicle and hydrogen energy vehicle |
| CN113594494A (en) * | 2021-06-18 | 2021-11-02 | 东风汽车集团股份有限公司 | Fuel cell heat dissipation device |
| CN113665365A (en) * | 2021-08-27 | 2021-11-19 | 上海洛轲智能科技有限公司 | Control method and device for running mode of electric automobile, electric automobile and medium |
Non-Patent Citations (1)
| Title |
|---|
| 履带式电动拖拉机驱动系统控制策略的研究;商高高;张建舟;张家俊;;重庆理工大学学报(自然科学)(第11期);全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114228494A (en) | 2022-03-25 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110182071B (en) | Power following type fuel cell whole vehicle energy management control method | |
| CN109693578B (en) | Fuel cell vehicle whole vehicle power distribution control method and system | |
| CN111347940B (en) | Energy management control method for electric-electric hybrid fuel cell automobile | |
| JP5143665B2 (en) | Electric power system and fuel cell vehicle | |
| US8859158B2 (en) | System and method for controlling operation of fuel cell hybrid system by switching to battery power in response to idle stop condition | |
| CN103231662B (en) | A kind of Fuel Cell Vehicle Powertrain control method | |
| US6701229B2 (en) | Vehicle drive system | |
| CN101207331B (en) | Control method of commingle dynamic force automobile DC-DC | |
| CN110040038A (en) | A kind of hydrogen-electricity hybrid fuel cell bus energy management control method and system | |
| CN109677271A (en) | A kind of control method and device of engine | |
| CN111775774A (en) | Fuel cell control method for hydrogen fuel cell vehicle | |
| JP2017037781A (en) | Control method of fuel cell system, control method of fuel cell vehicle, and fuel cell vehicle | |
| CN113103925B (en) | Whole vehicle energy control method for following type hydrogen fuel cell passenger vehicle | |
| CN111409509B (en) | Fuel cell system and idle speed control method thereof | |
| JP6063419B2 (en) | Power supply system and fuel cell vehicle | |
| CN110015211A (en) | A kind of control method of hybrid vehicle fuel cell system | |
| CN111452632A (en) | Multi-voltage platform hydrogen fuel cell automobile energy system | |
| US20170066337A1 (en) | Fuel cell system control method and fuel cell vehicle | |
| CN114228494B (en) | Limp control method for fuel cell vehicle | |
| JP2017011883A (en) | Fuel cell automobile | |
| JP4805303B2 (en) | DC / DC converter device, electric vehicle, and control method of DC / DC converter | |
| Ding et al. | Event-triggered control for hybrid power supply of fuel-cell heavy-duty truck | |
| JP5651531B2 (en) | Fuel cell vehicle | |
| CN112644332A (en) | Electric automobile energy management system and method and automobile | |
| JP6104637B2 (en) | Dual power load drive system and fuel cell vehicle |
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 |