CN110015212A - 用于燃料电池车辆中的电力需求分配的设备和方法 - Google Patents
用于燃料电池车辆中的电力需求分配的设备和方法 Download PDFInfo
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- CN110015212A CN110015212A CN201810617096.4A CN201810617096A CN110015212A CN 110015212 A CN110015212 A CN 110015212A CN 201810617096 A CN201810617096 A CN 201810617096A CN 110015212 A CN110015212 A CN 110015212A
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- electric power
- fuel cell
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- driving motor
- power
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- 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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Abstract
本发明涉及一种用于燃料电池车辆中的电力需求分配的设备和方法。一种用于燃料电池车辆中的电力需求分配的设备,包括:蓄电池管理***,计算蓄电池可以供应的可允许蓄电池电力;电力需求分配控制器,被配置为得到包括驱动电机所需要的驱动电机需求电力的车辆需求电力,并且将对应于减去按比例缩小的可允许蓄电池电力的车辆需求电力或者驱动电机需求电力的值确定为燃料电池需求输出;以及燃料电池控制器,被配置为驱动将空气供给至燃料电池的空气压缩机以便使燃料电池能够生成通过电力需求分配控制器计算的燃料电池需求输出。
Description
技术领域
本公开内容涉及用于燃料电池车辆中的电力需求分配的设备和方法,更具体地,涉及用于可以通过在蓄电池与燃料电池之间通过分配适当地分派驱动燃料电池车辆所需要的车辆需求电力或通过燃料电池车辆的驱动电机所需要的电机需求电力来提高燃料电池车辆的动态特性的电力需求分配的设备和方法。
背景技术
诸如混合动力车辆、电动车辆和燃料电池车辆(或氢气车辆)的环境友好型车辆一般指的是由通过使用电能旋转的电机驱动的车辆。具体地,燃料电池车辆配备有产生电能的燃料电池以及将电能存储在其中的蓄电池,其中,电能从燃料电池和蓄电池供应至驱动电机。
此时,供应至驱动电机的电能被确定为从燃料电池和蓄电池中的每一个供应的电能的总和,并且可以通过适当地分配从燃料电池和蓄电池供应的能量的量使燃料电池车辆中的效率最大化。
通常,基于操作模式选择性地供应电力,使得当车辆所需求的车辆需求电力高时,因为在驱动电机的急剧加速的情况下,燃料电池和蓄电池同时供应电力,并且当车辆需求电力低时,通过终止燃料电池的操作车辆仅由只供应电力的燃料电池或蓄电池驱动。
在存储电能的蓄电池作为供电装置的情况下,可以在任何时间供应驱动电机可能需要的电力。然而,在燃料电池的情况下,难以立即输出车辆需求电力,因为应该供给用于电力产生所需要的氢气和空气,并且在氢气和空气之间必须发生化学反应以便产生电能。具体地,在将空气供给至燃料电池的情况下,因为空气应该通过诸如单独的空气压缩机的装置的操作来供给,因此一定长度的响应时间延迟是不可避免的,以便供给对应于目标气流量的空气。
至于一般的燃料电池车辆,在驾驶员在车辆需求电力低的状态下(例如,车辆处于停止状态下或者处于低速行驶状态下)要求急剧加速的情况下,需求电力被管理使得高压蓄电池优先供应驱动电机所必需的电力,并且从燃料电池供应超过可允许高压蓄电池电力的需求电力。如先前描述的,当发生这种需求时,为了以供给流速供给燃料电池所需要的空气以便能够产生足够的电力,空气应该通过空气压缩机被快速供给。然而,由于诸如空气压缩机的硬件的特性,可发生限制情况,其中,不能够建立为足够满足对应于驱动电机需要的需求电力的需求的空气的供给流速。
即使驾驶员通过把加速器踏板踩到底来要求急剧加速,但在从空气压缩机供给空气的处理中也发生时间延迟,因此驾驶员可能对加速性能不满。
前述内容仅旨在帮助理解本公开内容的背景技术,而并非旨在表示本公开内容落在本领域的技术人员已知的相关技术的范围内。
发明内容
因此,本公开内容提出用于燃料电池车辆中的电力需求分配的设备和方法,能够补偿由于空气压缩机的操作导致的燃料电池输出的延迟并且能够提高燃料电池车辆的动力性能。
为了达到以上目标,根据本公开内容的一个方面,提供了一种用于燃料电池车辆中的电力需求分配的设备,该燃料电池车辆具有燃料电池、蓄电池和通过从燃料电池和蓄电池供应的电力运行的驱动电机,该设备包括:蓄电池管理***,计算蓄电池能够供应的可允许蓄电池电力;电力需求分配控制器,被配置为得到包括驱动电机所需要的驱动电机需求电力的车辆需求电力,并且将通过从车辆需求电力减去按比例缩小的可允许蓄电池电力而获得的值或者对应于驱动电机需求电力的值确定为燃料电池需求输出;以及燃料电池控制器,被配置为驱动将空气供给至燃料电池的空气压缩机以便使燃料电池能够生成由电力需求分配控制器计算的燃料电池需求输出。
在本公开内容的实施方式中,当空气压缩机处于停止状态时,电力需求分配控制器可以将通过从车辆需求电力减去按比例缩小的可允许蓄电池电力而获得的值确定为燃料电池需求输出。
在本公开内容的实施方式中,电力需求分配控制器可以通过将随着时间推移逐渐增加的缩放因子乘以所述可允许蓄电池电力来将可允许蓄电池电力按比例缩小。
在本公开内容的实施方式中,当空气压缩机未处于停止状态而是处于速度低于预定参考转速的低速运行状态时,电力需求分配控制器可以将对应于驱动电机需求电力的值确定为燃料电池需求输出。
在本公开内容的实施方式中,当空气压缩机未处于停止状态而是处于速度低于预定参考转速的低速运行状态时,电力需求分配控制器可以将通过从驱动电机需求电力和车辆需求电力两者中减去可允许蓄电池电力而获得的值与驱动电机需求电力的值之间的较大值确定为燃料电池需求输出。
在本公开内容的实施方式中,该设备可以进一步包括计算由从燃料电池或蓄电池供应电力的辅助机器消耗的电力的辅助机器耗电量计算单元,其中,电力需求分配控制器可以通过将驱动电机需求电力和由辅助机器消耗的电力相加来计算车辆需求电力。
在本公开内容的另一方面中,提供了用于燃料电池车辆中的电力需求分配的方法,该燃料电池车辆具有燃料电池、蓄电池和通过从燃料电池和蓄电池供应的电力运行的驱动电机,该方法包括:基于车辆速度和车辆加速器的开度比得到驱动电机所需要的驱动电机需求电力;接收蓄电池能够供应的可允许蓄电池电力;确认将空气供给至燃料电池的空气压缩机的运行状态;并且,基于空气压缩机的运行状态,将通过从包括驱动电机需求电力的车辆需求电力减去按比例缩小的可允许蓄电池电力而获得的值或者对应于驱动电机需求电力的值确定为燃料电池需求输出。
在本公开内容的实施方式中,在确认空气压缩机的运行状态时,可以确定空气压缩机是否处于停止状态,然后当空气压缩机未处于停止状态时,可以确定空气压缩机是否处于速度低于预定参考转速的低速运行状态。
在本公开内容的实施方式中,当在确认空气压缩机的运行状态时确认了空气压缩机处于停止状态时,在确定燃料电池需求输出时可以将通过从包括驱动电机需求电力的车辆需求电力减去按比例缩小的可允许蓄电池电力而获得的值确定为燃料电池需求输出。
在本公开内容的实施方式中,当在确认空气压缩机的运行状态时确认空气压缩机处于停止状态时,在确定燃料电池需求输出时,可允许蓄电池电力可以通过将随着时间推移逐渐增加的缩放因子乘以可允许蓄电池电力而按比例缩小。
在本公开内容的实施方式中,当在确认空气压缩机的运行状态使确认空气压缩机处于速度低于预定参考转速的低速运行状态时,在确定燃料电池需求输出时可以将对应于驱动电机需求电力的值确定为燃料电池需求输出。
在本公开内容的实施方式中,当在确认空气压缩机的运行状态时确认空气压缩机处于速度低于预定参考转速的低速运行状态时,在确定燃料电池需求输出时可以将通过从驱动电机需求电力和车辆需求电力两者减去可允许蓄电池电力获得的值和驱动电机需求电力的值之间的较大值确定为燃料电池需求输出。
在本公开内容的实施方式中,该方法可以进一步包括:在确定燃料电池需求输出之后,基于燃料电池需求输出通过将氢气和空气供给至燃料电池来驱动燃料电池;在驱动燃料电池之后得到能够从燃料电池输出的可允许燃料电池电力;并且基于可允许蓄电池电力和可允许燃料电池电力得到能够提供至驱动电机的可允许驱动电机电力,并且基于可允许驱动电机电力确定驱动电机的最终驱动转矩。
根据用于本公开内容的燃料电池车辆中的电力需求分配的设备和方法,通过适当地调整燃料电池需求电力提高将空气供给至燃料电池的空气压缩机的操作时间,该电力有效地从燃料电池供应,而在驱动电机需求电力超过蓄电池的电力时的时间没有时间延迟。因此,本公开内容可以实现对应于驾驶员需求转矩的驱动电机转矩,从而防止燃料电池车辆的动力性能下降。
附图说明
当结合附图时,通过以下详细描述,将更明确地理解本公开内容的以上和其他目标、特征和其他优点,在附图中:
图1是示意性地示出了根据本公开内容的实施方式的适用于燃料电池车辆中的电力需求分配的设备和方法的燃料电池车辆中的电力网络***的框图;
图2是示出了根据本公开内容的实施方式的用于燃料电池车辆中的电力需求分配的设备的框图;
图3是示出了根据本公开内容的实施方式的燃料电池车辆中的电力需求分配的方法的流程图;
图4是示出了根据常规燃料电池车辆中的电力需求分配的方法的响应延迟的曲线图;
图5是示出了根据本公开内容的实施方式的应用在燃料电池车辆中的电力需求分配的方法中的缩放因子的示例的曲线图;
图6和图7是示出了通过应用在根据本公开内容的实施方式的燃料电池车辆中的电力需求分配的设备和方法中的几个电力需求分配技术移除响应延迟的曲线图;以及
图8和图9是示出了当应用常规的电力需求分配技术和根据本公开内容的实施方式的电力需求分配技术时的驱动电机的驱动转矩命令的差异的曲线图。
具体实施方式
应当理解,本文所使用的术语“车辆(vehicle)”或者“车辆的(vehicular)”或者其他的类似术语包括广义的机动交通工具,诸如包括运动型多用途车辆(SUV)、大巴车、卡车、各种商用车辆的载客车辆,包括各种船只(boat)和船舶(ship)的水上交通工具(watercraft),航天器等,并且包括混合动力车辆、电动车辆、内燃机、***式(plug-in,外接充电式)混合动力电动车辆、氢动力车辆、以及其他可替代的燃料车辆(例如,燃料从除石油以外的资源获得)。如本文中提及,混合动力车辆是具有两个或更多个动力源的车辆,例如,具有汽油动力和电动力的车辆。
本文所使用的术语仅是用于描述具体实施方式的目的,而非旨在限制本公开内容。除非上下文另有明确说明,否则如本文所用的单数形式“一个”、“一种”和“该”也旨在包括复数形式。应该进一步理解的是,当在本说明书中使用时,术语“包括(comprises)”和/或“包括(comprising)”规定了阐述的特征、整数、步骤、操作、元件和/或组件的存在,但并不排除存在或附加有一个或多个其他特征、整数、步骤、操作、元件、组件和/或它们的群组。如本文所使用的,术语“和/或”包括一个或多个相关列出的术语的任意及全部组合。贯穿本说明书,除非明确描述与此相反,否则词语“包括(comprise)”以及诸如“包含(comprises)”或者“含有(comprising)”的变形将理解为暗示包括所述元件,但并不排除任何其他元件。此外,在说明书中描述的术语“单元(unit)”、“…器(-er)”、“…设备(-or)”或者“模块(module)”意指用于处理至少一个功能和操作的单元,并且可通过硬件成分或软件成分及其组合实现。
进一步地,本公开内容的控制逻辑可实施为非暂存性计算机可读介质,在计算机可读介质上包含由处理器、控制器等执行的可执行程序指令。计算机可读介质的实例包括但并不限于:ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存驱动、智能卡和光学数据存储设备。计算机可读介质也可分配在网络耦合的计算机***中,使得例如由远程信息处理服务器(telematics server)或控制器局域网络(CAN)以分发的方式存储并且执行该计算机可读介质。
在下文中,参考附图将更详细地描述根据各种实施方式的燃料电池车辆中的电力需求分配的设备和方法。贯穿附图,相同的参考标号将指示相同或相似的部件。
图1是示意性地示出了燃料电池车辆中的电力网络***的框图。根据本公开内容的实施方式,用于燃料电池车辆中的电力需求分配的设备和方法应用于图1的电力网络***。
参考图1,电力网络***可以被配置为包括:燃料电池11;高压总线13,连接至燃料电池11的电力输出终端;蓄电池14,通过***DC/DC转换器15连接至高压总线13;电机控制单元17,通过转换高压总线13的电压将转换的电压供应至驱动电机16;空气压缩机12,通过从高压总线13供应的电力进行操作并且将压缩空气供给至燃料电池11;以及高压辅助机器18,通过接收高压总线终端的电力进行操作。
在如图1所示的电力网络***中,驱动电机16、空气压缩机12和辅助机器18是被配置为消耗从高压总线13接收的电力的组件,并且燃料电池11和蓄电池14是被配置为将电力供应至高压总线13的组件。
可以通过DC/DC转换器15的电压/电流的控制来控制从蓄电池14供应的电力。在蓄电池14作为能量存储装置的情况下,当车辆需求电力时,电源是立即可用的。
然而,在燃料电池11的情况下,对应于电源的量的氢气和空气供给的量应该被输入到燃料电池中,以便正常供应对应于车辆所需的电力的电力。在氢气供给的情况下,可以在相对短时间内通过压力控制以期望压力实现控制,但是在空气的情况下,因为对应于期望的气流量的空气供给量应该通过空气压缩机12的操作建立,因此一定量的时间的响应延迟是不可避免的。
当空气压缩机12处于停止状态或者处于具有极低转速(最小转速)的运行状态下时,为了不导致如上所述的响应延迟,本公开内容的各种实施方式可以提供电力需求分配技术以提前保证从燃料电池11输出的电力。
图2是示出了根据本公开内容的实施方式的用于燃料电池车辆中的电力需求分配的设备的框图。
参考图2,根据本公开内容的实施方式的用于燃料电池车辆中的电力需求分配的设备可配备有通过从燃料电池和蓄电池中的每一个中供应的电力操作的驱动电机16,并且该设备包括:蓄电池管理***110,计算蓄电池14可以供应的电力的可允许蓄电池电力;电力需求分配控制器100,被配置为得到包括驱动电机16所需要的电机需求电力的车辆需求电力,并且将通过从车辆需求电力减去按比例缩小的可允许蓄电池电力获得的值或者对应于驱动电机需求电力的值确定为燃料电池需求输出;以及燃料电池控制器130,被配置为驱动将空气供给至燃料电池的空气压缩机以便使燃料电池能够生成在电力需求分配控制器100中计算的燃料电池需求输出。
在如以上描述的配置的***中,蓄电池管理***110对应于管理包括在环境友好型车辆中的全部蓄电池状态的一般的蓄电池管理***(BMS)。如本文中提供的,蓄电池管理***110可以接收并计算与存储可以供应至驱动电机或高压辅助机器的电能的蓄电池14的管理相关的各种信息。当燃料电池车辆的驱动开始时或者在燃料电池车辆的驱动期间必需的驱动电机16的转矩增加时,蓄电池管理***110可以将作为蓄电池14可以供应的电力的可允许蓄电池电力传输至电力需求分配控制器100。
此外,作为控制全部燃料电池***的元件,燃料电池控制器130通过控制作为供给至燃料电池的燃料的氧气的供给比率和作为氧化剂供给的空气的供给比率来控制燃料电池的输出电力并且还用作管理用于燃料电池的管理的各种参数的元件。本公开内容中的燃料电池控制器130接收由电力需求分配控制器100计算的燃料电池需求电力,并且考虑作为命令值的燃料电池需求电力,燃料电池控制器可以控制供给至燃料电池的氢气和氧气的供给比率以产生对应于命令值的电力。
电力需求分配控制器100可以得到包括驱动电机所需要的驱动电机需求电力的车辆需求电力、通过从车辆需求电力减去可允许蓄电池电力而获得的燃料电池需求电力、或者本身作为燃料电池需求电力的驱动电机需求电力。
通过图3中示出的根据本公开内容的实施方式的燃料电池车辆中的电力需求分配的方法的描述,电力需求分配控制器100的详细说明将是清晰可见的。
在本公开内容的实施方式中,该设备可以进一步包括计算以燃料电池11或蓄电池14的电力供应的辅助机器18消耗的电力的辅助机器耗电量计算单元120,并且电力需求分配控制器100可以通过添加驱动电机需求电力和由辅助机器消耗的电力计算车辆需求电力。
图3是示出了根据本公开内容的实施方式的燃料电池车辆中的电力需求分配的方法的流程图。
如图3所示,根据本公开内容的实施方式的燃料电池车辆中的电力需求分配的方法可以被配置为包括:步骤S11,基于车辆速度和车辆加速器的开度比得到驱动电机16所需要的驱动电机需求电力;步骤S12,接收蓄电池14可以供应的可允许蓄电池电力;步骤S14和S16,确认将空气供应至燃料电池11的空气压缩机12的运行状态;步骤S15和S17,将通过从包括驱动电机需求电力的车辆需求电力减去按比例缩小的可允许蓄电池电力获得的值或者对应于驱动电机需求电力的值确定为燃料电池需求输出。
根据本公开内容的实施方式的燃料电池车辆中的电力需求分配的方法可以步骤S11开始,基于对应于从燃料电池车辆的驾驶员获得的驾驶员需求转矩的加速器的开度比计算驱动电机的需求转矩,以便踩踏用于驱动车辆的加速器和当前车辆速度,并且得到对应于需求转矩的驱动电机需求电力。在步骤S11中,电力需求分配控制器100由驾驶员接收有关当前车辆速度和加速器的开度比的信息,得到对应于有关速度和开度比(一般通过运算表达式或者使用数据映射计算出的)的信息的驱动电机的转矩需求,并且得到对应于需求转矩的驱动电机16的需求电力。
随后,电力需求分配控制器100从蓄电池管理***110接收作为从蓄电池供应的可用电力的可允许蓄电池(S12)。在步骤S12中,电力需求分配控制器100还从辅助机器耗电量计算单元120接收辅助机器耗电量,并且可以通过将驱动电机需求电力和辅助机器消耗的电力相加而得到车辆需求电力。
随后,电力需求分配控制器100可以仅通过从车辆需求电力减去可允许蓄电池电力而优先地计算燃料电池需求电力(S13)。通过使用通过仅从车辆需求电力减去可允许蓄电池电力而获得的值计算燃料电池需求电力的技术是常规的应用技术。
图4是描述了根据常规燃料电池车辆中的电力需求分配的方法的响应延迟的曲线图。
如图4所示,当应用仅通过从车辆需求电力减去可允许蓄电池电力计算的燃料电池需求电力时,在电机需求电力(或车辆需求电力)逐渐增加的时间段期间应用可允许蓄电池电力,然后当电机需求电力变得大于可允许蓄电池电力时,需要燃料电池需求电力。如上所述,因为燃料电池需要等待一会儿用于空气压缩机的操作,因此由于将空气供给到燃料电池中的必要性,燃料电池不能立即进入燃料电池输出需求电力的状态。因此,在延迟一定时间量之后生成燃料电池能够供应的可允许燃料电池电力。
本公开内容的各种实施方式可以应用两种技术以防止时间延迟。
作为两种技术中的一个,当电流需求分配控制器100确定空气压缩机12处于停止状态(S14)时,使用通过将缩放因子α应用于可允许蓄电池电力来计算燃料电池需求电力的方法(S15)。即,在步骤S13中应用的计算中,可以在不从车辆需求电力本身减去可允许蓄电池电力的情况下通过将缩放因子α应用于可允许蓄电池电力来计算燃料电池需求电力(S15)。
图5是描述了根据本公开内容的实施方式的应用在燃料电池车辆中的电力需求分配的方法中的缩放因子的实例的曲线图。
如图5所示,在步骤S15中,应用的缩放因子α具有不大于1的值,并且该缩放因此可以利用从首先应用α的时间随着时间的流逝逐渐增加的形式而使可允许蓄电池电力按比例缩小。当应用这种缩放因子α时,实际的可允许蓄电池电力不改变,但是在计算燃料电池需求电力中使用的可允许蓄电池电力的幅值减小,从而增加燃料电池需求电力。
图6是描述了通过在根据本公开内容的几个实施方式的燃料电池车辆中的电力需求分配的设备和方法中应用的几个电力需求分配技术去除响应延迟的曲线图,并且具体地,描述了通过步骤S15中的控制去除响应延迟。
参考图6和图7,在控制开始的时间T1时,因为电力需求分配控制器100将大于通过应用实际的可允许蓄电池电力计算的需求的燃料电池需求电力传输至燃料电池控制器130,因此燃料电池控制器130控制空气压缩机12产生对应于燃料电池需求电力的电力。因此,空气压缩机12提前开始,并且因为当在缩放因子α变为1的时间T2时通过应用实际的可允许蓄电池电力计算燃料电池需求电力时空气压缩机12已经处于运行状态,因此可以去除燃料电池花费的时间延迟以产生对应于需求电力的电力。
本公开内容的被配置为去除由于空气压缩机的操作导致的燃料电池输出的时间延迟的另一个技术是将驱动电机需求电力本身作为燃料电池需求电力应用的技术,而不用在控制的初期从车辆需求电力中减去可允许蓄电池电力。
图7是描述了通过在根据本公开内容的几个实施方式的燃料电池车辆中的电力需求分配的设备和方法中应用的几个电力需求分配技术去除响应延迟的曲线图,并且描述了对应于步骤S17的控制技术。
参考图7,当在步骤S16中确认中空气压缩机12确认处于速度低于预定参考转速的低速运行状态时,这个技术将通过从驱动电机需求电力和车辆需求电力这两者减去可允许蓄电池电力获得的值(即,在步骤S13中计算的值)与驱动电机需求电力的值之间的较大值确定为燃料电池需求。
根据这种技术,因为驱动电机需求电力可以在对蓄电池完全没有强加需求的情况下通过燃料电池需求电力供应,而不考虑实际的可允许蓄电池电力,因此可以控制电力需求分配控制器100产生驱动该驱动电机所需要的电力。即,在实际上通过蓄电池的容许电流供应驱动电机需求电力的状态下,燃料电池控制器130可以通过计算来提前操作空气压缩机12以输出对应于驱动电机需求电力的电力。即,燃料电池控制器130在驱动电机需求电力发生时操作空气压缩机12,并且即使在延迟一定时间之后发生燃料电池需求电力,通过可允许蓄电池电力以延迟存在期间的间隔实现驱动电机需求电力,并且从可允许蓄电池电力达到其极限的时间,驱动电机需求电力被供应通过已经处于操作中的空气压缩机12产生的可允许燃料电池电力。
以此方式,电力需求分配控制器100请求适当处理用于燃料电池需求电力的燃料电池控制器130(S18),燃料电池控制器130控制燃料电池***输出对应于燃料电池需求电力的电力并且将实际上能够从燃料电池输出的可允许燃料电池电力传递至电力需求分配控制器100(S19),并且电力需求分配控制器100基于可允许蓄电池电力和可允许燃料电池电力确定驱动电机的最终转矩,并且能够供应电力以输出转矩。
图8和图9是描述了当应用常规的电力需求分配技术和根据本公开内容的实施方式的电力需求分配技术时的驱动电机的驱动转矩命令的差异的曲线图。
在相关技术中,因为燃料电池的输出延迟,燃料电池控制器130供应至电力需求分配控制器100的可允许燃料电池电力以燃料电池的输出延迟期间的间隔减小。因此,如图8所示,出现的问题在于驱动电机的转矩命令以燃料电池的输出延迟期间的间隔减小(图8的区域A),其中,通过考虑可允许蓄电池电力和可允许燃料电池电力来通过电力需求分配控制器100产生转矩命令。
然而,根据本公开内容的各种实施方式,可以消除在可允许燃料电池电力减小的间隔。因此,如图9所示,不出现可允许燃料电池电力减小的间隔,并且可以产生恒定的转矩命令。因此,本公开内容可以实现对应于驾驶员需求转矩的驱动电机转矩,从而防止燃料电池车辆的动力性能下降。
尽管为了说明性的目的已经描述了本公开内容的优选实施方式,但本领域中的技术人员应当理解的是,在不偏离如在所附权利要求中公开的本公开内容的范围和精神的情况下,各种修改、添加和替换是可行的。
Claims (15)
1.一种用于燃料电池车辆中的电力需求分配的设备,所述燃料电池车辆具有燃料电池、蓄电池以及通过从所述燃料电池和所述蓄电池供应的电力运行的驱动电机,所述设备包括:
蓄电池管理***,计算所述蓄电池能够供应的可允许蓄电池电力;
电力需求分配控制器,被配置为得到包括所述驱动电机所需要的驱动电机需求电力的车辆需求电力,并且将通过从所述车辆需求电力减去按比例缩小的所述可允许蓄电池电力而获得的值或者对应于所述驱动电机需求电力的值确定为燃料电池需求输出;以及
燃料电池控制器,被配置为驱动将空气供给至所述燃料电池的空气压缩机以便使所述燃料电池能够生成由所述电力需求分配控制器计算的所述燃料电池需求输出。
2.根据权利要求1所述的设备,其中,当所述空气压缩机处于停止状态时,所述电力需求分配控制器将通过从所述车辆需求电力减去按比例缩小的所述可允许蓄电池电力而获得的值确定为所述燃料电池需求输出。
3.根据权利要求1所述的设备,其中,所述电力需求分配控制器通过将随着时间推移逐渐增加的缩放因子乘以所述可允许蓄电池电力来将所述可允许蓄电池电力按比例缩小。
4.根据权利要求2所述的设备,其中,所述电力需求分配控制器通过将随着时间推移逐渐增加的缩放因子乘以所述可允许蓄电池电力来将所述可允许蓄电池电力按比例缩小。
5.根据权利要求1所述的设备,其中,当所述空气压缩机未处于停止状态而是处于速度低于预定参考转速的低速运行状态时,所述电力需求分配控制器将对应于所述驱动电机需求电力的值确定为所述燃料电池需求输出。
6.根据权利要求1所述的设备,其中,当所述空气压缩机不未处于停止状态而是处于速度低于预定参考转速的低速运行状态时,所述电力需求分配控制器将通过从所述驱动电机需求电力和所述车辆需求电力两者中减去所述可允许蓄电池电力而获得的值与所述驱动电机需求电力的值之间的较大值确定为所述燃料电池需求输出。
7.根据权利要求5所述的设备,其中,当所述空气压缩机不处于停止状态而是处于速度低于预定参考转速的低速运行状态时,所述电力需求分配控制器将通过从所述驱动电机需求电力和所述车辆需求电力两者中减去所述可允许蓄电池电力而获得的值与所述驱动电机需求电力的值之间的较大值确定为所述燃料电池需求输出。
8.根据权利要求1所述的设备,进一步包括辅助机器耗电量计算单元,所述辅助机器耗电量计算单元计算由从所述燃料电池或所述蓄电池供应电力的辅助机器消耗的电力,其中,所述电力需求分配控制器通过将所述驱动电机需求电力和由所述辅助机器消耗的电力相加来计算所述车辆需求电力。
9.一种燃料电池车辆中的电力需求分配的方法,所述燃料电池车辆具有燃料电池、蓄电池以及通过从所述燃料电池和所述蓄电池供应的电力运行的驱动电机,所述方法包括以下步骤:
基于车辆速度和车辆加速器的开度比得到所述驱动电机所需要的驱动电机需求电力;
接收所述蓄电池能够供应的可允许蓄电池电力;
确认将空气供给至所述燃料电池的空气压缩机的运行状态;并且
基于所述空气压缩机的所述运行状态,将通过从包括所述驱动电机需求电力的所述车辆需求电力减去按比例缩小的所述可允许蓄电池电力而获得的值或者对应于所述驱动电机需求电力的值确定为燃料电池需求输出。
10.根据权利要求9所述的方法,其中,在确认所述空气压缩机的所述运行状态时,确定所述空气压缩机是否处于停止状态,然后当所述空气压缩机未处于所述停止状态时,确定所述空气压缩机是否处于速度低于预定参考转速的低速运行状态。
11.根据权利要求10所述的方法,其中,当在确认所述空气压缩机的运行状态时确认了所述空气压缩机处于所述停止状态时,在确定所述燃料电池需求输出时将通过从包括所述驱动电机需求电力的所述车辆需求电力减去按比例缩小的所述可允许蓄电池电力而获得的值确定为所述燃料电池需求输出。
12.根据权利要求11所述的方法,其中,当在确认所述空气压缩机的所述运行状态时确认了所述空气压缩机处于所述停止状态时,在确定所述燃料电池需求输出时,所述可允许蓄电池电力通过将随着时间推移逐渐增加的缩放因子乘以所述可允许蓄电池电力而按比例缩小。
13.根据权利要求10所述的方法,其中,当在确认所述空气压缩机的所述运行状态时确认了所述空气压缩机处于速度低于所述预定参考转速的所述低速运行状态时,在确定所述燃料电池需求输出时将对应于所述驱动电机需求电力的值确定为所述燃料电池需求输出。
14.根据权利要求13所述的方法,其中,当在确认所述空气压缩机的所述运行状态时确认所述空气压缩机处于速度低于所述预定参考转速的所述低速运行状态时,在确定所述燃料电池需求输出时将通过从所述驱动电机需求电力和所述车辆需求电力两者减去所述可允许蓄电池电力而获得的值与所述驱动电机需求电力的值之间的较大值确定为所述燃料电池需求输出。
15.根据权利要求9所述的方法,进一步包括以下步骤:
在确定所述燃料电池需求输出之后,基于所述燃料电池需求输出通过将氢气和空气供给至所述燃料电池来驱动所述燃料电池;
在驱动所述燃料电池之后得到能够从所述燃料电池输出的可允许燃料电池电力;并且
基于所述可允许蓄电池电力和所述可允许燃料电池电力得到能够提供至所述驱动电机的可允许驱动电机电力,并且基于所述可允许驱动电机电力确定所述驱动电机的最终驱动转矩。
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