CN113401009B - Electric-electric hybrid fuel cell automobile energy management system and control method thereof - Google Patents
Electric-electric hybrid fuel cell automobile energy management system and control method thereof Download PDFInfo
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- CN113401009B CN113401009B CN202110776832.2A CN202110776832A CN113401009B CN 113401009 B CN113401009 B CN 113401009B CN 202110776832 A CN202110776832 A CN 202110776832A CN 113401009 B CN113401009 B CN 113401009B
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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
- 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
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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
- B60L50/50—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
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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
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
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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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- 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)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Fuel Cell (AREA)
Abstract
The invention discloses an electric-electric hybrid fuel cell automobile energy management system, which comprises a parameter acquisition module, a control module, a fuel cell, a power cell and a super capacitor, wherein the parameter acquisition module is used for acquiring the required power of the whole automobile, the SOC of the power cell, the maximum output power of the fuel cell, the minimum output power of the fuel cell and the optimal output power of the fuel cell; the control module is used for preferentially enabling the fuel cell to be matched with the required power of the whole vehicle when the SOC of the power cell is positioned in the first electric quantity area; when the SOC of the power battery is in the second electric quantity area, the fuel battery is preferentially discharged under the highest discharge efficiency, and then the power battery is prevented from discharging; when the SOC of the power battery is in the third electric quantity region, the power battery is preferentially charged as soon as possible, the fuel battery is output at the maximum output power, and the surplus power or the insufficient power is charged or discharged by the power battery and/or the super capacitor. The stability of the SOC of the power battery is preferentially ensured, and then the generating efficiency of the fuel battery is ensured and the peak clipping and valley filling of the energy of the whole vehicle are realized.
Description
Technical Field
The invention relates to the technical field of automobile energy management, in particular to an electric-electric hybrid fuel cell automobile energy management system and a control method thereof.
Background
The hybrid power system of the fuel cell automobile generally comprises an electric power hybrid system consisting of a fuel cell system and a power cell system, wherein the fuel cell system is a main power source, and the power cell system is used as an auxiliary power source, so that the functions of starting the fuel cell system, improving the power performance of the whole automobile, recovering braking energy and the like are provided. The invention introduces the combination of the super capacitor and the power battery to form a new auxiliary power supply system, so that the advantages of the super capacitor and the power battery are complemented, the service life of the power battery is fully prolonged, and the response capability of the whole vehicle is improved.
The current energy management methods for fuel cell vehicle hybrid systems are largely divided into rules-based and optimization-based energy management strategies.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide an energy management system of an electric-electric hybrid fuel cell automobile and a control method thereof.
In order to achieve the purpose, the invention provides an electric-electric hybrid fuel cell automobile energy management system, which comprises a parameter acquisition module, a control module, a fuel cell, a power battery and a super capacitor, wherein the parameter acquisition module is used for acquiring parameters of the fuel cell;
the parameter acquisition module is used for acquiring the required power of the whole vehicle, the SOC of the power battery, the maximum output power of the fuel battery, the minimum output power of the fuel battery and the optimal output power of the fuel battery;
the control module is used for controlling the actual output power of the fuel cell to be the minimum output power of the fuel cell when the SOC of the power cell is judged to be in the first electric quantity zone and the required power of the whole vehicle is smaller than or equal to the minimum output power of the fuel cell, and the redundant power is transmitted to the power cell and/or the super capacitor;
when the SOC of the power battery is judged to be in the second electric quantity zone and the required power of the whole vehicle is smaller than or equal to the optimal output power of the fuel battery, controlling the actual output power of the fuel battery to be the optimal output power of the fuel battery, and transmitting the redundant power to the power battery and/or the super capacitor;
when the SOC of the power battery is judged to be in the third electric quantity zone and the required power of the whole vehicle is smaller than or equal to the maximum output power of the fuel battery, controlling the actual output power of the fuel battery to be the maximum output power of the fuel battery, and transmitting the redundant power to the power battery and/or the super capacitor;
the sizes of the first electric quantity area, the second electric quantity area and the third electric quantity area are reduced in sequence.
Further, the control module is also used for controlling the actual output power of the fuel cell to be the required power of the whole vehicle when the SOC of the power cell is judged to be in the first electric quantity zone and the required power of the whole vehicle is larger than the minimum output power of the fuel cell and smaller than the maximum output power of the fuel cell; and when the SOC of the power battery is judged to be in the second electric quantity area and the required power of the whole vehicle is larger than the optimal output power of the fuel battery and smaller than the maximum output power of the fuel battery, controlling the actual output power of the fuel battery to be the required power of the whole vehicle.
Further, the control module is further configured to control the actual output power of the fuel cell to be the maximum output power of the fuel cell when it is determined that the power required by the entire vehicle is greater than or equal to the maximum output power of the fuel cell, and insufficient power is supplemented by the power cell and/or the super capacitor.
Furthermore, the control module is also used for controlling redundant power to firstly charge the super capacitor, and then the super capacitor charges the power battery; the power which is not controlled sufficiently is firstly supplemented by the super capacitor, and then the power battery charges the super capacitor.
Further, the parameter acquisition module is also used for carrying out low-pass filtering processing on the acquired required power of the whole vehicle and the SOC of the power battery.
The invention also provides a control method based on the electric-electric hybrid fuel cell automobile energy management system, which comprises the following steps:
acquiring the required power of the whole vehicle, the SOC of a power battery, the maximum output power of a fuel battery, the minimum output power of the fuel battery and the optimal output power of the fuel battery;
when the SOC of the power battery is positioned in the first electric quantity area and the required power of the whole vehicle is less than or equal to the minimum output power of the fuel battery, the actual output power of the fuel battery is the minimum output power of the fuel battery, and redundant power is transmitted to the power battery and/or the super capacitor;
when the SOC of the power battery is in the second electric quantity region and the required power of the whole vehicle is less than or equal to the optimal output power of the fuel battery, the actual output power of the fuel battery is the optimal output power of the fuel battery, and redundant power is transmitted to the power battery and/or the super capacitor;
when the SOC of the power battery is in the third electric quantity zone and the required power of the whole vehicle is less than or equal to the maximum output power of the fuel battery, the actual output power of the fuel battery is the maximum output power of the fuel battery, and redundant power is transmitted to the power battery and/or the super capacitor.
Further, when the SOC of the power battery is in the first electric quantity zone and the required power of the whole vehicle is greater than the minimum output power of the fuel battery and less than the maximum output power of the fuel battery, the actual output power of the fuel battery is the required power of the whole vehicle; and when the SOC of the power battery is in the second electric quantity zone and the required power of the whole vehicle is greater than the optimal output power of the fuel battery and less than the maximum output power of the fuel battery, the actual output power of the fuel battery is the required power of the whole vehicle.
Further, when the power required by the whole vehicle is greater than or equal to the maximum output power of the fuel cell, the actual output power of the fuel cell is the maximum output power of the fuel cell, and insufficient power is supplemented by the power cell and/or the super capacitor.
Further, the redundant power firstly charges the super capacitor, and then the super capacitor charges the power battery; the insufficient power is first supplemented by the super capacitor, and then the super capacitor is charged by the power battery.
And further, performing low-pass filtering processing on the acquired required power of the whole vehicle and the SOC of the power battery.
The invention has the beneficial effects that: the peak clipping and valley filling of the energy of the whole vehicle are realized, the SOC stability of the power battery is maintained, and the power generation efficiency of the fuel battery is ensured. The SOC of the power battery is divided into three electric quantity intervals of high, middle and low, when the SOC of the power battery is positioned in a first electric quantity area, the power battery is preferentially prevented from discharging, and the fuel battery is matched with the required power of the whole vehicle; when the SOC of the power battery is in the second electric quantity area, the fuel battery is preferentially discharged under the highest discharge efficiency, and then the power battery is prevented from discharging; when the SOC of the power battery is in the third power range, the power battery is preferentially charged as soon as possible, the fuel battery is output at the maximum output power, and the power battery and/or the super capacitor are charged or discharged when excess power or insufficient power occurs. Therefore, the stability of the SOC of the power battery is preferentially ensured, the power generation efficiency of the fuel battery is ensured, and peak clipping and valley filling of the energy of the whole vehicle are realized.
Drawings
Fig. 1 is a schematic structural diagram of an energy management system of an electric-electric hybrid fuel cell vehicle.
The components in the figures are numbered as follows: the system comprises a parameter acquisition module 100, a control module 200, a fuel cell 300, a power battery 400, a super capacitor 500 and a whole vehicle bus 600.
Detailed Description
The following detailed description is provided to further explain the claimed embodiments of the present invention in order to make it clear for those skilled in the art to understand the claims. The scope of the invention is not limited to the following specific examples. It is intended that the scope of the invention be determined by those skilled in the art from the following detailed description, which includes claims that are directed to this invention.
As shown in fig. 1, an energy management system for an electric-electric hybrid fuel cell vehicle includes a parameter obtaining module 100, a control module 200, a fuel cell 300, a power battery 400, and a super capacitor 500.
The parameter obtaining module 100 is configured to obtain a required power of the entire vehicle and an SOC of the power battery, determine a maximum output power of the fuel battery, a minimum output power of the fuel battery, and an optimal output power of the fuel battery according to a discharge characteristic of the fuel battery, and perform low-pass filtering on the obtained required power of the entire vehicle and the SOC of the power battery. The maximum output power and the minimum output power of the fuel cell are the maximum power and the minimum power which are allowed to be discharged by the fuel cell at the moment, the optimal output power of the fuel cell is the output power when the discharge efficiency of the fuel cell is the highest, the optimal output power of the fuel cell is between the maximum output power and the minimum output power of the fuel cell, and when the fuel cell discharges with the optimal output power, the cycle service life of the fuel cell can be prolonged.
According to the invention, the SOC of the power battery is divided into a first electric quantity area, a second electric quantity area and a third electric quantity area, wherein the critical value of the first electric quantity area and the second electric quantity area is 90%, the critical value of the second electric quantity area and the third electric quantity area is 60%, the charging demand of the power battery is small when the power battery is positioned in the first electric quantity area, and the charging demand of the power battery is large when the power battery is positioned in the third electric quantity area.
The control module 200 is configured to, when it is determined that the SOC of the power battery is in the first electric quantity region and the required power of the entire vehicle is smaller than or equal to the minimum output power of the fuel battery, control the actual output power of the fuel battery to be the minimum output power of the fuel battery, and transmit the excess power to the power battery 400 and/or the super capacitor 500.
And when the SOC of the power battery is judged to be in the second electric quantity zone and the required power of the whole vehicle is smaller than or equal to the optimal output power of the fuel battery, controlling the actual output power of the fuel battery to be the optimal output power of the fuel battery, and transmitting the redundant power to the power battery 400 and/or the super capacitor 500.
And when the SOC of the power battery is judged to be in the third electric quantity zone and the required power of the whole vehicle is less than or equal to the maximum output power of the fuel battery, controlling the actual output power of the fuel battery to be the maximum output power of the fuel battery, and transmitting the redundant power to the power battery 400 and/or the super capacitor 500.
When the SOC of the power battery is judged to be in the first electric quantity area and the required power of the whole vehicle is larger than the minimum output power of the fuel battery and smaller than the maximum output power of the fuel battery, controlling the actual output power of the fuel battery to be the required power of the whole vehicle; and when the SOC of the power battery is judged to be in the second electric quantity area and the required power of the whole vehicle is larger than the optimal output power of the fuel battery and smaller than the maximum output power of the fuel battery, controlling the actual output power of the fuel battery to be the required power of the whole vehicle.
In this embodiment, the control module is further configured to, when it is determined that the power required by the entire vehicle is greater than or equal to the maximum output power of the fuel cell, control the actual output power of the fuel cell to be the maximum output power of the fuel cell, and supplement the insufficient power with the power battery 400 and/or the super capacitor 500.
In this embodiment, the control module 200 is further configured to control the redundant power to first charge the super capacitor 500, and then the super capacitor 500 charges the power battery 400; the undercontrolled power is first supplemented by the super capacitor 500, and then the super capacitor 500 is charged by the power battery 400.
The fuel cell 300, the power cell 400 and the super capacitor 500 are all connected with a whole vehicle bus 600, and the whole vehicle bus is used for transmitting output power to a load of the whole vehicle for power supply.
The control method of the electric-electric hybrid fuel cell automobile energy management system comprises the following steps:
the parameter obtaining module 100 obtains the required power of the whole vehicle, the SOC of the power battery, the maximum output power of the fuel battery, the minimum output power of the fuel battery, and the optimal output power of the fuel battery in real time, and performs low-pass filtering processing on the obtained required power of the whole vehicle and the SOC of the power battery. Therefore, the change of the required power of the whole vehicle is smoother, the change range of the SOC of the power battery is smaller, and the service life of the power battery is prolonged.
Control mode 1: when the power battery SOC is in the first electric quantity zone and the required power of the whole vehicle is less than or equal to the minimum output power of the fuel battery, the control module 100 controls the actual output power of the fuel battery to be the minimum output power of the fuel battery, redundant power is transmitted to the power battery 400 and/or the super capacitor 500, the redundant power firstly charges the super capacitor 500, and then the super capacitor 500 charges the power battery 400.
Control mode 2: when the SOC of the power battery is in the first power range and the required power of the entire vehicle is greater than the minimum output power of the fuel battery and less than the maximum output power of the fuel battery, the control module 100 controls the actual output power of the fuel battery to be the required power of the entire vehicle.
In the control modes 1 and 2, at this time, because the charging requirement of the power battery is small, and the space for accommodating electric quantity is small, in order to avoid overcharging of the power battery, the excessive power of the fuel battery should be avoided as much as possible, therefore, when the required power of the whole vehicle is greater than the minimum output power of the fuel battery and less than the maximum output power of the fuel battery, the fuel battery should be matched with the required power of the whole vehicle preferentially, when the required power of the whole vehicle is less than or equal to the minimum output power of the fuel battery, the excessive power inevitably occurs at this time, and the excessive power is allowed to be absorbed by the power battery and/or the super capacitor at this time. Therefore, the SOC of the power battery is ensured to be positioned in the second electric quantity area as much as possible, and the stability of the power battery is ensured.
Control mode 3: when the SOC of the power battery is in the second electric quantity region and the required power of the entire vehicle is less than or equal to the optimal output power of the fuel battery, the control module 100 controls the actual output power of the fuel battery to be the optimal output power of the fuel battery, and the surplus power is transmitted to the power battery 400 and/or the super capacitor 500.
Control mode 4: when the SOC of the power battery is in the second power range and the required power of the entire vehicle is greater than the optimal output power of the fuel battery and less than the maximum output power of the fuel battery, the control module 100 controls the actual output power of the fuel battery to be the required power of the entire vehicle.
In the control modes 3 and 4, the SOC of the power battery is appropriate, the charge and discharge requirements of the power battery are neither large nor small, and the fuel battery should be preferentially ensured to output with optimal output power, so that the highest discharge efficiency of the fuel battery can be ensured in the control mode 3, and the power battery can absorb certain excess power at the moment; however, when the power required by the whole vehicle is greater than the optimal output power of the fuel cell and less than the maximum output power of the fuel cell, if the actual output power of the fuel cell is the optimal output power of the fuel cell, the power supply power is insufficient, so that the power cell and the super capacitor need to supplement the power, the SOC of the power cell is reduced, and therefore the fuel cell in the control mode 4 is just matched with the power required by the whole vehicle, and the SOC stability of the power cell is preferentially ensured.
Control mode 5: when the SOC of the power battery is in the third electric quantity region and the required power of the entire vehicle is less than or equal to the maximum output power of the fuel battery, the control module 100 controls the actual output power of the fuel battery to be the maximum output power of the fuel battery, and the surplus power is transmitted to the power battery 400 and/or the super capacitor 500.
At this time, the charging requirement of the power battery is the highest priority, and the SOC of the power battery should be raised to the middle/first electric quantity region as soon as possible, so that the fuel battery should output the maximum output power at this time, and the stability of the SOC of the power battery is preferentially ensured.
Control mode 6: when the power required by the whole vehicle is greater than or equal to the maximum output power of the fuel cell, no matter which electric quantity region the power cell SOC is located in, the control module 100 controls the actual output power of the fuel cell to be the maximum output power of the fuel cell, and the insufficient power is supplemented by the power cell 400 and/or the super capacitor 500, wherein the insufficient power is supplemented by the super capacitor 500 first, and then the power cell 400 charges the super capacitor 500. Therefore, due to the fact that the discharge speed of the super capacitor is high, insufficient power can be supplemented quickly, and then the power battery supplements electric quantity for the super capacitor.
The invention firstly ensures the SOC stability of the power battery, secondly ensures the power generation efficiency of the fuel battery and realizes the peak clipping and valley filling of the energy of the whole vehicle.
Claims (8)
1. The utility model provides an electricity-electricity hybrid fuel cell car energy management system which characterized in that: the system comprises a parameter acquisition module (100), a control module (200), a fuel cell (300), a power battery (400) and a super capacitor (500);
the parameter acquisition module (100) is used for acquiring the required power of the whole vehicle, the SOC of the power battery, the maximum output power of the fuel battery, the minimum output power of the fuel battery and the optimal output power of the fuel battery;
the control module (200) is used for controlling the actual output power of the fuel cell to be the minimum output power of the fuel cell and transmitting the redundant power to the power cell (400) and/or the super capacitor (500) when the SOC of the power cell is judged to be in the first electric quantity zone and the required power of the whole vehicle is smaller than or equal to the minimum output power of the fuel cell;
when the SOC of the power battery is judged to be in the first electric quantity area and the required power of the whole vehicle is larger than the minimum output power of the fuel battery and smaller than the maximum output power of the fuel battery, controlling the actual output power of the fuel battery to be the required power of the whole vehicle;
when the SOC of the power battery is judged to be in the second electric quantity zone and the required power of the whole vehicle is smaller than or equal to the optimal output power of the fuel battery, controlling the actual output power of the fuel battery to be the optimal output power of the fuel battery, and transmitting the redundant power to the power battery (400) and/or the super capacitor (500);
when the SOC of the power battery is judged to be in the second electric quantity area and the required power of the whole vehicle is larger than the optimal output power of the fuel battery and smaller than the maximum output power of the fuel battery, controlling the actual output power of the fuel battery to be the required power of the whole vehicle;
when the SOC of the power battery is judged to be in the third electric quantity zone and the required power of the whole vehicle is smaller than or equal to the maximum output power of the fuel battery, controlling the actual output power of the fuel battery to be the maximum output power of the fuel battery, and transmitting the redundant power to the power battery (400) and/or the super capacitor (500);
the sizes of the first electric quantity area, the second electric quantity area and the third electric quantity area are sequentially reduced, wherein the critical value of the first electric quantity area and the critical value of the second electric quantity area are 90%, and the critical value of the second electric quantity area and the critical value of the third electric quantity area are 60%.
2. The electric-electric hybrid fuel cell automotive energy management system of claim 1, characterized in that: the control module (200) is further used for controlling the actual output power of the fuel cell to be the maximum output power of the fuel cell when the required power of the whole vehicle is judged to be larger than or equal to the maximum output power of the fuel cell, and insufficient power is supplemented by the power cell (400) and/or the super capacitor (500).
3. The electric-electric hybrid fuel cell automotive energy management system of claim 1, characterized in that: the control module (200) is also used for controlling redundant power to firstly charge the super capacitor (500), and then the super capacitor (500) charges the power battery (400); when the required power of the whole vehicle is judged to be larger than or equal to the maximum output power of the fuel cell, the actual output power of the fuel cell is controlled to be the maximum output power of the fuel cell, the insufficient power is supplemented by the super capacitor (500) firstly, and then the power cell (400) charges the super capacitor (500).
4. The electric-electric hybrid fuel cell automotive energy management system of claim 1, characterized in that: the parameter acquisition module (100) is further used for carrying out low-pass filtering processing on the acquired required power of the whole vehicle and the SOC of the power battery.
5. A control method of an electric-electric hybrid fuel cell vehicle energy management system according to any one of claims 1 to 4, characterized in that:
acquiring the required power of the whole vehicle, the SOC of a power battery, the maximum output power of a fuel battery, the minimum output power of the fuel battery and the optimal output power of the fuel battery;
when the SOC of the power battery is in the first electric quantity zone and the required power of the whole vehicle is less than or equal to the minimum output power of the fuel battery, the actual output power of the fuel battery is the minimum output power of the fuel battery, and redundant power is transmitted to the power battery (400) and/or the super capacitor (500);
when the SOC of the power battery is positioned in the first electric quantity area and the required power of the whole vehicle is greater than the minimum output power of the fuel battery and less than the maximum output power of the fuel battery, the actual output power of the fuel battery is the required power of the whole vehicle;
when the SOC of the power battery is in a second electric quantity zone and the required power of the whole vehicle is less than or equal to the optimal output power of the fuel battery, the actual output power of the fuel battery is the optimal output power of the fuel battery, and redundant power is transmitted to the power battery (400) and/or the super capacitor (500);
when the SOC of the power battery is positioned in the second electric quantity area and the required power of the whole vehicle is greater than the optimal output power of the fuel battery and less than the maximum output power of the fuel battery, the actual output power of the fuel battery is the required power of the whole vehicle;
when the SOC of the power battery is in the third electric quantity zone and the power required by the whole vehicle is less than or equal to the maximum output power of the fuel battery, the actual output power of the fuel battery is the maximum output power of the fuel battery, and the surplus power is transmitted to the power battery (400) and/or the super capacitor (500).
6. The control method of the electric-electric hybrid fuel cell vehicle energy management system according to claim 5, characterized in that: when the required power of the whole vehicle is larger than or equal to the maximum output power of the fuel cell, the actual output power of the fuel cell is the maximum output power of the fuel cell, and insufficient power is supplemented by the power cell (400) and/or the super capacitor (500).
7. The control method of the electric-electric hybrid fuel cell vehicle energy management system according to claim 5, characterized in that: the redundant power firstly charges the super capacitor (500), and then the super capacitor (500) charges the power battery (400); when the required power of the whole vehicle is judged to be larger than or equal to the maximum output power of the fuel cell, the actual output power of the fuel cell is controlled to be the maximum output power of the fuel cell, insufficient power is supplemented by the super capacitor (500) firstly, and then the super capacitor (500) is charged by the power battery (400).
8. The control method of the electric-electric hybrid fuel cell vehicle energy management system according to claim 5, characterized in that: and carrying out low-pass filtering processing on the acquired required power of the whole vehicle and the SOC of the power battery.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110776832.2A CN113401009B (en) | 2021-07-09 | 2021-07-09 | Electric-electric hybrid fuel cell automobile energy management system and control method thereof |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110776832.2A CN113401009B (en) | 2021-07-09 | 2021-07-09 | Electric-electric hybrid fuel cell automobile energy management system and control method thereof |
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| Publication Number | Publication Date |
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| CN113401009A CN113401009A (en) | 2021-09-17 |
| CN113401009B true CN113401009B (en) | 2022-11-29 |
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