CN110605977A - Fuel cell energy management system of hydrogen energy automobile - Google Patents
Fuel cell energy management system of hydrogen energy automobile Download PDFInfo
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- CN110605977A CN110605977A CN201910830891.6A CN201910830891A CN110605977A CN 110605977 A CN110605977 A CN 110605977A CN 201910830891 A CN201910830891 A CN 201910830891A CN 110605977 A CN110605977 A CN 110605977A
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- 239000000446 fuel Substances 0.000 title claims abstract description 133
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 title claims abstract description 102
- 239000001257 hydrogen Substances 0.000 title claims abstract description 102
- 229910052739 hydrogen Inorganic materials 0.000 title claims abstract description 102
- 239000003990 capacitor Substances 0.000 claims abstract description 187
- 238000007599 discharging Methods 0.000 claims abstract description 17
- 238000004891 communication Methods 0.000 claims abstract description 4
- 230000004044 response Effects 0.000 claims abstract description 4
- 230000005611 electricity Effects 0.000 claims description 5
- 239000013589 supplement Substances 0.000 claims description 3
- 238000013459 approach Methods 0.000 claims description 2
- 238000001816 cooling Methods 0.000 claims description 2
- 230000003247 decreasing effect Effects 0.000 claims description 2
- 239000007789 gas Substances 0.000 claims description 2
- 238000000034 method Methods 0.000 abstract description 6
- 230000002457 bidirectional effect Effects 0.000 abstract description 2
- 238000007726 management method Methods 0.000 description 22
- 238000010586 diagram Methods 0.000 description 5
- 230000008859 change Effects 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 4
- 230000008569 process Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001502 supplementing effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- 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
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a fuel cell energy management system of a hydrogen energy automobile, which comprises a vehicle control unit VCU, an electric drive system EDU, a battery management system BMS, a super capacitor and bidirectional DC system SCMS and a hydrogen fuel cell system FCU; the EDU comprises a motor controller MCU and a motor, and information is transmitted and controlled among the ECUs through CAN communication; the method comprises the following steps that a VCU calculates the target torque of a motor and then calculates the required power of an EDU; the SCMS and the BMS determine the chargeable and dischargeable power of the super capacitor and the power battery through the super capacitor, the electric quantity of the power battery, the single capacitor and battery information, the capacitor and the battery attenuation coefficient; and finally, the VCU takes the required power of the EDU, the super capacitor and the chargeable and dischargeable power of the power battery as the discharging power basis of the FCU, and the VCU is combined with the performance and the response characteristic of the fuel battery to calculate the final output power of the FCU and control the FCU to output according to the set final output power.
Description
Technical Field
The invention relates to the field of energy management and control of new energy automobiles, in particular to an energy management system of a hydrogen fuel cell automobile under a high-voltage framework.
Background
The hydrogen fuel cell new energy automobile is taken as a branch of the new energy automobile field, and with the progress and popularization of the hydrogen production technology and the hydrogen fuel cell technology, the hydrogen fuel cell automobile is taken as an important pillar type industry development of the country.
In the prior art, the energy management technology and the scheme of the hydrogen fuel cell automobile are immature, and the variability of different high-voltage architectures is large.
Disclosure of Invention
The invention aims to solve the technical problem that the energy management technology and the scheme thereof cannot ensure high-efficiency energy utilization rate under different high-voltage architectures in the prior art, and provides an energy management method of a hydrogen fuel cell automobile under a specific high-voltage architecture.
The technical scheme adopted by the invention for solving the technical problems is as follows: a fuel cell energy management system of a hydrogen-powered automobile is constructed, including: the system comprises a vehicle control unit VCU, an electric drive system EDU, an energy supply module and a hydrogen fuel cell system FCU, wherein after the hydrogen fuel cell system FCU, the electric drive system EDU, the energy supply module and the vehicle control unit VCU acquire respective data information, information transmission among related systems or modules is carried out through a CAN communication network:
the electric drive system EDU comprises a motor controller MCU and a motor;
the energy supply module comprises a battery management system BMS and a super capacitor, wherein the energy supply module is used for respectively calculating the chargeable and dischargeable power of the super capacitor and the power battery according to the electric quantity of the super capacitor and the power battery, the electric quantity of the super battery and the power battery, the single-section capacitance and battery information of the super capacitor and the power battery, and the attenuation coefficients of the super capacitor and the power battery;
the motor controller MCU is used for acquiring the rotating speed of the motor and responding to the target torque of the VCU;
the VCU is used for acquiring the rotating speed of the motor and the chargeable and dischargeable power data of the super capacitor and the power battery through the CAN bus, and on one hand, the VCU calculates the target torque of the motor and the required power of the EDU according to the opening degree of an accelerator pedal in the vehicle, the opening degree of a brake pedal, the rotating speed of the motor acquired by the MCU and the system efficiency of the motor and the MCU; on the other hand, the system output power of the hydrogen fuel cell is calculated and obtained based on the required power of the EDU, the chargeable and dischargeable power of the super capacitor and the power cell, and the performance and response characteristics of the fuel cell;
the hydrogen fuel cell system FCU comprises a hydrogen fuel cell reactor, an FCU gas supply system, a boost DC system and an FCU cooling system, and is used for acquiring system output power of the hydrogen fuel cell from a VCU (vehicle control unit) through a CAN (controller area network) bus and controlling the external output power of the hydrogen fuel cell system, wherein the external output power of the hydrogen fuel cell system comprises power consumed for driving a motor and power consumed for charging a power battery and a super capacitor; and finally, controlling the FCU to output according to the set final output power.
Furthermore, the energy supply module comprises a power battery working interval distribution module and a super capacitor working interval distribution module, and the two modules are used for respectively determining the chargeable and dischargeable power of the power battery and the super capacitor according to the information of the single batteries and the capacitors of the power battery and the super capacitor, and the current electric quantity and attenuation coefficient of the power battery and the super capacitor; according to the current electric quantity of the power battery and the super capacitor, the working intervals of the power battery and the super capacitor are distributed; the working interval comprises a charging interval, a discharging interval, a middle interval and a pure electric interval;
when the charging interval is in, the required power of the power battery and the super capacitor is negative;
when the power battery is in a discharging interval and a pure electric interval, the required power of the power battery and the super capacitor is positive;
when the power battery is in the middle interval, the required power of the power battery and the super capacitor is a negative value when approaching the charging interval area and is a positive value when approaching the discharging interval area; when the power battery and the super capacitor are in the middle interval, the power battery and the super capacitor respectively comprise two working states, wherein one working state is an energy supplement working state, and the other working state is a high-efficiency working interval working state.
Further, the energy supply module also comprises a working mode distribution module which is used for combining four working intervals of the power battery and the super capacitor and distributing the working modes, wherein the working mode distribution module comprises a first working mode to a seventh working mode, and the power battery and the super capacitor are both in a charging interval in the first working mode;
in the second working mode, one of the power battery and the super capacitor is in a charging interval, and the other one of the power battery and the super capacitor is in a middle interval;
in the third working mode, the power battery and the super capacitor are both in the middle interval;
in the fourth working mode, one of the power battery and the super capacitor is in the middle interval, and the other one of the power battery and the super capacitor is in the discharge interval;
in the fifth working mode, both the power battery and the super capacitor are in a discharging interval;
in the sixth working mode, one of the power battery and the super capacitor is in a charging interval, and the other one of the power battery and the super capacitor is in a discharging interval;
and in the seventh working mode, at least one of the power battery and the super capacitor is in a pure electric interval.
Further, in the first working mode, the hydrogen fuel cell outputs with the maximum power within the power range allowed by the whole vehicle, and the hydrogen fuel cell provides driving energy for the motor and charges the power battery and the super capacitor; and when the electric quantity of the power battery and the super capacitor is increased, the working mode of the power battery and the super capacitor is jumped from the first working mode to the second working mode, in the mode, the power battery and the super capacitor continuously maintain the charging state, and the hydrogen fuel battery is currently controlled to continuously keep within the allowable power range of the whole vehicle and output at the maximum power to charge the auxiliary energy in the charging interval, wherein part of the energy generated by the hydrogen fuel battery is used for driving the motor.
Further, with the further improvement of the electric quantity of the power battery and the super capacitor, the working mode of the power battery and the super capacitor jumps from the second working mode to the third working mode, the super capacitor and the power battery are both in the middle interval in the third working mode, and when the electric quantity of at least one of the power battery and the super capacitor is lower than a preset high-efficiency working electric quantity threshold value, the output power of the hydrogen fuel battery is set to be the maximum power Pe-max in the high-efficiency working interval state;
currently, hydrogen fuel cells are used to provide driving energy for motors, and in the case of surplus energy, the surplus energy is used to charge power batteries and super capacitors.
Further, the working mode is switched from the third mode to the fourth mode along with the increase of the electric quantity of the super capacitor and the power battery, under the fourth working mode, the electric quantity of one of the super capacitor and the power battery is stepped into a discharge interval, and at the moment, the output power of the fuel battery is set as the minimum power Pe-min of the fuel battery under the state of the high-efficiency working interval;
when the minimum power Pe-min is larger than the power consumed by the driving motor, part of the energy generated by the hydrogen fuel cell is used for driving the motor, and the rest of the energy is used for charging the super capacitor and the power battery, wherein the part with less electricity in the super capacitor and the power battery has more energy inflow than the part with more electricity;
in other cases, the whole energy output by the hydrogen fuel cell is used for driving the motor, and under the condition that the energy supply is insufficient, the super capacitor and the power battery supply energy for the motor, wherein the part with more electric quantity in the super capacitor and the power battery has more energy flow than the part with less electric quantity, and when the electric quantities of the super capacitor and the power battery are lower than the discharge area, the working mode is switched from the fourth mode to the third mode.
Further, as the electric quantity of the super capacitor and the power battery increases, the working mode is switched from the fourth mode to the fifth mode, in the current mode, the super capacitor and the power battery both maintain a discharge state, the current idle power is used as the output power of the hydrogen fuel battery, and when the idle power is smaller than the power consumed by the driving motor, all the energy generated by the hydrogen fuel battery is used for driving the motor, and under the condition that the energy supply is insufficient, the super capacitor and the power battery provide the remaining required energy for the motor;
and when the electric quantity of at least one of the super capacitor and the power battery is lower than the discharging interval, switching the current working mode from five to four.
Further, in a third working mode, along with continuous charging of the power battery and the super capacitor, when the electric quantities of the power battery and the super capacitor are both larger than the threshold value of the high-efficiency working electric quantities, setting a power control interval of the fuel battery, wherein the maximum power Pe-max of the power control interval in the state of the high-efficiency working interval is used as an upper limit value, and the minimum power Pe-min of the power control interval in the state of the high-efficiency working interval is used as a lower limit value; the output power of the fuel cell is controlled within the range of the power control interval, and the output power of the fuel cell is in a decreasing trend along with the increase of the electric quantity of the power cell and the super capacitor.
Further, in the fifth working mode, when the idle power is larger than the power consumed by the driving motor, the super capacitor and the power battery are switched to a charging state at present, the hydrogen fuel battery continues to charge the super capacitor and the power battery, and the hydrogen fuel battery is controlled to be powered down when the electric quantity of the super capacitor or the power battery reaches the switching threshold value of the pure electric interval, the current working mode is switched from the fifth working mode to the seventh working mode, the pure electric interval is entered, and the energy required by the driving motor is directly provided by the super capacitor and the power battery in the pure electric interval.
Further, when the hydrogen fuel cell is in the sixth operating mode, the hydrogen fuel cell outputs at the maximum power, wherein a part of the energy of the hydrogen fuel cell is used for driving the motor, and the rest of the energy is used for charging the power cell or the super capacitor in the current charging interval, so that the electric quantity of the power cell or the super capacitor approaches the charging interval region; and when the electric quantity of one side of the charging interval is in the middle interval, the current working mode is switched from the six mode to the four mode.
In the fuel cell energy management system of the hydrogen energy automobile, according to the characteristics of the hydrogen fuel cell, the VCU performs slope limitation when sending the output power of the hydrogen fuel cell, so that the change rate of the required power of the fuel cell in each period does not exceed the maximum change rate allowed by the fuel cell system; the method has the advantages that the required power of the fuel cell limited by the slope is limited in the power range determined based on the characteristics of the fuel cell, the use requirement of the hydrogen fuel cell is met, and meanwhile, the control precision of energy management is higher.
Drawings
The invention will be further described with reference to the accompanying drawings and examples, in which:
FIG. 1 is a schematic diagram of a hydrogen fuel cell vehicle energy management system according to the present invention;
FIG. 2 is a schematic diagram of a hydrogen fuel cell vehicle energy management system according to the present invention;
FIG. 3 is a block diagram of the energy flow of the system of the present invention;
fig. 4 is a flow chart of the energy management operation mode jump of the hydrogen fuel cell vehicle.
Detailed Description
For a more clear understanding of the technical features, objects and effects of the present invention, embodiments of the present invention will now be described in detail with reference to the accompanying drawings.
Referring to fig. 1, which is an architecture diagram of a hydrogen fuel cell vehicle energy management system according to the present invention, the present invention provides a hydrogen fuel cell vehicle energy management system under a high voltage architecture, and the system includes a Vehicle Control Unit (VCU), a Motor Controller (MCU), a hydrogen fuel cell system (FCU), a Battery Management System (BMS), a super capacitor + bidirectional dc (scms), and a Motor (Motor) participating in an energy management process; and the ECU transmits information and completes corresponding control by acquiring respective related information and a CAN communication network, and finally the control method of the energy management system of the hydrogen fuel automobile conforming to the framework is realized.
The control method of the energy management system comprises the following steps:
firstly, the VCU calculates the target torque of the motor and the required power of the EDU according to the opening degree of an accelerator pedal, the opening degree of a brake pedal, the motor rotating speed acquired by the MCU and the system efficiency of the motor and a motor controller;
then, the SCMS determines the chargeable and dischargeable power of the super capacitor according to the electric quantity of the super capacitor, the current single-section capacitance information of the super capacitor and the attenuation coefficient of the super capacitor;
secondly, the BMS determines the chargeable and dischargeable power of the power battery according to the information of the single battery of the power battery, the current electric quantity of the power battery and the attenuation coefficient of the power battery;
and finally, the VCU acquires the information through the CAN bus, calculates the final output power of the hydrogen fuel cell system according to the required power of the EDU, the chargeable and dischargeable power of the super capacitor, the chargeable and dischargeable power of the power cell, the performance curve and the response characteristic of the fuel cell, sends the final output power of the hydrogen fuel cell system to the FCU as the set output power of the hydrogen fuel cell system, and controls the FCU to output according to the set power.
As shown in fig. 2, it is a schematic diagram of the energy management system of a hydrogen fuel cell vehicle according to the present invention, wherein a VCU determines a target torque according to information of a motor speed, an accelerator pedal opening and a brake pedal opening, calculates a required power of an EDU according to the target torque, the motor speed and a motor and controller system efficiency, receives a Battery Management System (BMS) to calculate a chargeable and dischargeable power of the power cell according to information of a single battery of the power cell, a current electric quantity of the power cell and a power cell attenuation coefficient, receives a super capacitor system (SCMS) to calculate a chargeable and dischargeable power of a super capacitor according to information of an electric quantity of the super capacitor, current information of a single capacitor of the super capacitor and an attenuation coefficient of the super capacitor, and finally obtains a final output power of the hydrogen fuel cell system according to the required power of the EDU, the chargeable and dischargeable power of the super capacitor, the chargeable and, and the output power is used as the set output power of the fuel cell and sent to the FCU, and the FCU is controlled to output according to the set power.
In order to realize the allocation of the working intervals and the working modes of the super capacitor and the power battery, in the embodiment, a power battery working interval allocation module, a super capacitor working interval allocation module and a working mode allocation module are arranged in the system, and the power battery working interval allocation module and the super capacitor working interval allocation module are used for respectively determining the chargeable and dischargeable power of the power battery and the super capacitor according to the information of the single battery and the capacitance of the power battery and the super capacitor, and the current electric quantity and attenuation coefficient of the power battery and the super capacitor; according to the current electric quantity of the power battery and the super capacitor, the working intervals of the power battery and the super capacitor are distributed; the working interval comprises a charging interval, a discharging interval, a middle interval and a pure electric interval; performing working interval distribution of the power battery and the super capacitor according to the interval distribution threshold; wherein:
when the charging interval is in, the required power of the power battery and the super capacitor is negative;
when the power battery is in a discharging interval and a pure electric interval, the required power of the power battery and the super capacitor is positive;
when the power battery is in the middle interval, the required power of the power battery and the super capacitor is a negative value when approaching the charging interval area and is a positive value when approaching the discharging interval area; when the power battery and the super capacitor are in the middle interval, the power battery and the super capacitor comprise two working states, wherein one working state is an energy supplementing state, and the other working state is an efficient working interval state.
The working mode allocation module is configured to allocate working modes in combination with four working intervals of the power battery and the super capacitor, where the working modes include first to seventh working modes (see fig. 3 for system energy flow).
As shown in fig. 4, the process of the energy management operation mode jump flow of the hydrogen fuel cell vehicle is roughly as follows:
when the working mode is one, the electric quantity of the super capacitor and the electric quantity of the power battery are both 0% to 30%, the super capacitor and the power battery are both in a charging interval, the hydrogen fuel battery outputs with the maximum power Pfmax within the range allowed by the whole vehicle, because the power battery and the super capacitor are both in a state needing power supplement, part of energy of electricity generated by the hydrogen fuel is used for driving the motor, the rest of energy is used for charging the power battery and the super capacitor, the constraint condition is that the sum of the chargeable power of the power battery and the super capacitor is > (the maximum power Pfmax-the required power of the driving motor within the range allowed by the hydrogen fuel battery), otherwise, the output power of the hydrogen fuel battery is the sum of the chargeable power of the power battery and the super capacitor plus the required power of the driving motor.
When the working mode is the second working mode, one of the auxiliary energy sources is in a charging interval, the electric quantity of the auxiliary energy sources is 0% -30%, the other auxiliary energy source is in a middle interval, the electric quantity of the auxiliary energy sources is 30% -75%, and the hydrogen fuel cell continues to output the maximum power Pfmax within an allowable range; at present, the power battery and the super capacitor are in a charging state as long as they are, part of energy output by the hydrogen fuel battery is used for driving the motor, and the rest of energy is still used for charging the power battery and the super capacitor, at this time, the constraint condition is that the sum of the chargeable power of the power battery and the super capacitor is > (the maximum power Pfmax-the required power of the driving motor within the allowable range of the hydrogen fuel battery), otherwise, the output power of the hydrogen fuel battery is the sum of the chargeable power of the power battery and the super capacitor plus the required power of the driving motor.
When the working mode is a third working mode, the super capacitor and the power battery in the auxiliary energy are both in a middle interval, the electric quantity of the super capacitor and the power battery is 30% -75%, the working mode has two states, wherein one state is that the electric quantity of at least one of the power battery and the super capacitor is lower than a high-efficiency working electric quantity threshold value of the middle interval, the other state is that the electric quantity of the power battery and the super capacitor is higher than the high-efficiency working electric quantity threshold value, and the high-efficiency working electric quantity threshold value is 50%; wherein:
when at least one electric quantity of the power battery and the super capacitor is lower than the high-efficiency working electric quantity threshold value of 50% in the middle interval, the output power of the fuel battery is the maximum power Pe-max of the high-efficiency working interval, the constraint condition is that the sum of the chargeable power of the power battery and the super capacitor is greater (the maximum power Pe-max of the high-efficiency working interval of the hydrogen fuel battery is the required power of the driving motor), and otherwise, the output power of the hydrogen fuel battery is the sum of the chargeable power of the power battery and the super capacitor plus the required power of the driving motor. At the moment, the flow direction of the energy is that a part of the energy of the hydrogen fuel cell is consumed by the driving motor, the redundant part of the energy is used for supplying power to the auxiliary energy source, and if the consumed power of the driving motor is greater than the output power of the hydrogen fuel cell, the auxiliary energy source provides extra required power of the motor;
when the electric quantity of the power battery and the super capacitor is higher than the high-efficiency working electric quantity threshold value by 50%, the maximum output power of the hydrogen fuel battery is the maximum value Pe-max of the high-efficiency working interval after the interval, the minimum value is the minimum value Pe-min of the high-efficiency interval, the specific numerical value of the output power is reduced in a step mode from the high-efficiency working electric quantity threshold value to the discharge interval threshold value, the output power Pe formula is Pe-min + (Pe-max-Pe-min) ((Bsoc + Csoc-100)/50), the constraint condition is that the sum of the chargeable power of the power battery and the super capacitor is larger than the output power of the hydrogen fuel battery-the required power of the driving motor, and otherwise, the output power of the hydrogen fuel battery is the sum of the chargeable power of the.
When the working mode is switched from the third mode to the fourth mode, one electric quantity is stepped into a discharge area between the super capacitors or the power batteries, the electric quantity is 75-90%, the hydrogen fuel battery outputs the constant power with the minimum value Pe-min of the high-efficiency working interval, one part of the energy of the hydrogen fuel battery is used for driving the motor, the rest part of the energy of the hydrogen fuel battery is used for supplying power to the super capacitors and the power batteries, the charging power with small electric quantity of the super capacitors and the power batteries is larger, and the constraint condition is still met; the constraint condition is that the sum of the chargeable power of the power battery and the super capacitor is larger than the output power of the hydrogen fuel battery-the required power of the driving motor, otherwise, the output power of the hydrogen fuel battery is the sum of the chargeable power of the power battery and the super capacitor plus the required power of the driving motor.
When the working mode is the fifth working mode, the electric quantity of the super capacitor and the electric quantity of the power battery step into a discharge area, the electric quantity of the super capacitor and the electric quantity of the power battery are both 75% to 90%, the hydrogen fuel battery outputs the idling power at the moment, the energy of the driving motor comes from the hydrogen fuel battery, if the energy is insufficient, the redundant part is provided by the power battery and the super capacitor, and the constraint condition is still met; the constraint condition is that the sum of the chargeable power of the power battery and the super capacitor is larger than the output power of the hydrogen fuel battery-the required power of the driving motor, otherwise, the output power of the hydrogen fuel battery is the sum of the chargeable power of the power battery and the super capacitor plus the required power of the driving motor.
If the idle power is still larger than the power consumed by the driving motor, the electric quantity of the super capacitor and the power battery is continuously increased, when at least one of the electric quantity of the super capacitor and the electric quantity of the power battery reaches the interval of the pure electric mode, namely the electric quantity reaches 90%, the working mode is switched to the seventh working mode, at the moment, the VCU controls the fuel cell stack to be powered off, and the whole vehicle enters the pure electric mode. The auxiliary energy source provides all required energy, the constraint condition is that the sum of the dischargeable power of the power battery and the super capacitor is larger than the required power of the driving motor, and otherwise, the required power of the driving motor is the sum of the dischargeable power of the power battery and the super capacitor.
When the working mode is the working mode six: in a charging interval and a discharging interval, the hydrogen fuel cell outputs the maximum power Pfmax, wherein part of energy is consumed by driving the motor, and most of the rest part of energy charges the auxiliary energy in the charging interval, so that the electric quantity of the auxiliary energy advances to the middle interval and still meets the constraint condition; the constraint condition is that the sum of the chargeable power of the power battery and the super capacitor is larger than the output power of the hydrogen fuel battery-the required power of the driving motor, otherwise, the output power of the hydrogen fuel battery is the sum of the chargeable power of the power battery and the super capacitor plus the required power of the driving motor.
According to the fuel cell characteristics, the VCU performs slope limitation when transmitting the output power set by the hydrogen fuel cell system so that the rate of change of the set output power of the hydrogen fuel cell system per cycle does not exceed the maximum rate of change allowed by the fuel cell system.
While the present invention has been described with reference to the embodiments shown in the drawings, the present invention is not limited to the embodiments, which are illustrative and not restrictive, and it will be apparent to those skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (10)
1. A fuel cell energy management system for a hydrogen powered vehicle, comprising: vehicle control unit VCU, electric drive system EDU, energy supply module and hydrogen fuel cell system FCU, after hydrogen fuel cell system FCU, electric drive system EDU, energy supply module and vehicle control unit VCU gathered respective data message, through CAN communication network, carry out the information transfer between relevant system or the module, its characterized in that:
the electric drive system EDU comprises a motor controller MCU and a motor;
the energy supply module comprises a battery management system BMS and a super capacitor, wherein the energy supply module is used for respectively calculating the chargeable and dischargeable power of the super capacitor and the power battery according to the electric quantity of the super capacitor and the power battery, the electric quantity of the super battery and the power battery, the single-section capacitance and battery information of the super capacitor and the power battery, and the attenuation coefficients of the super capacitor and the power battery;
the motor controller MCU is used for acquiring the rotating speed of the motor and responding to the target torque of the VCU;
the VCU is used for acquiring the rotating speed of the motor and the chargeable and dischargeable power data of the super capacitor and the power battery through the CAN bus, and on one hand, the VCU calculates the target torque of the motor and the required power of the EDU according to the opening degree of an accelerator pedal in the vehicle, the opening degree of a brake pedal, the rotating speed of the motor acquired by the MCU and the system efficiency of the motor and the MCU; on the other hand, the system output power of the hydrogen fuel cell is calculated and obtained based on the required power of the EDU, the chargeable and dischargeable power of the super capacitor and the power cell, and the performance and response characteristics of the fuel cell;
the hydrogen fuel cell system FCU comprises a hydrogen fuel cell reactor, an FCU gas supply system, a boost DC system and an FCU cooling system, and is used for acquiring system output power of the hydrogen fuel cell from a VCU (vehicle control unit) through a CAN (controller area network) bus and controlling the external output power of the hydrogen fuel cell system, wherein the external output power of the hydrogen fuel cell system comprises power consumed for driving a motor and power consumed for charging a power battery and a super capacitor; and finally, controlling the FCU to output according to the set final output power.
2. The fuel cell energy management system of claim 1, wherein the energy supply module comprises a power cell operating interval allocation module and a super capacitor operating interval allocation module, and the two modules are used for respectively determining the chargeable and dischargeable power of the power cell and the super capacitor according to the information of the single cell and the capacitance of the power cell and the super capacitor, and the current electric quantity and attenuation coefficient of the power cell and the super capacitor; according to the current electric quantity of the power battery and the super capacitor, the working intervals of the power battery and the super capacitor are distributed; the working interval comprises a charging interval, a discharging interval, a middle interval and a pure electric interval;
when the charging interval is in, the required power of the power battery and the super capacitor is negative;
when the power battery is in a discharging interval and a pure electric interval, the required power of the power battery and the super capacitor is positive;
when the power battery is in the middle interval, the required power of the power battery and the super capacitor is a negative value when approaching the charging interval area and is a positive value when approaching the discharging interval area; when the power battery and the super capacitor are in the middle interval, the power battery and the super capacitor respectively comprise two working states, wherein one working state is an energy supplement working state, and the other working state is a high-efficiency working interval working state.
3. The fuel cell energy management system of claim 2, wherein the energy supply module further comprises an operation mode allocation module, configured to combine four operation intervals of the power cell and the super capacitor to allocate operation modes, where the operation modes include first to seventh operation modes, and in the first operation mode, the power cell and the super capacitor are both in a charging interval;
in the second working mode, one of the power battery and the super capacitor is in a charging interval, and the other one of the power battery and the super capacitor is in a middle interval;
in the third working mode, the power battery and the super capacitor are both in the middle interval;
in the fourth working mode, one of the power battery and the super capacitor is in the middle interval, and the other one of the power battery and the super capacitor is in the discharge interval;
in the fifth working mode, both the power battery and the super capacitor are in a discharging interval;
in the sixth working mode, one of the power battery and the super capacitor is in a charging interval, and the other one of the power battery and the super capacitor is in a discharging interval;
and in the seventh working mode, at least one of the power battery and the super capacitor is in a pure electric interval.
4. The fuel cell energy management system of claim 3, wherein in the first operating mode, the hydrogen fuel cell is outputting at maximum power within the power range allowed by the vehicle, and is charging the power battery and the super capacitor while providing driving energy for the motor; and when the electric quantity of the power battery and the super capacitor is increased, the working mode of the power battery and the super capacitor is jumped from the first working mode to the second working mode, in the mode, the power battery and the super capacitor continuously maintain the charging state, and the hydrogen fuel battery is currently controlled to continuously keep within the allowable power range of the whole vehicle and output at the maximum power to charge the auxiliary energy in the charging interval, wherein part of the energy generated by the hydrogen fuel battery is used for driving the motor.
5. The fuel cell energy management system according to claim 3 or 4, wherein, as the electric quantity of the power cell and the super capacitor is further increased, the operation mode thereof jumps from the second operation mode to the third operation mode, in the third operation mode, the super capacitor and the power cell are both in the middle zone, and when the electric quantity of at least one of the power cell and the super capacitor is lower than the preset high-efficiency operation electric quantity threshold value, the output power of the hydrogen fuel cell is set to the maximum power value Pe-max in the high-efficiency operation zone state;
currently, hydrogen fuel cells are used to provide driving energy for motors, and in the case of surplus energy, the surplus energy is used to charge power batteries and super capacitors.
6. The fuel cell energy management system according to claim 5, wherein the operation mode is switched from the third mode to the fourth mode as the electric quantities of the super capacitor and the power cell increase, and in the fourth operation mode, one of the super capacitor and the power cell has the electric quantity stepped into the discharge interval, and the output power of the fuel cell is set to the minimum power value Pe-min in the high-efficiency operation interval state;
when the minimum power Pe-min is larger than the power consumed by the driving motor, part of the energy generated by the hydrogen fuel cell is used for driving the motor, and the rest of the energy is used for charging the super capacitor and the power battery, wherein the part with less electricity in the super capacitor and the power battery has more energy inflow than the part with more electricity;
in other cases, the whole energy output by the hydrogen fuel cell is used for driving the motor, and under the condition that the energy supply is insufficient, the super capacitor and the power battery supply energy for the motor, wherein the part with more electric quantity in the super capacitor and the power battery has more energy flow than the part with less electric quantity, and when the electric quantities of the super capacitor and the power battery are lower than the discharge area, the working mode is switched from the fourth mode to the third mode.
7. The fuel cell energy management system of claim 6, wherein the operation mode is switched from four to five as the electric quantity of the super capacitor and the power battery increases, in the current mode, both the super capacitor and the power battery maintain a discharge state, when the idle power is currently used as the output power of the hydrogen fuel cell and is less than the power consumed by the driving motor, the whole energy generated by the hydrogen fuel cell is used for driving the motor, and in the case of insufficient energy supply, the super capacitor and the power battery provide the rest required energy for the motor;
and when the electric quantity of at least one of the super capacitor and the power battery is lower than the discharging interval, switching the current working mode from five to four.
8. The fuel cell energy management system of claim 5, wherein in the third operating mode, as the power cell and the super capacitor are continuously charged, when the electric quantities of the power cell and the super capacitor are both greater than the threshold value of the high-efficiency operating electric quantity, a power control interval of the fuel cell is set, wherein the power control interval takes the maximum power value Pe-max in the high-efficiency operating interval state as an upper limit value, and the minimum power value Pe-min in the high-efficiency operating interval state as a lower limit value; the output power of the fuel cell is controlled within the range of the power control interval, and the output power of the fuel cell is in a decreasing trend along with the increase of the electric quantity of the power cell and the super capacitor.
9. The fuel cell energy management system of claim 3 or 7, wherein in the fifth operating mode, when the idle power is greater than the power consumed by the driving motor, the current super capacitor and the power cell are switched to a charging state, the hydrogen fuel cell continues to charge the super capacitor and the power cell, and when the electric quantity of the super capacitor or the power cell reaches the pure electric interval switching threshold value, the hydrogen fuel cell is controlled to be powered down, the current operating mode is switched from the fifth operating mode to the seventh operating mode, the pure electric interval is entered, and in the pure electric interval, the energy required by the driving motor is directly provided by the super capacitor and the power cell.
10. The fuel cell energy management system of claim 3, wherein when in the sixth operating mode, the hydrogen fuel cell outputs at its maximum power, wherein a part of the energy of the hydrogen fuel cell is used for driving the motor, and the rest of the energy is used for charging the power cell or the super capacitor in the current charging interval, so that the electric quantity of the power cell or the super capacitor approaches the charging interval region; and when the electric quantity of one side of the charging interval is in the middle interval, the current working mode is switched from the six mode to the four mode.
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