CN111791758A - Vehicle energy management method and system - Google Patents
Vehicle energy management method and system Download PDFInfo
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- CN111791758A CN111791758A CN202010725212.1A CN202010725212A CN111791758A CN 111791758 A CN111791758 A CN 111791758A CN 202010725212 A CN202010725212 A CN 202010725212A CN 111791758 A CN111791758 A CN 111791758A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a vehicle energy management method and a vehicle energy management system, wherein strong correlation is established between the output power of a fuel cell system and the current state value of a battery, the required power of the fuel cell system is obtained according to the correlation calculation, and the actual output power of the fuel cell is determined according to the current required power of the fuel cell determined at the current moment and the previous required power of the fuel cell determined at the previous moment. The invention can effectively improve the service life and the use efficiency.
Description
Technical Field
The invention relates to the technical field of energy control of fuel cells, in particular to a method and a system for managing the energy of a whole vehicle.
Background
The fuel cell is a clean novel energy source, has the advantages of no pollution, high energy and the like, and gradually plays an important role in the pillar industry of energy, transportation and the like. Among them, the proton exchange membrane fuel cell is most widely used in the automobile field because of its advantages of low operating temperature, high energy density, strong power following property, etc. Meanwhile, due to the characteristics of the proton exchange membrane fuel cell, the problem of short service life generally exists under the current industrial application condition. In a vehicle-mounted application environment, a fuel cell is one of main energy sources, is often limited by a complex application environment, and needs to have the capability of coping with complex working conditions. Under such external conditions, the lifetime of the fuel cell tends to become an important factor for the industrialization of the fuel cell.
One important factor affecting the life of a fuel cell is the magnitude and frequency of loading, which affects the voltage cycling, RH changes, growth shedding of the catalyst and chemical degradation of the membrane of the pem fuel cell. The performance of the MEA is rapidly reduced and aged after a plurality of times of large-amplitude load changes, and the service life is reached.
In addition to longevity, the efficiency of a fuel cell system is also related to energy management strategies that can be programmed to reduce the consumption of hydrogen while allowing external systems to obtain the same amount of energy. An electric-electric hybrid fuel cell vehicle, particularly a commercial vehicle that generally employs a high-capacity lithium battery system, may select an optimization strategy that optimizes the energy distribution ratio between the lithium battery system and the fuel cell system.
Therefore, a method for managing the energy of the whole vehicle is needed to improve the service life and efficiency of the fuel cell system.
Disclosure of Invention
In view of the above-mentioned shortcomings of the prior art, the present invention aims to provide a method and system for managing energy of a whole vehicle, which is used for solving the problem of limited service life and efficiency of the fuel cell system in the prior art.
In order to achieve the above and other related objects, the present invention provides a method for managing energy of a whole vehicle, which includes a process of controlling an actual output power value of a fuel cell system at a current time, the specific process is as follows:
a. presetting required boundary values of an energy control system, wherein the required boundary values comprise: the system comprises a battery, a system idle power and a rated power, wherein the battery is connected with the system idle power through the system idle power;
b. determining the current required power Pfcs of the fuel cell according to the required boundary value and the current state value SOC present of the battery;
c. and b, determining the actual output power of the fuel cell based on the current required power of the fuel cell determined at the current moment and the previous required power of the fuel cell determined at the previous moment in the step b.
Preferably, the step b specifically includes: establishing a correlation between the current required power Pfcs of the fuel cell system and the current state value SOC present of the battery:
pfcs is k (P-rated-P idle) (SOC present-SOC low)/(SOC high-SOC low) + Pidle, wherein 0< k is less than or equal to 1;
and calculating the required power of the fuel cell system according to the correlation.
Preferably, the step c specifically includes:
calculating a difference between the current required power and the previous required power;
judging whether the difference value is larger than a preset standard change value or not, if so, determining that the actual output power value of the fuel cell system at the current moment is the sum of the previous required power and the preset standard change value; and if not, the actual output power value of the fuel cell system at the current moment is the current required power.
Further, the preset standard variation value is: the controller samples the value of the product of the time interval t _ delta and the power change slope P rate.
Preferably, the vehicle energy management method further includes: and the energy control system judges whether the actual output power value of the fuel cell system at the current moment exceeds the maximum power of the fuel cell system in real time, if so, the fuel cell system is controlled to operate at the maximum power, and if not, the fuel cell system is controlled to operate at the actual output power value of the fuel cell system at the current moment.
Preferably, when the current state value of the battery changes greatly, a power compensation strategy is provided in the energy control system to correct the required power value of the fuel cell system at the current time.
Preferably, the power compensation strategy is as follows: and integrating the required power value of the fuel cell system at the previous moment and the actual output power value of the fuel cell system at the previous moment respectively to obtain an average power difference value at the previous moment, and compensating the average power difference value to the required power value obtained by calculation of the fuel cell system at the current moment, wherein the average power difference value is used as the corrected required power value of the fuel cell system at the current moment.
The invention also provides a whole vehicle energy management system, which comprises a battery system, a fuel cell system and an energy control system, wherein the energy control system comprises:
the communication unit is in communication connection with the battery system and the fuel cell system, and the battery system transmits the current state value of the battery to the energy control system through the communication unit;
and the control module is used for calculating the actual output power value of the fuel cell system at the current moment according to the current state value of the battery and controlling the fuel cell system to operate according to the actual output power value of the fuel cell system at the current moment, wherein the actual output power value of the fuel cell system at the current moment is acquired by adopting the specific process in the whole vehicle energy management method.
As mentioned above, the vehicle energy management method and system of the invention have the following beneficial effects: the output power of the fuel cell system and the current state value SOC present of the battery are strongly correlated. Because the current state value of the battery changes slowly in the relevant information of the energy management of the whole vehicle, the actual output power of the fuel cell system calculated by using the SOC present also changes slowly correspondingly. Meanwhile, by controlling the state value balance of the battery, when the current state value is higher, the fuel cell system can provide lower output power, and when the current state value is lower, the fuel cell system can provide higher output power, so that the distribution of the use points of the fuel cell can be adjusted, the working condition use of the fuel cell system is more concentrated, the variable load is greatly reduced, the use ratio of the idle speed point and the rated speed point is obviously reduced, and the service life and the service efficiency are improved.
Drawings
Fig. 1 shows a schematic system frame diagram of a complete vehicle.
Fig. 2 is a diagram illustrating an embodiment of a vehicle energy management method according to the present invention.
Fig. 3 is a diagram illustrating another embodiment of the vehicle energy management method according to the present invention.
FIG. 4 shows the number of times the fuel cell load varies in magnitude, the power distribution percentage, and the rain flow graph for a vehicle energy management method that is related to vehicle speed.
Description of the element reference numerals
1 Battery system
2 fuel cell system
Detailed Description
The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure.
Please refer to fig. 1 to 4. It should be understood that the structures, ratios, sizes, and the like shown in the drawings are only used for matching the disclosure of the present disclosure, and are not used for limiting the conditions that the present disclosure can be implemented, so that the present disclosure is not limited to the technical essence, and any structural modifications, ratio changes, or size adjustments should still fall within the scope of the present disclosure without affecting the efficacy and the achievable purpose of the present disclosure. In addition, the terms "upper", "lower", "left", "right", "middle" and "one" used in the present specification are for clarity of description, and are not intended to limit the scope of the present invention, and the relative relationship between the terms and the terms is not to be construed as a scope of the present invention.
The energy balance of the whole vehicle is as follows: pmotor + Paux ═ Pbat + Pfcs;
wherein:
pmotor: the power of the motor;
paux: accessory power, including air conditioners, steering pumps, etc.;
pbat: battery power;
pfcs: the output power of the fuel cell;
through the energy balance relation of the whole vehicle, different power distribution can be realized by modifying different occupation ratios of Pbat and Pfcs under different required powers (Pmotor + Paux). In practical use, since a lithium battery (referred to as a battery for short in this specification) is a passive energy source, a fuel cell system in the prior art generally performs the purpose of power distribution by controlling the power output actively, but the fuel cell system is prone to generate high concentration of operating points, resulting in high load inefficiency.
In this embodiment, the output power Pfcs of the fuel cell is related to other variables in the vehicle system, such as:
Pfcs＝f(SOC,Pmotor,Paux,)
in the embodiment, a strong association is established between the output power Pfcs of the fuel cell and the SOC of the lithium battery, and the current required power Pfcs of the fuel cell is determined according to the current state value SOC present of the battery.
As shown in fig. 1, the energy management system for a whole vehicle of the present embodiment includes a battery system 1, a fuel cell system 2, and an energy control system, where the energy control system includes: the communication unit is in communication connection with the battery system 1 and the fuel cell system 2, and the battery system 1 transmits the current state value SOCpResent of the battery to the energy control system through the communication unit;
and the control module calculates the actual output power value of the fuel cell system at the current moment according to the current state value of the battery and controls the fuel cell system to operate at the actual output power value of the fuel cell system at the current moment. The control module in this embodiment includes a controller, and the controller receives a current state value SOC present of the battery through the communication unit, where a sampling interval is also referred to as a controller sampling time interval t _ delta, a unit of the sampling interval is generally s, ms, or us, and a unit of the sampling interval in this embodiment is ms.
In this embodiment, a specific calculation process of the actual output power value of the fuel cell system at the current time is as follows:
a. presetting required boundary values of an energy control system, wherein the required boundary values comprise: the method comprises the following steps that (1) the SOC upper limit value of a battery, namely SOChigh, the SOC lower limit value of the battery, namely SOC low, the system idle power, namely P idle, the rated power, namely P rated, and the power change slope rate Prate, and a controller sampling time interval t _ delta; in this embodiment, the power change slope is a difference between the current output power collected by the energy control system in real time and the output power collected at the previous moment, and is divided by the sampling time interval of the controller;
b. determining the current required power Pfcs of the fuel cell according to the required boundary value and the current state value SOC present of the battery;
c. and b, determining the actual output power of the fuel cell based on the current required power of the fuel cell determined at the current moment and the previous required power of the fuel cell determined at the previous moment in the step b.
In the embodiment, the output power of the fuel cell system is strongly correlated with the SOC of the lithium battery, and the state value SOC of the lithium battery changes slowly in the information related to the energy management of the entire vehicle, so that the output power of the fuel cell system calculated by using the SOC also changes slowly correspondingly. Meanwhile, due to the fact that the state value SOC balance of the lithium battery is controlled in strategy, when the SOC is high, the fuel cell system can provide low power output rate, when the SOC is low, the fuel cell system provides high output power, distribution of using points of the fuel cell system can be adjusted, working condition use of the fuel cell system is concentrated, reciprocating variable load is greatly reduced, the using ratio of an idling point and a rated point is obviously reduced, low efficiency caused by too much high load is avoided, the service life of the fuel cell is prolonged, and the economy of the whole vehicle is improved.
Example 1
As shown in fig. 2, the method for managing energy of a whole vehicle in this embodiment specifically includes:
1) calculating the actual output power value of the fuel cell system at the current moment according to the current state value of the cell, wherein the specific calculation process is as follows: a, presetting required boundary values of an energy control system, wherein the required boundary values comprise: the system comprises a battery, a controller and a power change slope Prate, wherein the battery is in SOC upper limit value (SOChigh), the battery is in SOC lower limit value (SOC low), the system idle power (P idle), the rated power (P rated), the controller sampling time interval t _ delta and the power change slope Prate; the power change slope Prate in this embodiment is defined as: dividing the difference value of the current output power acquired by the energy control system in real time and the output power acquired at the previous moment by the sampling time interval of the controller;
b, in the running of the whole vehicle, the energy control system acquires the current state value of the battery in real time and records the current state value as SOC present; the required power of the fuel cell system is represented by Pfcs, which establishes the following correlation with the SOC present:
Pfcs＝k(P rated-P idle)*(SOC present–SOC low)/(SOC high–SOC low)+Pidle；
wherein, k is more than 0 and less than or equal to 1, and k in this embodiment may be referred to as a scene correction coefficient, and may correct the power of the fuel cell system according to different application scenes. For example, under urban conditions, a smaller coefficient may be selected, and k may be 0.5; and under a high-speed working condition or a climbing state, k can be 0.8-1. Changing the working point of the fuel cell by using the scene correction coefficient to ensure that the fuel cell works in a high-efficiency area of the fuel cell as much as possible so as to improve the fuel economy;
calculating the required power of the fuel cell system according to the correlation, calculating a difference between a required power value Pfcs _ pre of the fuel cell system at the current moment and a required power value Pfcs _ old of the fuel cell system at the previous moment, and determining whether the difference is greater than a preset standard change value, where the preset standard change value in this embodiment is a product value of the rated power and the power change slope, that is, calculating and determining (Pfcs _ pre-Pfcs _ old) > t _ delta P rate, and if so, the actual output power value of the fuel cell system at the current moment is the sum of the required power value and the product value of the fuel cell system at the previous moment, that is, Pfcs _ pre _ new ═ Pfcs _ old + t _ delta P rate; if not, the actual output power value of the fuel cell system at the current moment is the required power value Pfcs _ pre _ new of the fuel cell system at the current moment;
2) the energy control system judges whether the actual output power value Pfcs _ pre of the fuel cell system at the current moment exceeds the maximum power Plimit _ high of the fuel cell system in real time, if so, the fuel cell system is controlled to operate at the maximum power, namely Pfcs _ pre _ out is equal to Plimit _ high; and if not, controlling the fuel cell system to operate at the actual output power value of the fuel cell system at the current moment, wherein Pfcs _ pre _ out is Pfcs _ pre _ new.
Fig. 4 shows a schematic diagram of the number of times of the load variation amplitude of the fuel cell (see fig. 4A), a power distribution percentage diagram (see fig. 4B), and a rain flow diagram (see fig. 4C) formed by applying the energy management method of the embodiment under a certain vehicle operating condition. FIG. 4A is a bar graph of "rain flow amplitude" showing the number distribution of fuel cell load variation amplitudes over a half cycle; FIG. 4B is a plot of the "rain flow" cycle average, as a percentage of the fuel cell output power presented during a half cycle; fig. 4C uses a rain flow graph, where X represents amplitude, Y represents average, and Z represents cycle number. It can be seen that, by applying the actual output power value of the fuel cell system at the present moment in the present embodiment, the originally concentrated operating points of the fuel cell become evenly distributed (see fig. 4), and a reciprocating load change that often occurs is cancelled. The large-scale fuel cell load change is obviously reduced, and the high-load low-efficiency use is almost eliminated.
The energy management method of the present embodiment can improve both the economy and the life of the fuel cell. As shown in table 1 below, it can be seen from table 1 that the fuel cell performance degradation is slow and the hydrogen consumption is reduced by the energy management method of this embodiment within the same time range when it is applied to the hydrogen consumption and durability analysis of a fuel cell vehicle.
Example 2
In the actual use process, when the SOC of the lithium battery varies greatly, in order to ensure that the output power of the fuel cell system is stable, a power compensation strategy with response can be considered to correct the power value, so as to obtain better SOC stability and a more stable power output result of the fuel cell system. That is, when the current state value of the battery changes greatly, the energy control system is provided with a power compensation strategy to correct the required power value of the fuel cell system at the current time. As shown in fig. 3, in step b of embodiment 1, a power compensation strategy is added, specifically:
calculating the required power Pfcs of the fuel cell system according to the correlation, and judging whether power compensation is required, wherein the judgment criterion is as follows: comparing the current state value of the battery at the current moment with the current state value of the battery at the previous moment (if a standard change value can be preset, comparing the difference value between the current state value of the battery at the current moment and the current state value of the battery at the previous moment with the standard change value), and judging whether the change is large, if so, compensating, and if not, not compensating.
When compensation is needed, the compensation calculation process is as follows:
integrating the required power value Pfcs _ pre of the fuel cell system at the previous moment and the actual output power value Pfcs _ old of the fuel cell system at the previous moment respectively to obtain the average power difference value at the previous moment, namely
The current required power value Pfcs of the fuel cell system at the current moment is obtained through calculation and compensated, and the value is used as the corrected current required power value Pfcs _ pre which is Pfcs + Pcomp of the fuel cell system at the current moment.
After the power compensation strategy is added, the subsequent steps of the vehicle energy management method of this embodiment are performed according to the Pfcs _ pre obtained after the power compensation strategy is added, as shown in fig. 3, specifically:
calculating and judging the sizes of Pfcs _ pre-Pfcs _ old and t _ delta P rate, if the sizes of Pfcs _ pre-Pfcs _ old and t _ delta P rate are larger than the sizes of Pfcs _ pre _ new, Pfcs _ old + t _ delta P rate; if the value is less than or equal to Pfcs _ pre _ new ═ Pfcs _ pre;
judging whether Pfcs _ pre _ new exceeds the maximum power Plimit _ high of the fuel cell system, if so, controlling the fuel cell system to operate at the maximum power, and if so, controlling Pfcs _ pre _ out to be Plimit _ high; and if not, controlling the fuel cell system to operate at the actual output power value of the fuel cell system at the current moment, wherein Pfcs _ pre _ out is Pfcs _ pre _ new.
Therefore, the invention effectively overcomes various defects in the prior art and has high industrial utilization value.
The foregoing embodiments are merely illustrative of the principles and utilities of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or change the above-mentioned embodiments without departing from the spirit and scope of the present invention. Accordingly, it is intended that all equivalent modifications or changes which can be made by those skilled in the art without departing from the spirit and technical spirit of the present invention be covered by the claims of the present invention.
Claims (8)
1. A method for managing the energy of whole vehicle is characterized in that,
the method comprises the process of controlling the actual output power value of the fuel cell system at the current moment, and the specific process is as follows:
a. presetting required boundary values of an energy control system, wherein the required boundary values comprise: the system comprises a battery, a battery control unit, a control unit and a control unit, wherein the battery is provided with an SOC high upper limit value, an SOC low lower limit value, a system idle power Pidle and a rated power P rated;
b. determining the current required power Pfcs of the fuel cell according to the required boundary value and the current state value SOC present of the battery;
c. and b, determining the actual output power of the fuel cell based on the current required power of the fuel cell determined at the current moment and the previous required power of the fuel cell determined at the previous moment in the step b.
2. The vehicle energy management method according to claim 1, wherein the step b specifically comprises: establishing a correlation between the current required power Pfcs of the fuel cell system and the current state value SOC present of the battery:
pfcs is k (P rated-P idle) (SOC present-SOC low)/(SOC high-SOC low) + P idle, wherein k is 0< k ≦ 1; and calculating the required power of the fuel cell system according to the correlation.
3. The vehicle energy management method according to claim 1, wherein the step c specifically comprises:
calculating a difference between the current required power and the previous required power;
judging whether the difference value is larger than a preset standard change value or not, if so, determining that the actual output power value of the fuel cell system at the current moment is the sum of the previous required power and the preset standard change value; and if not, the actual output power value of the fuel cell system at the current moment is the current required power.
4. The vehicle energy management method according to claim 3, wherein the preset standard variation value is: the controller samples the value of the product of the time interval t _ delta and the power change slope P rate.
5. The vehicle energy management method according to claim 1, characterized in that: the finished automobile energy management method further comprises the following steps: and the energy control system judges whether the actual output power value of the fuel cell system at the current moment exceeds the maximum power of the fuel cell system in real time, if so, the fuel cell system is controlled to operate at the maximum power, and if not, the fuel cell system is controlled to operate at the actual output power value of the fuel cell system at the current moment.
6. The vehicle energy management method according to claim 1, characterized in that: when the current state value of the battery changes greatly, a power compensation strategy is arranged in the energy control system to correct the requirement of the fuel cell system at the current moment.
7. The vehicle energy management method according to claim 6, characterized in that: the power compensation strategy is as follows: and integrating the required power value of the fuel cell system at the previous moment and the actual output power value of the fuel cell system at the previous moment respectively to obtain an average power difference value at the previous moment, and compensating the average power difference value to the required power value obtained by calculation of the fuel cell system at the current moment, wherein the average power difference value is used as the corrected required power value of the fuel cell system at the current moment.
8. The utility model provides a whole car energy management system which characterized in that: the system comprises a battery system, a fuel cell system and an energy control system, wherein the energy control system comprises: the communication unit is in communication connection with the battery system and the fuel cell system, and the battery system transmits the current state value of the battery to the energy control system through the communication unit;
and the control module is used for calculating the actual output power value of the fuel cell system at the current moment according to the current state value of the battery and controlling the fuel cell system to operate at the actual output power value of the fuel cell system at the current moment, wherein the actual output power value of the fuel cell system at the current moment is controlled by adopting a specific process in the whole vehicle energy management method according to any one of claims 1 to 7.
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| CN113752919A (en) * | 2021-08-24 | 2021-12-07 | 东风汽车集团股份有限公司 | Fuel cell automobile energy distribution method and system |
| CN113799659A (en) * | 2021-10-31 | 2021-12-17 | 湖南行必达网联科技有限公司 | Fuel cell whole vehicle energy distribution method |
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| CN114464849A (en) * | 2020-11-10 | 2022-05-10 | 北京亿华通科技股份有限公司 | Method for sectionally designing variable load slope of fuel cell output based on working condition |
| CN114454779A (en) * | 2020-11-10 | 2022-05-10 | 北京亿华通科技股份有限公司 | Asymmetric variable load slope method based on fuel cell power output |
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