KR100872647B1 - Power down control method of fuel cell hybrid electric vehicle - Google Patents

Abstract

The present invention relates to a power-down control method of a fuel cell supercap hybrid electric vehicle, and detects a failure of a predetermined power supply unit (LV DCDC (14V)) at a key off input during fuel cell mode operation in which a supercap cannot be used. By using separate power supply units (LV DCDC (28V) and HV DCDC (350V)), it is possible to stably operate the BOP parts for driving the fuel cell system until the fuel cell is shut down normally. The present invention relates to a method for controlling power down of a fuel cell supercap hybrid electric vehicle, which can prevent abnormal power down of a fuel cell and each unit that is generated while no voltage is supplied, and can prevent problems such as fatal damage of each unit.

Fuel Cell, Supercap, Hybrid, Power Down

Description

Power down control method of fuel cell hybrid electric vehicle

1 is a power net diagram of a fuel cell supercap hybrid electric vehicle;

Figure 2 is a current flow diagram when performing the boost mode of the DC-DC converter connected to the secondary battery in the prior art,

3 is a flowchart illustrating a current flow to a BOP component when a boost mode of a low voltage DC-DC converter connected to an auxiliary battery and a decompression mode of a high voltage DC-DC converter connected to a BOP component are performed in the present invention;

4 and 5 is a power supply state diagram according to the operation mode in the fuel cell supercap hybrid system,

6 is a flowchart briefly illustrating a control process when a key is off;

Figure 7 is a flow chart illustrating in more detail the key off sequence control process of the present invention in the fuel cell mode.

<Explanation of symbols for main parts of the drawings>

10 fuel cell 11 fuel cell stack

12: stack PDU 13: PDU

20: Super Cap 30: Drive Motor

31: MCU 60: accessory load

61: 12V auxiliary battery 62: 24V auxiliary battery

63, 64: low voltage DC-DC converter 65: BOP components

66: high voltage DC-DC converter 68a: cooling pump

The present invention relates to a method for controlling power down of a fuel cell supercap hybrid electric vehicle, and more particularly, sequence control capable of stably powering down high voltage components when a key is turned off during fuel cell mode operation of a fuel cell supercap hybrid electric vehicle. It was intended to provide a way.

In general, fuel cells are not only highly efficient in generating electricity compared to conventional power generation methods, but also have no emission of pollutants due to power generation. Therefore, fuel cells are regarded as future power generation technologies. It is being actively researched as a power source for vehicles to solve the problem of global warming, which is emerging in the world.

A fuel cell converts chemical energy released in the process into electricity by oxidizing an active material such as hydrogen such as LNG, LPG, methanol, etc. through an electrochemical reaction, and can be easily produced in natural gas. Hydrogen present and oxygen in the air are used.

However, when only an environmentally friendly fuel cell is used as a power source of an electric vehicle, the fuel cell is responsible for all of the loads constituting the electric vehicle, and thus, there is a disadvantage in that performance is deteriorated in a low operating area of the fuel cell. .

In addition, there is a problem in that the acceleration performance of the vehicle is deteriorated because a sufficient voltage required by the driving motor cannot be supplied due to an output characteristic in which the output voltage is drastically reduced in a high speed driving region requiring a high voltage.

In addition, when a sudden load is applied to the vehicle, the fuel cell output voltage suddenly drops and fails to supply sufficient power to the driving motor, thereby degrading the performance of the vehicle (a sudden load change because it generates electricity by a chemical reaction). Overloading the fuel cell.

In addition, since the fuel cell has a unidirectional output characteristic, energy drawn from the driving motor cannot be recovered when the vehicle is braked, thereby degrading the efficiency of the vehicle system.

As a solution to the above disadvantages, a fuel cell battery hybrid or a fuel cell supercap hybrid system in which a high voltage battery or a supercap is additionally installed as a separate vehicle power source in a fuel cell vehicle has been developed.

Here, the fuel cell supercap hybrid system is a system in which a supercap is mounted as a separate power source for providing power required for driving a motor in addition to a fuel cell as a main power source in a large vehicle such as a bus as well as a small vehicle. PowerNet diagram of a SuperCap hybrid electric vehicle.

Referring to the basic power net configuration of the fuel cell supercap hybrid system, the fuel cell 10 and the supercap 20 which provide the power required to drive the motor 30, and the motor controller (Motor Control Unit) controlling the operation of the motor (hereinafter referred to as MCU) 31), a chopper 40 for implementing a multi-function through the switching operation of the semiconductor switch (IGBT), and a braking resistor (50) related to auxiliary braking.

In addition, the parasitic load 60 of various accessory parts and fuel cell drive-related parts includes 12V and 24V auxiliary batteries 61 and 62 for supplying power to various parts mounted on the vehicle, and low voltage DC. Low Voltage DC-DC Converter (LV DCDC, LDC) (63,64) and High Voltage DC-DC Converter (HV DCDC, HDC) (66), Inverter (67), Fuel BOP (Balance Of Plant) parts (referring to the whole equipment such as APS, FPS, Cooling System, etc.) (65) necessary for driving the battery system, high voltage components and fuel cell cooling Components such as a cooling pump (for high-voltage component cooling and fuel cell cooling) 68a, an air conditioner 68b, and a power steering 68c.

In the powernet configuration of the fuel cell supercap hybrid system as shown, the fuel cell mode, which is a mode in which the motor 30 is driven only by the power provided by the fuel cell 10, and the supercap 20 together with the fuel cell 10 are included. In the hybrid mode in which the motor 30 is driven with the power to be provided, in addition to the power required for driving the motor, the low voltage DC-DC converters LV DCDC (14V) 63 and LV DCDC (28V) 64, high voltage DC 12V, 24V auxiliary battery (61, 62), fuel cell drive-related BOP components (65), cooling pump (68a), air conditioner (68b) through DC converter HV DCDC (350V) 66, inverter 67, respectively. ), A secondary current flows in the direction as indicated by the arrow of FIG. 1 to supply the high voltage power to the power steering 68c.

On the other hand, as shown in the fuel cell supercap hybrid electric vehicle equipped with two secondary batteries (61, 62) 12V and 24V has been studied on the power on (Key On) and its operation mode, and with the power down ( The technique of sequence control at the time of key off has been studied, and in particular, the applicant of the present invention can stably power down the high voltage components constituting the system at the time of key off in the sequence control technique at the time of power down. A patent has been filed on the technology.

In this case, the power-down mode using the supercap when the key off is input while driving the mode of operating the supercap 20 like the hybrid mode in the normal state, and the key off input when driving the fuel cell mode in which the supercap cannot be used A sequence control technique for performing a power down mode using a low voltage DC-DC converter, ie, LV DCDC (14V) 63, directly connected to the BOP component 65 is disclosed.

Here, the LV DCDC (14V) 63 directly connected to the BOP component 65 is switched to the boost mode at the time of key-off input in the fuel cell mode, and the LV DCDC (14V) is applied until the fuel cell 10 normally ends its operation. The main technical content is to maintain the driving state of the BOP component at the voltage boosted by the voltage, and then turn off all the BOP components and the LV DCDC (14V) in sequence when the fuel cell is normally finished.

2 is a diagram illustrating a current flow in a boost mode of an LV DCDC 14V connected to a 12V auxiliary battery, which is an LV DCDC 14V until the operation of the fuel cell 10 is normally terminated upon a key-off input. ) Operates in the boost mode to boost the voltage of the 12V auxiliary battery 61 (14V → 350V), and the boosted voltage is applied to the BOP component 65 to maintain the driving state of the BOP component.

However, in the case of such a power-down control method, a low voltage DC-DC converter connected to the BOP component 65 to be directly applied can be coped with in case of a failure of the LV DCDC (14V) single component. There is a problem that there is no solution.

Accordingly, the sequence control technology capable of stably powering down the high voltage components when the LV DCDC (14V) components fail during the fuel cell mode operation of the fuel cell supercap hybrid electric vehicle is urgently needed.

If the voltage is not supplied to the BOP parts until the operation of the fuel cell is terminated normally when the key is turned off during the fuel cell mode in which the supercap cannot be used as the power supply, abnormal power down of the fuel cell and each unit may occur. Fatal damage may occur.

Therefore, the present invention was invented to solve the above problems, and when the failure of the preset power supply unit (LV DCDC 14V) is detected at the key off input during fuel cell mode operation in which the supercap cannot be used. By using a separate power supply unit (LV DCDC (28V), HV DCDC (350V)), it is possible to stably operate the BOP parts for driving the fuel cell system until the fuel cell is shut down normally. The purpose of the present invention is to provide a method for controlling the power down of a fuel cell supercap hybrid electric vehicle, which can prevent abnormal power down of a fuel cell and each unit that is not supplied, and prevent a fatal damage of each unit. There is this.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

In order to achieve the above object, the present invention includes the steps of determining the current operation mode when the key off input; If the current operation mode is a fuel cell mode, determining whether a secondary battery or a low voltage DC-DC converter of the first power supply unit is set to apply an operating voltage to the high voltage component; When the secondary battery or the low-voltage DC-DC converter detects a failure, the low-voltage DC-DC converter of the second power supply unit, which is separately set, is switched to a boost mode, and the low-voltage DC-DC converter of the second power supply unit and the high voltage unit Switching the high voltage DC-DC converter connected therebetween to a decompression mode; Maintaining a driving state of the high voltage unit while being supplied from the auxiliary battery of the second power supply unit and adjusted by the low voltage and high voltage DC-DC converter to the high voltage unit; Turning off the stack PDU to cut off the power of the fuel cell stack; Transmitting a stop command for terminating the operation of the fuel cell to the fuel cell controller and turning off the high voltage component and terminating the operation of the fuel cell; It provides a power-down control method for a fuel cell hybrid electric vehicle comprising the step of turning off the low voltage and high voltage DC-DC converter.

Here, the high voltage unit is a BOP component including an air supply device (APS), a hydrogen supply device (FPS), a cooling device (TMS) required for driving the fuel cell system.

In addition, when the high voltage unit is driven by the voltage adjusted by the low voltage and high voltage DC-DC converter, the power of the fuel cell stack is supplied to each cooling device until the power of the fuel cell stack is cut off, thereby providing motors, motor controllers, converters, and inverters. It characterized in that the cooling of the high voltage electrical components, including.

Hereinafter, the present invention will be described in more detail with reference to the accompanying drawings.

The present invention relates to a method for controlling power down of a fuel cell supercap hybrid electric vehicle, and to provide a sequence control method capable of stably powering down high voltage components when a key is turned off during fuel cell mode operation of a fuel cell supercap hybrid electric vehicle. It is.

In particular, the present invention to stably power down the vehicle by using the components of the LV DCDC, HV DCDC, PDU (Power Disconnect Unit), the stack PDU, the inverter when the key off during fuel cell mode operation in fuel cell supercap hybrid electric vehicle To provide a power-down method that can cope with the failure of LV DCDC (14V), which is an important component.

In fuel cell supercap hybrid electric vehicles (e.g., fuel cell supercap hybrid buses), there are components that use the power of 12V and 24V auxiliary batteries, and high voltage components that use 350V, such as air supply (APS) and hydrogen supply. Specialized power-down control logic is required because BOP components (FPS) and cooling system (TMS), which are required to drive the fuel cell system (these components must be operated until the fuel cell is normally stopped) are mounted. .

This is due to the configuration of the power net shown in FIG. 1, which will be described below in detail with reference to the accompanying drawings.

3 is a diagram illustrating a boost mode of a low voltage DC-DC converter (LV DCDC (28V)) connected to an auxiliary battery (24V auxiliary battery) and a high voltage DC-DC converter (HV DCDC 350V) connected to a BOP component according to the present invention. This is the flow chart of current to BOP part when decompression mode is executed.

This shows the current flow state for driving the BOP components 65 until the operation of the fuel cell 10 is terminated when the key is turned off during the fuel cell mode operation, as will be described later in the present invention. In particular, the BOP components 65 If a low voltage DC-DC converter (LV DCDC (14V)) 63 connected to the circuit (or a 12V secondary battery) is detected, the low voltage connected to another separately mounted secondary battery (24V secondary battery) 62 Step-up of a DC-DC converter (LV DCDC (28V)) 64, a high voltage DC-DC converter (HV DCDC (350V)) 66 connected between the low voltage DC-DC converter 64 and the BOP component 65. ) Shows a current flow state in which the BOP component 65 is operated by using the auxiliary battery 62 mounted as a power source separately by the decompression operation.

4 and 5 are power supply state diagrams according to operation modes in the fuel cell supercap hybrid system, which is a reference diagram for explaining each operation mode, and in particular, electric flow according to each operation mode of the fuel cell supercap hybrid electric vehicle. 4 illustrates a hybrid mode and FIG. 5 illustrates a fuel cell mode.

4 and 5, various accessory parts 68a, 68b and 68c shown in FIG. 3 and fuel cell drive related BOP parts 65, and LV DCDCs 63 and 64 and HV DCDC 66 connected to the respective parts. , A parasitic load including an inverter 67 and the like is simplified and indicated by reference numeral 60.

6 is a flow chart briefly illustrating a control process during key-off, and FIG. 7 is a flow chart illustrating the key-off sequence control process of the present invention in a fuel cell mode in more detail.

In the fuel cell supercap hybrid electric vehicle illustrated in FIG. 3, a fuel cell mode in which the motor 30 is driven only by power provided by the fuel cell 10, and a super cap 20 together with the fuel cell 10 are provided. When operating in the hybrid mode in which the motor 30 is driven with the power to be operated, the LVDCDC 14V, which is a low voltage DC-DC converter, from the fuel cell 10 and the supercap 20 in addition to the power required for driving the motor. (63), LV DCDC (28V) (64), HV DCDC (350V) 66 (66), high voltage DC-DC converter, 12V, 24V auxiliary battery (61,62) and inverter cell driving through inverter 67 respectively. In order to supply high voltage power to the BOP component 65, the cooling pump 68a, the air conditioner 68b, and the power steering 68c, a secondary current flows in the direction shown by an arrow.

In this state, when the key is off, the inverter 67 and the cooling pump 68a must be operated for a certain time in order to cool the high voltage component. In particular, the fuel cell system until the fuel cell 10 is normally terminated in the power down control process. The BOP component 65 required for driving must continue to be powered.

4 and 5, in the hybrid mode of FIG. 4, the fuel cell stack 11 and the supercap 20 are connected to the stack power disconnect unit (PDU) 12 and the main power disconnect unit (PDU) 13. In an on state (electrically connected state), power for driving the motor 30 and power for driving the accessory load 60 such as a BOP component are supplied.

Here, although not shown in detail in the drawings, the conventional stack PDU 12 and the main PDU (hereinafter, abbreviated as PDU) 13 are configured as a configuration including a relay, abbreviated as a hybrid control unit (hereinafter referred to as HCU). Control of the internal relay is to control the electrical connection.

In the fuel cell mode of FIG. 5, the power for driving the motor 30 and the accessory load 60 such as a BOP component in the fuel cell stack 11 in the on state of the stack PDU 12 is provided. In this case, the power of the supercap 20 is cut off by the PDU 13 (related relay off).

When a key off command is input during operation of each mode as described above, as shown in FIG. 6, key off sequence control is performed according to the current mode state of the hybrid mode and the fuel cell mode. In the process of powering down, the high-capacity components related to the fuel cell driving such as the BOP component 65 are driven by using the supercap 20 as a power supply unit until the fuel cell is normally terminated. In the fuel cell mode, the auxiliary battery ( 12V auxiliary battery) 61 and a low voltage DC-DC converter (LV DCDC (14V)) 63 installed between the auxiliary battery 61 and the high voltage component as a second power supply unit to provide a high voltage component related to fuel cell driving. Drive (see FIG. 2).

As described above, the power down method of a conventional fuel cell supercap hybrid electric vehicle includes a normal power down method using a super cap (which becomes the first power supply unit), and a secondary battery (12 V auxiliary battery) in a situation where the super cap cannot be used (fuel cell mode). ) And a low voltage DC-DC converter (LV DCDC 14V) (which becomes the second power supply).

Here, if the voltage is not supplied to the BOP parts until the operation of the fuel cell is terminated at the time of key-off during the fuel cell mode in which the supercap cannot be used as the power supply, abnormal power down of the fuel cell and each unit may occur. Fatal damage may occur.

The present invention improves the conventional fuel cell mode power-down process, a power-down method that can cope with the failure of the secondary battery (12V auxiliary battery) or low-voltage DC-DC converter (LV DCDC (14V)) that is a power supply unit To present.

The process of powering down at the key-off input during the hybrid mode operation is the same as in the conventional art, and the power down process during the fuel cell mode operation will be described in the present specification.

Conventionally, the LV DCDC (14V) 63 operates in the boost mode when the key is turned off in the fuel cell mode to supply the boosted voltage to the high voltage components necessary for driving the fuel cell system, that is, the BOP component 65. In the present invention, when a failure situation of the LV DCDC 14V and 63 occurs, a normal power-down is possible by using another DC-DC converter, LV DCDC 28V and 64.

First, if the fuel cell mode is entered at the time of key off command input, since the supercap 20 power is already disconnected, the BOP component 65 must be driven by the power of the auxiliary battery until the end of the fuel cell operation.

Here, a low voltage DC- connected to a power supply unit, that is, a 12V auxiliary battery 61 or the 12V auxiliary battery 61 and the BOP component 65, in which a controller (eg, HCU) is set to be used in a conventional fuel cell mode power down process. It is determined whether the DC converter LV DCDC (14V) 63 has failed, and if it is not the failure condition of the set auxiliary battery 61 or LV DCDC (14V) 63, they are used as a power supply unit (LV DCDC (14V). ) Is switched to the boost mode, and the voltage of 14V of the 12V auxiliary battery is boosted to 350V required for the BOP component. The same process as the conventional power-down process is performed.

However, if the power supply unit, that is, the failure of the set auxiliary battery 61 or LV DCDC (14V) 63 is recognized, the controller is a separate power supply unit, that is, the 24V auxiliary battery 62 and the low voltage DC- connected thereto. LV DCDC (28V) 64, which is a DC converter, is used as a power supply. To this end, the LV DCDC (28V) 64 is switched to a boost mode, and the LV DCDC (28V) 64 and the BOP component (65) are used. The control for switching the HV DCDC (350V) 66, which is a high voltage DC-DC converter connected between the subfields) to the decompression mode, is performed.

At this time, the 28V voltage output from the 24V auxiliary battery 62 is boosted to 900V by the low voltage DC-DC converter (LV DCDC (28V)) 64 operating in the boosting mode, and then the high voltage DC- operating in the decompression mode. The DC converter (HV DCDC (350V)) 66 depressurizes to 350V necessary for the BOP component 65, so that the BOP component 65 is driven by the finally supplied 350V voltage.

Then, before turning off the power of the fuel cell 10 (fuel cell stack 11), the controller (which may be another controller, for example, a VCU) may be used for various high voltage electrical components, namely motors, whose temperature has risen during operation. Cooling control for cooling high-voltage electrical components such as, motor controllers, converters, and inverters.

The cooling process for lowering the temperature of the high voltage electric component is performed by controlling a cooling apparatus mounted in each component, and the cooling apparatus is driven by receiving power supplied from the fuel cell 10.

For cooling devices that perform cooling for each high voltage electric component, these cooling devices are basic components of an electric vehicle and related technologies are already known through a number of paths, including prior patents, and thus detailed descriptions thereof will be omitted. do.

Subsequently, when the cooling of the high voltage electric component is completed as described above, the controller (eg, the HCU) turns off the stack PDU 12 to cut off the power of the fuel cell stack 11.

At this time, the BOP component 65 continues to be driven at the 350V voltage supplied through the low voltage DC-DC converter (LV DCDC (28V)) and the high voltage DC-DC converter (HV DCDC (350V)) in the 24V auxiliary battery. do.

Thereafter, the controller transmits a stop command for terminating the operation of the fuel cell to the fuel cell controller, whereby the fuel cell controller turns off all the BOP parts 65 that were necessary for the operation of the fuel cell 10 and operates the fuel cell. Ends.

The controller then turns off the low voltage DC-DC converter (LV DCDC 28V) and the high voltage DC-DC converter (HV DCDC 350V).

Finally, with the controller off, all of the keyoffs are completed and the system is in a shutdown state.

As described above, according to the power down control method of the fuel cell supercap hybrid electric vehicle according to the present invention, the power supply unit LV DCDC (14V) set at the time of key-off input during fuel cell mode operation in which the supercap cannot be used. If a fault is detected, a separate power supply unit (LV DCDC (28V), HV DCDC (350V)) is used to stably operate the BOP components for driving the fuel cell system until the fuel cell is normally terminated. By being provided, it is possible to prevent abnormal power down of the fuel cell and each unit that occurs while the voltage is not supplied to the BOP components, and to prevent problems such as fatal damage of each unit.

Claims (3)

Determining a current operation mode at the time of key off input; If the current operation mode is a fuel cell mode, determining whether a secondary battery or a low voltage DC-DC converter of the first power supply unit is set to apply an operating voltage to the high voltage component; When the secondary battery or the low-voltage DC-DC converter detects a failure, the low-voltage DC-DC converter of the second power supply unit, which is separately set, is switched to a boost mode, and the low-voltage DC-DC converter of the second power supply unit and the high voltage unit Switching the high voltage DC-DC converter connected therebetween to a decompression mode; Maintaining a driving state of the high voltage unit while being supplied from the auxiliary battery of the second power supply unit and adjusted by the low voltage and high voltage DC-DC converter to the high voltage unit; Turning off the stack PDU to cut off the power of the fuel cell stack; Transmitting a stop command for terminating the operation of the fuel cell to the fuel cell controller and turning off the high voltage component and terminating the operation of the fuel cell; Turning off the low voltage and high voltage DC-DC converters; Power down control method of a fuel cell hybrid electric vehicle comprising a. The method according to claim 1, And the high voltage unit is a BOP component including an air supply device (APS), a hydrogen supply device (FPS), and a cooling device (TMS) required for driving a fuel cell system. The method according to claim 1, When the high voltage unit is driven by the voltage regulated by the low voltage and high voltage DC-DC converters, the motor, motor controller, converters, and inverters are supplied to each cooling device until the power of the fuel cell stack is cut off. A power down control method for a fuel cell hybrid electric vehicle, characterized by cooling a high voltage electric component including the same.

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