CN210536515U - Fuel cell automobile power system simulation platform - Google Patents
Fuel cell automobile power system simulation platform Download PDFInfo
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- CN210536515U CN210536515U CN201921476948.9U CN201921476948U CN210536515U CN 210536515 U CN210536515 U CN 210536515U CN 201921476948 U CN201921476948 U CN 201921476948U CN 210536515 U CN210536515 U CN 210536515U
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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
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- 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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Abstract
The utility model discloses a fuel cell automobile power system simulation platform, which comprises an energy storage unit and a power supply unit, wherein the energy storage unit provides output voltage; the second group of DC-DC conversion circuits are voltage-reducing type bidirectional three-phase direct current conversion circuits, convert the DC voltage applied to the circuits by the energy storage unit and output the converted DC voltage; the tested DC-DC conversion circuit is a unidirectional DC conversion circuit, converts the DC voltage applied to the circuit by the first group of DC-DC conversion circuits and outputs the converted DC voltage; the first group of DC-DC conversion circuits convert the DC voltage applied to the circuit by the DC-DC conversion circuit to be tested and output the converted DC voltage to the energy storage unit and the second group of DC-DC conversion circuits. Compared with the prior art, the simulation platform for the fuel cell automobile power system can circulate the test consumed energy in the system, does not need high-power grid-connected feedback, and reduces the limitation of research and development office places on the high-power supply test.
Description
Technical Field
The utility model belongs to the technical field of renewable energy hydrogen fuel application and specifically relates to a practicality is strong, fuel cell car power system simulation platform.
Background
The hydrogen fuel cell is absolutely clean and zero polluting emissions and the vehicle is simple and quick to add hydrogen fuel. The hydrogen fuel cell system has light weight, simple structure, high chemical reaction efficiency, strong power and long endurance mileage, and is an ideal power form for future public transportation and heavy-load logistics transportation. The hydrogen fuel cell automobile power system consists of five parts, namely a hydrogen fuel cell, a direct current power converter, a vehicle-mounted power battery pack, an electric driving inverter and a motor, wherein the last three parts are main power components of a traditional pure electric automobile, and are called three-electric systems for short. The direct current power converter (DC-DC) is an essential important component for connecting the hydrogen fuel cell and the vehicle-mounted power battery. The DC-DC reasonably matches the output voltage of the fuel cell with the voltage of the vehicle-mounted power battery and continuously provides energy required by the endurance of the vehicle for a three-electricity system. Most existing DC-DC test solutions provide the DC-DC input through a high power supply, and the DC-DC output is directly consumed at the load resistance. Testing by this scheme consumes a lot of energy due to the large DC-DC power (30 kW-120 kW) and generates a lot of heat in the test space. And the large-power resistance load is large in size, and occupies much research and development office space. In order to reduce unnecessary energy consumption in the testing process, a testing platform based on grid connection of a power electronic converter becomes a common DC-DC solution. However, high-power grid connection has high requirements on an electric power system in an office research and development production site, and facilities such as high-power three-phase cables and power distribution cabinets are often required to be laid. Therefore, the grid-connected scheme is not suitable for all office research and development sites.
Further, reference may be made to fig. 1, fig. 2, fig. 3, and fig. 4 for the above deficiency, wherein:
fig. 1 is a system block diagram of a conventional hydrogen fuel cell automobile power system, and the structure of the system is composed of five major parts, namely a hydrogen fuel cell, a direct current power converter, an on-vehicle power battery pack, an electric drive inverter and a motor, wherein DC-DC is an essential important component for connecting the hydrogen fuel cell and the on-vehicle power battery. The power electronic topological schematic diagram is shown in figure 2.
The input of the DC-DC is the output voltage of the fuel cell, and the fuel cell has a high impedance characteristic, that is, the output voltage of the fuel cell decreases with the increase of the output power, so the DC-DC needs to have a wide input characteristic. The DC-DC output end is butted with a vehicle-mounted power battery pack (600V). The voltage of the vehicle-mounted power battery pack changes along with the electric quantity of the battery cell. For example, when the vehicle is accelerated, the vehicle battery pack provides larger instantaneous power for the motor drive, and the voltage of the vehicle battery is reduced. When the vehicle is braked, the energy of the motor is transmitted back to the vehicle-mounted battery, so that the voltage of the vehicle-mounted battery is increased, and the DC-DC output meets the transient characteristic of the vehicle during running. In hydrogen fuel cell automotive power systems, the performance requirements for DC-DC are extremely challenging. Therefore, a DC-DC test platform which is efficient and energy-saving and can simulate the characteristics of the power system of the hydrogen fuel cell vehicle is of great importance.
The conventional scheme for testing high power DC-DC is shown in fig. 3. This method consumes all the power drawn from the grid to the resistive load, generating a large amount of heat. Obviously, the method is not an effective energy-saving test method. The power is 30 kW, and the electricity consumed by testing for 10 hours is 300 degrees.
In order to reduce unnecessary energy consumption in the testing process, the testing platform based on grid connection of the power electronic converter as shown in fig. 4 becomes a common solution for testing DC-DC:
according to the scheme, a bidirectional AC-DC converter is used for converting three-phase alternating current into high-voltage direct current (750V) in a rectifying mode, and then the rectified voltage is reduced to 60V-120V input voltage of a DC-DC conversion circuit to be tested through a DC-DC buck converter. In the other channel, the rectified voltage 750V stably controls the voltage of the output end of the DC-DC conversion circuit to be tested to be 600V through another step-down DC-DC converter, and simulates a voltage source of the vehicle-mounted power battery pack. After the tested DC-DC conversion circuit is started, the power flow direction of the tested DC-DC conversion circuit determines the power flow direction of a system, and the energy is finally sent back to the power grid in an inversion mode through the system 1. the bidirectional DC-AC converter. The scheme feeds the test consumed power back to the power grid, and the power consumed by the whole system is the loss of the switching devices and the magnetic elements of the power electronic converters of the subsystems 1, 2 and 3. However, high-power grid connection has high requirements on an electric power system in an office research and development production site, and facilities such as high-power three-phase cables and power distribution cabinets are often required to be laid. Therefore, the grid-connected scheme is not suitable for all office research and development sites.
Based on the situation, how to design a test platform which can enable test power to circulate in the system and has no limit to the development office space (no need of high-power grid-connected feedback) is very important.
Disclosure of Invention
The technical task of the utility model is to above weak point, provide a practicality strong, fuel cell car power system simulation platform.
A fuel cell vehicle power system simulation platform, comprising:
the energy storage unit provides output voltage;
the second group of DC-DC conversion circuits are voltage-reducing type bidirectional three-phase direct current conversion circuits, convert the DC voltage applied to the circuits by the energy storage unit and output the converted DC voltage;
the tested DC-DC conversion circuit is a unidirectional DC conversion circuit, converts the DC voltage applied to the circuit by the first group of DC-DC conversion circuits and outputs the converted DC voltage;
the first group of DC-DC conversion circuits are voltage-reducing type bidirectional three-phase direct current conversion circuits, convert DC voltage applied to the circuits by the tested DC-DC conversion circuits, and output the converted DC voltage to the energy storage unit and the second group of DC-DC conversion circuits.
Furthermore, the energy storage unit is composed of a charger and a battery pack, the charger is connected with an alternating current power supply including commercial power and completes conversion from alternating current to direct current, the direct current end of the charger is connected with the battery pack, and the alternating current end of the charger is connected with a power grid.
Further, the battery pack is a storage battery pack, and the voltage grade of the battery pack is 200V.
Further, the second group of DC-DC conversion circuits is used for reducing the voltage of 200V direct current to 60-120V fuel cell voltage and outputting the voltage to the tested DC-DC conversion circuit, the tested DC-DC conversion circuit is a boost type unidirectional direct current conversion circuit, the voltage of 60-120V fuel cell is boosted to 600V fixed voltage and output to the first group of DC-DC conversion circuits, and the first group of DC-DC conversion circuits reduces the voltage of 600V direct current to 200V direct current voltage.
Preferably, the second group of DC-DC conversion circuits includes first to sixth igbts, inductors L1, L2, and L3, and its specific structure is:
collectors of the first to third insulated gate bipolar transistors are connected to the output end of the energy storage unit; the emitters of the first to third insulated gate bipolar transistors are respectively connected to one ends of the inductors L1, L2 and L3 and the collectors of the fourth to sixth insulated gate bipolar transistors; emitting electrodes of the fourth to sixth insulated gate bipolar transistors are connected to the output end of the energy storage unit and the input side of the tested DC-DC conversion circuit; the other ends of the inductors L1, L2 and L3 are connected to the input side of the tested DC-DC conversion circuit.
Preferably, the first group of DC-DC conversion circuits includes seventh to twelfth igbts, inductors L4, L5, and L6, and its specific structure is:
the collectors of the seventh to ninth insulated gate bipolar transistors are connected to the output side of the tested DC-DC conversion circuit; emitters of the seventh to ninth insulated gate bipolar transistors are respectively connected to one ends of inductors L4, L5 and L6 and collectors of the tenth to twelfth insulated gate bipolar transistors; emitting electrodes of the tenth to twelfth insulated gate bipolar transistors are connected to the output end of the energy storage unit, the output end of the second group of DC-DC conversion circuits and the output side of the tested DC-DC conversion circuit.
A voltage source Vdc1 is arranged between the output ends of the inductors L1, L2 and L3, the input side of the DC-DC conversion circuit to be tested and the emitters of the fourth to sixth insulated gate bipolar transistors, and the voltage source Vdc1 is a capacitor.
A voltage source Vdc2 is arranged between the output side of the tested DC-DC conversion circuit and the collectors of the seventh to ninth insulated gate bipolar transistors and the emitters of the tenth to twelfth insulated gate bipolar transistors, and the voltage source Vdc2 is a capacitor.
The first group of DC-DC conversion circuits in the fuel cell automobile power system simulation platform can also adjust the dynamic response speed of the 600V voltage through a PI controller.
Further, through the utility model provides a process that simulation platform carries out fuel cell car power system simulation does:
firstly, starting a first group of DC-DC conversion circuits to boost the voltage provided by an energy storage unit, so that the output side of the DC-DC conversion circuit to be tested has stable high voltage;
secondly, starting a second group of DC-DC conversion circuits to reduce the voltage provided by the energy storage unit, so that the input side of the tested DC-DC conversion circuit has low-voltage input;
and step three, starting the tested DC-DC conversion circuit, increasing the power of the tested DC-DC conversion circuit, and circulating the system power according to the power direction of the tested DC-DC conversion circuit.
The output voltage of the second group of DC-DC conversion circuits is variable voltage, namely, the output voltage decreases along with the increase of the current, and when the tested DC-DC conversion circuit draws the maximum current from the first group of DC-DC conversion circuits, the input voltage provided by the second group of DC-DC conversion circuits for the tested DC-DC conversion circuit is the lowest.
The utility model discloses in, the DC-DC converting circuit of second group is a power electronic converter to simulation fuel cell output, through the control to power electronic converter, will be surveyed the voltage reference value of DC-DC converting circuit input side, set up to change according to being taken out the electric current, power electronic power converter can simulate any fuel cell power curve, through this kind of mode, has solved the unable defect of simulating fuel cell's power curve of battery.
Furthermore, the output voltage of the second group of DC-DC conversion circuits is 60-120V, and when the tested DC-DC conversion circuit draws the maximum current from the first group of DC-DC conversion circuits, the input voltage of the tested DC-DC conversion circuit is reduced to 60V.
Preferably, in the first step, the first group of DC-DC conversion circuits boosts the voltage of the 200V energy storage unit to 600V, and then the output side of the DC-DC conversion circuit to be tested has a stably controlled 600V voltage; in the second step, the second group of DC-DC conversion circuits reduces the voltage of the 200V energy storage unit to 120V as the input voltage of the DC-DC conversion circuit to be tested.
The utility model discloses a fuel cell car power system simulation platform has following advantage:
compared with the prior art, the fuel cell automobile power system simulation platform provided by the utility model has the advantages that the voltage reference value input and measured by the tested DC-DC conversion circuit is set to change according to the change of the pumped current through the control of the power electronic converter, the power electronic converter can simulate any fuel cell power curve, only a single charger is needed to supplement the 200V energy storage unit, the system can continuously supplement the system consumption when the high-power test is carried out on the system, namely, the utility model can only connect the 200V storage battery with the power grid through the 4kW single-phase AC-DC charger, the electric quantity consumed by the whole system can be supplemented in the test process, the test scheme can circulate the test consumed energy in the system, the high-power grid-connection feedback is not needed, and the limitation of the research and development office on the high-power supply test is greatly reduced, the practicability is strong, the application range is wide, and the popularization is easy.
Drawings
In order to clearly illustrate the embodiments or technical solutions of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic diagram of a hydrogen fuel cell automotive power system in the prior art.
Fig. 2 is a schematic diagram of a prior art DC-DC power electronic topology.
FIG. 3 is a schematic diagram of a conventional test high power DC-DC scheme.
Fig. 4 is a schematic diagram of a grid-connected test platform of the power electronic converter.
Fig. 5 is a schematic diagram of the present invention.
Detailed Description
In order to make the technical field better understand the solution of the present invention, the following detailed description of the present invention is provided with reference to the accompanying drawings and the detailed description. It is to be understood that the embodiments described are only some embodiments of the invention, and not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
As shown in fig. 5, the present invention provides a fuel cell vehicle power system simulation platform, wherein the reference numbers are specifically explained as follows:
1: a first set of DC-DC conversion circuits;
2: a second set of DC-DC conversion circuits;
3: a DC-DC conversion circuit to be tested;
4: an energy storage unit;
21. 22, 23, 24, 25, 26: first to sixth insulated gate bipolar transistors;
11. 12, 13, 14, 15, 16: seventh to twelfth insulated gate bipolar transistors;
l1, L2, L3, L4, L5, L6: an inductance;
vdc1, Vdc 2: a voltage source.
The technical scheme of the utility model a set of large capacity energy storage battery is the core, and this group battery voltage level is for 200V. This voltage level is selected to ensure that the converter pulse width duty cycle is not too small or too large for power conversion by the buck-boost DC-DC converter. The 200V battery voltage can be reduced to 60V-120V as the DC-DC input voltage of the tested fuel battery through a three-phase voltage reduction DC-DC power converter. Meanwhile, the voltage of the 200V battery is stably controlled at the other end to be 600V through another three-phase boosting DC-DC power converter, and a power battery voltage source in a hydrogen fuel battery automobile is simulated, namely the power battery voltage source is the DC-DC output voltage of the tested fuel battery. The dynamic response speed of the 600V voltage can be regulated by the PI controller, and the transient change of the voltage of the power battery when the electric automobile accelerates and brakes is simulated.
To the above description, the specific structure of the present invention includes:
an energy storage unit 4 providing an output voltage;
a second group of DC-DC conversion circuits 2 which are step-down type bidirectional three-phase direct current conversion circuits, convert the DC voltage applied to the circuits by the energy storage unit 4, and output the converted DC voltage;
the tested DC-DC conversion circuit 3 is a unidirectional DC conversion circuit, converts the DC voltage applied to the circuit by the first group of DC-DC conversion circuits 1, and outputs the converted DC voltage;
the first group of DC-DC conversion circuits 1 are voltage-reducing type bidirectional three-phase direct current conversion circuits, convert DC voltage applied to the circuits by the tested DC-DC conversion circuits 3, and output the converted DC voltage to the energy storage unit 4 and the second group of DC-DC conversion circuits 2.
The DC-DC converter circuit 3 to be tested may be a DC converter circuit commonly used in the prior art.
The energy storage unit 4 is composed of a charger and a battery pack, the charger is connected with an alternating current power supply including commercial power and completes conversion from alternating current to direct current, the direct current end of the charger is connected with the battery pack, and the alternating current end of the charger is connected with a power grid.
The battery pack is a storage battery pack, and the voltage grade of the battery pack is 200V.
The second group of DC-DC conversion circuits 2 is used for reducing the 200V direct current voltage to 60-120V fuel cell voltage and outputting the fuel cell voltage to the tested DC-DC conversion circuit 3, the tested DC-DC conversion circuit 3 is a boost type unidirectional direct current conversion circuit and is used for boosting the 60-120V fuel cell voltage to 600V fixed voltage and outputting the voltage to the first group of DC-DC conversion circuits 1, and the first group of DC-DC conversion circuits 1 are used for reducing the 600V direct current voltage to 200V direct current voltage.
The second group of DC-DC conversion circuits 2 includes first to sixth igbts 21, 22, 23, 24, 25, 26, inductors L1, L2, L3, and its specific structure is:
collectors of the first to third insulated gate bipolar transistors 21, 22 and 23 are all connected to the output end of the energy storage unit 4; the emitters of the first to third insulated gate bipolar transistors 21, 22 and 23 are respectively connected to one end of the inductors L1, L2 and L3 and the collectors of the fourth to sixth insulated gate bipolar transistors 24, 25 and 26; emitters of fourth to sixth insulated gate bipolar transistors 24, 25 and 26 are all connected to the output end of the energy storage unit 4 and the input side of the tested DC-DC conversion circuit 3; the other ends of the inductors L1, L2, and L3 are connected to the input side of the DC-DC converter circuit 3 under test.
Preferably, the first group of DC-DC converter circuits 1 includes seventh to twelfth igbts 11, 12, 13, 14, 15, 16, inductors L4, L5, and L6, and has a specific structure:
the collectors of the seventh to ninth insulated gate bipolar transistors 11, 12 and 13 are all connected to the output side of the tested DC-DC conversion circuit; emitters of the seventh to ninth insulated gate bipolar transistors 11, 12 and 13 are respectively connected to one end of the inductors L4, L5 and L6 and collectors of the tenth to twelfth insulated gate bipolar transistors 14, 15 and 16; emitters of the tenth to twelfth insulated gate bipolar transistors 14, 15 and 16 are connected to the output end of the energy storage unit, the output end of the second group of DC-DC conversion circuits 2 and the output side of the tested DC-DC conversion circuit 3.
A voltage source Vdc1 is provided between the output terminals of the inductors L1, L2, and L3, the input side of the DC-DC converter circuit 3 to be tested, and the emitters of the fourth to sixth insulated gate bipolar transistors 24, 25, and 26, and a voltage source Vdc2 is provided between the output side of the DC-DC converter circuit 3 to be tested, the collectors of the seventh to ninth insulated gate bipolar transistors 11, 12, and 13, and the emitters of the tenth to twelfth insulated gate bipolar transistors 14, 15, and 16, and the voltage sources Vdc1 and Vdc2 are capacitors.
In order to better simulate the transient change of the voltage of the power battery of the electric automobile such as acceleration and braking, the first group of DC-DC conversion circuits 1 is connected with a PI controller to adjust the dynamic response speed of the 600V voltage. Since the structure and connection manner of the PI controller are common in the prior art, the connection structure thereof is not described herein again.
For better explanation the present invention, in combination with the above platform, explains the simulation process of the above fuel cell vehicle power system simulation platform as follows, and the specific simulation process is:
firstly, starting a first group of DC-DC conversion circuits 1 to boost the voltage provided by an energy storage unit 4, so that the output side of a tested DC-DC conversion circuit 3 has stable high voltage;
secondly, starting a second group of DC-DC conversion circuits 2 to reduce the voltage provided by the energy storage unit 4, so that the input side of the tested DC-DC conversion circuit 3 has low-voltage input;
and step three, starting the tested DC-DC conversion circuit 3, increasing the power of the tested DC-DC conversion circuit 3, and circulating the system power according to the power direction of the tested DC-DC conversion circuit 3.
The output voltage of the second group of DC-DC conversion circuits 2 is variable voltage, i.e. decreases with increasing current, and when the tested DC-DC conversion circuit 3 draws the maximum current from the first group of DC-DC conversion circuits 1, the input voltage provided by the second group of DC-DC conversion circuits 2 for the tested DC-DC conversion circuit 3 is the lowest.
The output voltage of the second group of DC-DC conversion circuits 2 is 60-120V, and when the tested DC-DC conversion circuit 3 extracts the maximum current from the first group of DC-DC conversion circuits 1, the input voltage of the tested DC-DC conversion circuit 3 is reduced to 60V.
In the first step, the first group of DC-DC conversion circuits 1 boosts the voltage of the 200V energy storage unit 4 to 600V, and then the output side of the DC-DC conversion circuit 3 to be tested has a stably controlled 600V voltage; in the second step, the second group of DC-DC conversion circuits 2 reduces the voltage of the 200V energy storage unit 4 to 120V as the input voltage of the DC-DC conversion circuit 3 to be tested.
Finally, it is to be noted that: the above description is only the preferred embodiment of the present invention, which is only used to illustrate the technical solution of the present invention, and is not used to limit the protection scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention is included in the protection scope of the present invention.
Claims (8)
1. A fuel cell vehicle power system simulation platform, comprising:
the energy storage unit provides output voltage;
the second group of DC-DC conversion circuits are voltage-reducing type bidirectional three-phase direct current conversion circuits, convert the DC voltage applied to the circuits by the energy storage unit and output the converted DC voltage;
the tested DC-DC conversion circuit is a unidirectional DC conversion circuit, converts the DC voltage applied to the circuit by the first group of DC-DC conversion circuits and outputs the converted DC voltage;
the first group of DC-DC conversion circuits are voltage-reducing type bidirectional three-phase direct current conversion circuits, convert DC voltage applied to the circuits by the tested DC-DC conversion circuits, and output the converted DC voltage to the energy storage unit and the second group of DC-DC conversion circuits.
2. The fuel cell vehicle power system simulation platform of claim 1, wherein the energy storage unit comprises a charger and a battery pack, the charger is connected to an ac power source including a commercial power source and performs ac-to-dc conversion, a dc terminal of the charger is connected to the battery pack, and an ac terminal of the charger is connected to a power grid.
3. The fuel cell vehicle power system simulation platform of claim 2, wherein the battery pack is a battery pack having a voltage level of 200V.
4. The fuel cell automobile power system simulation platform of claim 3, wherein the second set of DC-DC conversion circuits is used for reducing the 200V DC voltage to 60-120V fuel cell voltage and outputting the fuel cell voltage to the tested DC-DC conversion circuit, the tested DC-DC conversion circuit is a boost type unidirectional DC conversion circuit, the 60-120V fuel cell voltage is boosted to 600V fixed voltage and output to the first set of DC-DC conversion circuits, and the first set of DC-DC conversion circuits reduces the 600V DC voltage to 200V DC voltage.
5. The fuel cell automobile power system simulation platform of claim 4, wherein the second set of DC-DC conversion circuits comprises first to sixth insulated gate bipolar transistors, inductors L1, L2 and L3, and the specific structure is as follows:
collectors of the first to third insulated gate bipolar transistors are connected to the output end of the energy storage unit; the emitters of the first to third insulated gate bipolar transistors are respectively connected to one ends of the inductors L1, L2 and L3 and the collectors of the fourth to sixth insulated gate bipolar transistors; emitting electrodes of the fourth to sixth insulated gate bipolar transistors are connected to the output end of the energy storage unit and the input side of the tested DC-DC conversion circuit; the other ends of the inductors L1, L2 and L3 are connected to the input side of the tested DC-DC conversion circuit.
6. The simulation platform of the power system of the fuel cell automobile as claimed in claim 5, wherein a voltage source Vdc1 is arranged between the output terminals of the inductors L1, L2 and L3, the input side of the DC-DC conversion circuit to be tested and the emitters of the fourth to sixth insulated gate bipolar transistors, and the voltage source Vdc1 is a capacitor.
7. The fuel cell automobile power system simulation platform of claim 4, wherein the first set of DC-DC conversion circuits comprises seventh to twelfth IGBTs (insulated gate bipolar transistors), inductors L4, L5 and L6, and the specific structure is as follows:
the collectors of the seventh to ninth insulated gate bipolar transistors are connected to the output side of the tested DC-DC conversion circuit; emitters of the seventh to ninth insulated gate bipolar transistors are respectively connected to one ends of inductors L4, L5 and L6 and collectors of the tenth to twelfth insulated gate bipolar transistors; emitting electrodes of the tenth to twelfth insulated gate bipolar transistors are connected to the output end of the energy storage unit, the output end of the second group of DC-DC conversion circuits and the output side of the tested DC-DC conversion circuit.
8. The simulation platform of the power system of the fuel cell vehicle as claimed in claim 7, wherein a voltage source Vdc2 is provided between the output side of the tested DC-DC conversion circuit and the collector electrodes of the seventh to ninth igbts and the emitter electrodes of the tenth to twelfth igbts, and the voltage source Vdc2 is a capacitor.
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| CN110460236A (en) * | 2019-09-05 | 2019-11-15 | 山东省纽特动力科技有限责任公司 | A kind of fuel cell car power system analog platform and method |
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| CN110460236A (en) * | 2019-09-05 | 2019-11-15 | 山东省纽特动力科技有限责任公司 | A kind of fuel cell car power system analog platform and method |
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