A method and device for controlling output power of a fuel cell vehicle

Abstract

The present application discloses a fuel cell vehicle output power control method and device, which obtains power data and state of charge data of the fuel cell vehicle power system at all times; obtains weight parameters corresponding to the target adjustment period according to the power data and state of charge data; obtains the fuel cell target power that meets the current target cost condition according to the weight parameters and the power data and state of charge data, and controls the fuel cell system to output the target power. The present application can control the fuel cell power in real time while taking into account the economy of the fuel cell, so that the cost performance of the fuel cell vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of electrical technology, and more specifically, to a method and device for controlling the output power of a fuel cell vehicle. Background Art

[0002] Fuel cell vehicles are gradually becoming a mainstream industry in the automotive industry due to their high power generation efficiency, strong power, economy and energy saving. The output power of the fuel cell vehicle power system is one of the important factors in vehicle control.

[0003] The power control methods for fuel cell vehicle power systems in the prior art are mainly divided into rule-based and known-based power control methods. Among them, the rule-based power control method mainly determines the working state of the power system by setting the operating rules of the vehicle power system. Although the calculation amount and technical difficulty of this type of method are small, it relies on the engineering experience of the engineers who set the operating rules. The rules often change with the changes of engineers, which has great uncertainty and is difficult to achieve optimal control. And although this control method can achieve real-time control, the specified rules often cause the output power to fluctuate frequently, resulting in accelerated performance degradation of the fuel cell and reduced life. In addition, the power control method based on the known is mainly to obtain the driving conditions in advance, calculate according to the known conditions, and set according to the obtained power value. Although the optimal power can be calculated, it is impossible to control the car in real time.

[0004] Fuel cell vehicles pay more attention to immediate response control to real-time situations while driving, so as to avoid failures and accidents with a greater possibility. However, if the cost of achieving real-time control is the economy of the car, then from an environmental protection perspective, the reduction in the economy of the car will instead cause more pollution and reduce the cost-effectiveness of fuel cell vehicles. Summary of the invention

[0005] In view of this, the present application provides a fuel cell vehicle output power control method and device for solving the problem that fuel cells cannot take into account both economy and real-time performance during actual use, resulting in reduced cost performance of fuel cells.

[0006] In order to achieve the above objectives, the proposed solution is as follows:

[0007] A fuel cell vehicle output power control method, comprising:

[0008] Obtain the power data and state of charge data of the fuel cell vehicle power system at all times;

[0009] According to the power data and the state of charge data, weight parameters corresponding to the target adjustment period are obtained, wherein the weight parameters include a hydrogen consumption optimization weight, a state of charge deviation optimization weight, and a fuel cell variable load optimization weight;

[0010] Obtaining a fuel cell target power that meets a current target cost condition according to the weight parameter, the power data and the state of charge data;

[0011] The fuel cell system is controlled to output the target power.

[0012] Preferably, obtaining a weight parameter corresponding to a target adjustment period according to the power data and the state of charge data includes:

[0013] According to the power data and the state of charge data, obtaining an average value and an expected value of the state of charge of the power battery at all times in the last target adjustment cycle time period, an average value and an expected value of the absolute value of the deviation between the state of charge and the expected value of the state of charge at all times in the last target adjustment cycle time period, and an average value and an expected value of the power change of the fuel cell at all times in the last target adjustment cycle time period;

[0014] According to all the average values ​​and expected values, the hydrogen consumption optimization weight, the state of charge deviation optimization weight and the fuel cell load variation optimization weight corresponding to the target adjustment period are obtained.

[0015] Preferably, obtaining the hydrogen consumption optimization weight corresponding to the target adjustment period includes:

[0016] Calculate the difference between the average value and the expected value of the power battery state of charge at all times during the previous target adjustment cycle;

[0017] Obtain the hydrogen consumption adjustment coefficient and the hydrogen consumption optimization weight value of the previous target adjustment cycle;

[0018] The hydrogen consumption optimization weight at the current moment is obtained according to the difference, the hydrogen consumption adjustment coefficient and the hydrogen consumption optimization weight value of the previous target adjustment cycle.

[0019] Preferably, obtaining the state of charge deviation optimization weight corresponding to the target adjustment period includes:

[0020] Calculate the difference between the average value of the absolute value of the deviation between the state of charge and the expected value of the state of charge at all times in the previous target adjustment cycle time period and the expected value;

[0021] Obtaining the state of charge deviation adjustment parameter and the state of charge deviation optimization weight value of the previous target adjustment cycle;

[0022] The state of charge deviation optimization weight at the current moment is obtained according to the difference, the state of charge deviation adjustment parameter and the state of charge deviation optimization weight value of the previous target adjustment cycle.

[0023] Preferably, the step of obtaining the fuel cell load-variable optimization weight corresponding to the target adjustment period includes:

[0024] Calculate the difference between the average value of the fuel cell power variation at all times during the last target adjustment cycle and the expected value;

[0025] Obtaining the fuel cell variable load adjustment coefficient and the fuel cell variable load optimization weight value of the previous target adjustment cycle;

[0026] The fuel cell variable load optimization weight at the current moment is obtained according to the difference, the fuel cell variable load adjustment coefficient and the fuel cell variable load optimization weight value of the previous target adjustment cycle.

[0027] Preferably, obtaining the target power of the fuel cell that meets the current target cost condition includes:

[0028] The target power of the fuel cell is obtained based on the target cost condition determined by the hydrogen consumption cost, the state of charge deviation cost and the variable load cost.

[0029] Preferably, obtaining a fuel cell target power that meets a current target cost condition according to the weight parameter, the power data and the state of charge data includes:

[0030] Determine the total power required by the fuel cell vehicle and the range of the power to be output by the fuel cell according to the power data and the state of charge data;

[0031] Determining the range of the power battery output power according to the total power demand of the fuel cell vehicle and the range of the power to be output by the fuel cell;

[0032] The final range of fuel cell output power at the current moment is determined by comprehensively considering the total power demand of the fuel cell vehicle and the range of power battery output power;

[0033] From the final range of fuel cell output power at the current moment, the fuel cell target power that meets the current target cost condition is obtained.

[0034] Preferably, the fuel cell vehicle output power control method further includes:

[0035] When the fuel cell system is started, the initial values ​​of the weight parameters are determined.

[0036] Preferably, it also includes:

[0037] The output power of the power battery is determined according to the total power demand of the fuel cell vehicle and the target power ultimately output by the fuel cell.

[0038] A fuel cell vehicle output power control device, comprising:

[0039] A data acquisition unit, used to acquire power data and charge state data of the fuel cell vehicle power system at all times;

[0040] A weight parameter calculation unit, used to obtain weight parameters corresponding to the target adjustment period according to the power data and the state of charge data, wherein the weight parameters include a hydrogen consumption optimization weight, a state of charge deviation optimization weight, and a fuel cell variable load optimization weight;

[0041] A target power acquisition unit, configured to acquire a target power of a fuel cell that meets a current target cost condition according to the weight parameter, the power data and the state of charge data;

[0042] A power control unit is used to control the fuel cell system to output the target power.

[0043] It can be seen from the above technical scheme that the fuel cell vehicle output power control method and device provided in the embodiment of the present application obtains the power data and state of charge data of the fuel cell vehicle power system at all times in real time, obtains the weight parameter corresponding to the target adjustment period according to the power data and state of charge data, obtains the fuel cell target power that can meet the current target cost conditions according to the weight parameter and the power data and state of charge data, and controls the fuel cell system to output the target power. Then, the output power of the fuel cell vehicle power system is controlled by real-time data, so that the fuel cell vehicle power system can respond to the real-time power demand of the whole vehicle in real time, ensure the vehicle power performance, reduce the decay rate of the fuel cell performance, extend the battery life, and improve the economy of the fuel cell vehicle.

[0044] In summary, this method can take into account the real-time and economy of the fuel cell vehicle power system and improve the cost-effectiveness of fuel cell vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0046] Figure 1 A schematic diagram of the structure of a fuel cell vehicle power system provided in an embodiment of the present application;

[0047] Figure 2 A flowchart of a fuel cell vehicle output power control method provided in an embodiment of the present application;

[0048] Figure 3 A preferred flow chart of a fuel cell vehicle output power control method provided in an embodiment of the present application;

[0049] Figure 4 A schematic diagram of the structure of a fuel cell vehicle output power control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0050] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0051] Figure 1 A schematic diagram of a fuel cell vehicle power system provided in an embodiment of the present application is shown in FIG. Figure 1 As shown, the power system of a fuel cell vehicle may include: a fuel cell system 11, a DC converter (DC / DC) 12, an inverter 13, a motor 14, a vehicle controller 15 and a power battery 16. Among them, the vehicle controller controls the various components of the power system through signal flow, so as to control the energy distribution of the fuel cell and the power battery in the power system. Fuel cell vehicles generally adopt a power supply mode of a combination of fuel cells and power batteries. The fuel cell system is connected to the DC converter and then to the bus. The power battery is directly connected to the bus. The power battery is connected in parallel with the fuel cell system to realize the energy collection of the fuel cell and the power battery to provide energy for the operation of the motor.

[0052] The purpose of this application is to obtain real-time data of the power system and control the output power of the power system based on specific conditions, so as to achieve the purpose of taking into account the real-time and economic performance of the fuel cell vehicle power system and improve the cost-effectiveness of the fuel cell vehicle.

[0053] based on Figure 1 The structure diagram shown, Figure 2 An optional flow chart of the output power control of the fuel cell vehicle power system provided in the embodiment of the present application is shown, referring to Figure 2 , the process is applied to the vehicle controller and can include:

[0054] Step S110: Acquire power data and state of charge data of the fuel cell vehicle power system at all times.

[0055] Specifically, the data obtained are data at all times after the car is started. Among them, the vehicle controller of the fuel cell vehicle power system is the control center for the normal driving of the car and the core component of the vehicle control system. The way it obtains data is not unique. The vehicle controller obtains real-time data of the car's operation by directly collecting signals and receiving controller area network (CAN), including real-time speed, real-time power of fuel cells, and state of charge data of power batteries, etc.; or the vehicle controller collects sensor signals from various components, extracts effective values, and the main controller then obtains corresponding real-time data through effective value judgment, matching, and other processing.

[0056] Step S120: Obtain a weight parameter corresponding to a target adjustment period according to the power data and the state of charge data.

[0057] Specifically, according to the power data and the state of charge data, weight parameters corresponding to the target adjustment period are obtained, and the weight parameters include a hydrogen consumption optimization weight, a state of charge deviation optimization weight, and a fuel cell variable load optimization weight.

[0058] It can be understood that the present application considers the control of power from three aspects: hydrogen consumption, state of charge deviation and fuel cell load variation. The three aspects correspond to the three goals of energy control, namely, reducing the hydrogen consumption of the fuel cell, reducing the fluctuation of the state of charge of the power battery and balancing the initial and final values ​​of the state of charge as much as possible, and reducing the fluctuation amplitude of the fuel cell power to improve durability. In addition, the three different parameters correspond to different target adjustment cycles, and the three weight parameters are periodic adjustments to the power data and the state of charge data respectively. The three cycles are adjusted independently to obtain three weight values ​​with different meanings.

[0059] Among them, the period value of the target adjustment period corresponding to each weight parameter is not unique, and may be a period value that is set and cannot be changed by the power system. The target adjustment period value corresponding to each weight parameter may be the same or different; it may also be adjusted according to the real-time data of the power system, so that each calculation cycle is different.

[0060] Step S130: Obtain a target power that meets a current target cost condition according to the weight parameter, the power data and the state of charge data.

[0061] Specifically, a target power that meets a current target cost condition is obtained according to the weight parameter, the power data and the state of charge data.

[0062] It can be understood that in order for the present application to simultaneously meet the conditions of real-time and economy of the fuel cell vehicle power system, it is necessary to concretize the real-time and economy by setting specific data conditions, that is, the target cost conditions, and then find the output power value that meets the target cost conditions by limiting the weight parameters and the power data and state of charge data simultaneously with the target cost conditions.

[0063] Step S140: controlling the fuel cell system to output the target power.

[0064] Specifically, the target power that meets the current target cost obtained in the above steps is the target power value that the fuel cell system is ultimately to be achieved by controlling the fuel cell system.

[0065] Obviously, through the scheme of the present application, the fuel cell vehicle determines the weight parameters of different energy control targets based on the power data and state of charge data obtained in real time, and then makes calculations that meet the target cost conditions based on the weight parameters and the power data and state of charge data to obtain the target power. By controlling the power system, the power system is output at the target power, and finally the power control of the fuel cell vehicle power system is achieved, so that the power system can obtain the optimal output power based on the real-time vehicle condition data, and control the power system to output the target power. It can also ensure that the output power of the power system meets the energy control target corresponding to the weight parameters while meeting the real-time performance, thereby achieving optimal control and slowing down the decline of fuel cell performance.

[0066] Next, the embodiment of the present application will further introduce the method of outputting power of a fuel cell vehicle.

[0067] For step S120, a weight parameter corresponding to the target adjustment period is obtained according to the power data and the state of charge data. In the present application scheme, the specific power data and state of charge data used to obtain the weight parameter corresponding to the target adjustment period include:

[0068] The average and expected value of the power battery state of charge at all times during the last target adjustment cycle, the average and expected value of the absolute value of the deviation between the state of charge and the expected value of the state of charge at all times during the last target adjustment cycle, and the average and expected value of the fuel cell power change at all times during the last target adjustment cycle. The target adjustment cycle for calculating the corresponding data with different weight parameters is also different.

[0069] Furthermore, when the fuel cell vehicle power system is started, initial values ​​are assigned to the hydrogen consumption optimization weight, the charge state deviation optimization weight and the fuel cell variable load optimization weight, respectively, and the initial values ​​can be set and assigned at will.

[0070] The above-mentioned average values ​​and expected values ​​are calculated based on the real-time reading of the power battery state of charge (SOC) and fuel cell output power, as well as the SOC and fuel cell output power at all times since the fuel cell vehicle was started before the current moment stored in the controller.

[0071] Preferably, after obtaining the average value and expected value of the above data, based on the average value and expected value, a weight parameter corresponding to the target adjustment period is obtained, wherein there are three weight parameters obtained, including:

[0072] 1. Obtain the hydrogen consumption optimization weight corresponding to the target adjustment period, including:

[0073] Calculate the difference between the average value and the expected value of the power battery state of charge at all times during the previous target adjustment cycle;

[0074] Obtain the hydrogen consumption adjustment coefficient and the hydrogen consumption optimization weight value of the previous target adjustment cycle;

[0075] The hydrogen consumption optimization weight at the current moment is obtained according to the difference, the hydrogen consumption adjustment coefficient and the hydrogen consumption optimization weight value of the previous target adjustment cycle.

[0076] Specifically, when calculating the hydrogen consumption optimization weight, it is calculated based on the average value and expected value of the state of charge value of the power battery in the previous target adjustment cycle time period.

[0077] Furthermore, letters can be used to replace the relevant parameters in the above data to simplify the steps. 1 Refers to the hydrogen consumption optimization weight. The target adjustment period corresponding to the hydrogen consumption optimization weight is T 1 The average value of the state of charge SOC at all times during the previous target adjustment cycle is SOC avr , the expected value is SOC ds Therefore, in the optimization weight K of hydrogen consumption 1 The adjustment moments include:

[0078] Calculating SOC avr and SOC ds Deviation value: ΔSOC = SOC avr -SOC ds ;

[0079] Calculate the current K 1 Value, K 1 =K 1 ′+KP 1 ×ΔSOC, where K 1 ′ is the hydrogen consumption optimization weight value of the previous target adjustment cycle, KP 1 K is set 1The adjustment coefficient.

[0080] The specific energy control target corresponding to the hydrogen consumption optimization weight of the present application is to reduce the hydrogen consumption of the fuel cell. Specifically, under certain conditions, the hydrogen consumption of the fuel cell can be optimized according to the weight to improve the fuel economy of the entire vehicle.

[0081] 2. Obtaining the charge state deviation optimization weight corresponding to the target adjustment period, including:

[0082] Calculate the difference between the average value of the absolute value of the deviation between the state of charge and the expected value of the state of charge at all times in the previous target adjustment cycle time period and the expected value;

[0083] Obtaining the state of charge deviation adjustment parameter and the state of charge deviation optimization weight value of the previous target adjustment cycle;

[0084] The state of charge deviation optimization weight at the current moment is obtained according to the difference, the state of charge deviation adjustment parameter and the state of charge deviation optimization weight value of the previous target adjustment cycle.

[0085] Furthermore, letters can be used to replace the relevant parameters in the above data to simplify the steps. 2 Refers to the charge state deviation optimization weight, and the target adjustment period corresponding to the charge state deviation optimization weight is calculated as T 2 , the expected value of the state of charge SOC at all times during the previous target adjustment cycle is SOC ds Therefore, the absolute value of the deviation between the state of charge and the expected value of the state of charge at all times during the previous target adjustment cycle is |SOC-SOC ds |, whose average value is dSOC avr , whose expected value is dSOC ds , so the optimization weight K in the state of charge deviation 2 The adjustment moments include:

[0086] Calculating dSOC avr With dSOC ds Deviation value: ΔdSOC = dSOC avr -dSOC ds ;

[0087] Calculate the current K 2 Value, K 2 =K 2 ′+KP 2 ×ΔdSOC, where K 2 ′ The optimal weight value of the state of charge deviation in the previous target adjustment cycle, KP 2 K is set 2 The adjustment coefficient.

[0088] The specific energy control goal corresponding to the charge state deviation optimization weight of the present application is to reduce the fluctuation of the power battery SOC and try to balance the initial and final SOC values. Specifically, under certain conditions, the SOC of the power system is adjusted according to the weight to reduce the fluctuation of the SOC, enhance the stability of the battery power, and reduce the variation range of the power battery SOC.

[0089] 3. Obtaining the fuel cell load optimization weight corresponding to the target adjustment period, including:

[0090] Calculate the difference between the average value of the fuel cell power variation at all times during the last target adjustment cycle and the expected value;

[0091] Obtaining the fuel cell variable load adjustment coefficient and the fuel cell variable load optimization weight value of the previous target adjustment cycle;

[0092] The fuel cell variable load optimization weight at the current moment is obtained according to the difference, the fuel cell variable load adjustment coefficient and the fuel cell variable load optimization weight value of the previous target adjustment cycle.

[0093] Furthermore, letters can be used to replace the relevant parameters in the above data to simplify the steps. 3 Refers to the fuel cell variable load optimization weight. The target adjustment period corresponding to the fuel cell variable load optimization weight is calculated as T 3 The average value of the fuel cell power change at all times during the previous target adjustment cycle is dP avr The fuel cell power change is the absolute value of the difference between the fuel cell power at the corresponding moment and the fuel cell power at the previous moment. The expected value of the fuel cell power change is dP ds , so the charge state deviation optimization weight K 3 The adjustment moments include:

[0094] Calculating dP avr With dP ds Deviation value: ΔdP = dP avr -dP ds ;

[0095] Calculate the current K 3 Value, K 3 =K 3 ′+KP 3 ×ΔdP, where K 3 ′ is the fuel cell load optimization weight value of the previous target adjustment cycle, KP 3 K is set 3 The adjustment coefficient.

[0096] The energy control target corresponding to the fuel cell load variation optimization weights of the present application is to reduce the power fluctuation amplitude of the fuel cell to improve its durability performance. Specifically, under certain conditions, the fuel cell load variation is optimized according to the weights to suppress the drastic fluctuation of the fuel cell power and reduce the risk of rapid attenuation of the fuel cell service life.

[0097] Preferably, after obtaining the corresponding three weight parameters, the output power of the power system at each control moment is controlled according to the weight parameters, and the target power of the fuel cell that meets the current target cost condition is obtained according to the weight parameters, the power data and the state of charge data, including:

[0098] Determine the total power required by the fuel cell vehicle and the range of the power to be output by the fuel cell according to the power data and the state of charge data;

[0099] Determining the range of the power battery output power according to the total power demand of the fuel cell vehicle and the range of the power to be output by the fuel cell;

[0100] The final range of fuel cell output power at the current moment is determined by comprehensively considering the total power demand of the fuel cell vehicle and the range of power battery output power;

[0101] From the final range of fuel cell output power at the current moment, the target power of the fuel cell that meets the current target cost condition is determined according to the weight parameter.

[0102] Specifically, the current control moment driving motor power P is read in real time. m , vehicle electrical accessories power P acc , then the total vehicle power required P req The size of P req =P m +P acc According to the maximum / minimum output power of the fuel cell system obtained in real time, the fuel cell output power P fc The limit range is to be determined as [P fmin , P fmax ], where P fmin is the minimum output power of the fuel cell system, P fmax is the maximum output power of the fuel cell.

[0103] Determine the power battery output power P according to the maximum allowable charge / discharge power of the power battery read from the battery management system bat The limit range is [P bmin , P bmax ], where P bmin is the maximum allowable charging power, P bmax is the maximum allowable discharge power. bat=P req -P fc , comprehensive P fc and P req -P fc The current moment P is determined within the limit range of fc The final limit range is [P min , P max ].

[0104] The obtaining of the fuel cell target power that meets the current target cost condition includes: obtaining the fuel cell target power that meets the target cost condition determined based on the hydrogen consumption cost, the state of charge deviation cost, and the variable load cost.

[0105] Read the weight parameter K 1 , K 2 , K 3 The value of [P min , P max ] search within the range so that the total cost at the current moment y = f(P fc ) Take the smallest P fc Value, denoted as P fc * , where the total cost y is P fc Function: y = Q 1 +Q 2 +Q 3 . Where Q 1 is the hydrogen consumption cost function, Q 1 =K 1 ×(P fc -P min );Q 2 is the state of charge deviation cost function, Q 2 =K 2 ×|P req -P fc -c|, where the c value is related to the power battery SOC and the maximum charge / discharge power. The specific formula for calculating c is as follows:

[0106]

[0107] Q 3 is the variable load cost function, Where P fc ′ is the fuel cell output power at the last control moment read from the fuel cell controller, and E is set to a constant value, and its value range is (1, ∞).

[0108] Preferably, after obtaining the target power of the fuel cell system, the fuel cell system is controlled to output at the target power. However, fuel cell vehicles generally adopt a power supply mode of a combination of a fuel cell system and a power battery, that is, a hybrid power supply mode of a combination of a fuel cell and a power battery, and the output power of the power system depends on the output power of both the fuel cell and the power battery. It is understandable that in the hybrid power supply mode, based on the target power of the fuel cell system that has been obtained and the required power of the fuel cell vehicle, the final output power of the power battery can be determined.

[0109] Reference Figure 1 The schematic diagram of the fuel cell vehicle power system structure is shown in the figure. This embodiment uses a hydrogen fuel cell passenger car operating cycle simulation example, using a hydrogen fuel cell system as the main energy source and a power battery as the auxiliary energy source. The two are connected in parallel to supply power to the drive motor. Figure 4 , which illustrates a preferred flow chart of power control of the fuel cell system of the present application.

[0110] Since the hydrogen fuel cell vehicle is started, the weight parameter hydrogen consumption optimization weight K is set 1 , State of charge (SOC) deviation optimization weight K 2 、Fuel cell variable load optimization weight K 3 The initial value of the weight parameter corresponding to T 1 , T 2 , T 3 , SOC ds , dSOC ds , dP ds , KP 1 , KP 2 , KP 3 Equal assignment. Among them, K 1 , K 2 , K 3 The three weight parameters are adjusted independently, and outside the adjustment moment of each parameter, the parameter value remains the same as the previous moment.

[0111] The control system reads the SOC data in real time and inputs it into the K 1 The cycle adjustment module is 1 Read the integral of SOC over time once, and return the integral value to 0 immediately after reading. Divide the integral value read by the period T 1 , get SOC avr ; Calculate SOC deviation ΔSOC = SOC avr -SOC ds , and according to K 1 =K 1 ′+KP 1 ×ΔSOC, update K 1 value.

[0112] The control system reads the SOC in real time and subtracts the expected value from it to get the absolute value, which is then input into K 2 The cycle adjustment module is 2 The time is read once, the integral of the input over time is reset to zero immediately after reading, and the integral value read is divided by the period T 2 , get dSOC avr ; Calculate dSOC avr The difference between the expected value and ΔdSOC = dSOC avr -dSOC ds , and according to K 2 =K 2 ′+KP 2 ×ΔdSOC, update K 2 value.

[0113] The control system reads the fuel cell power in real time and calculates the difference between it and the fuel cell power at the previous moment. The difference is divided by the unit time and the absolute value is taken, and then input into K 3 The cycle adjustment module is 3 The time reads the integral of the input time once, and immediately resets the integral value to zero after reading. The integral value read is divided by the period T 3 , get dP avr ; Calculate dP avr With dP ds Deviation ΔdP = dP avr -dP ds , and according to K 3 =K 3 ′+KP 3 ×ΔdP, update K 3 value.

[0114] When calculating the target power that meets the target cost, it is necessary to first determine the total vehicle power required P at each control moment. req According to the minimum allowable output power P of the fuel cell fmin and the maximum permissible output power P fmax Determine the output power P of the hydrogen fuel cell fc Limit range [P fmin , P fmax ].

[0115] According to the SOC data read in real time by the power battery, determine the current maximum allowable charging power P of the power battery bmin And the maximum allowable discharge power P bmax , and then determine the power battery output power P bat The limit range [P bmin , P bmax ] to determine Preq -P fc scope of restrictions.

[0116] Comprehensive P fc and P req -P fc The output power P of the hydrogen fuel cell at the current moment is determined within the limit range of fc The final limit range is [P min , P max ].

[0117] Then according to the weight parameter value K of the corresponding moment read at the current moment 1 , K 2 , K 3 , determine the total cost function y = Q 1 +Q 2 +Q 3 The hydrogen consumption cost function, SOC deviation cost function and fuel cell variable load cost function are used to find the minimum point that satisfies the above functions within the output power limit of the hydrogen fuel cell. The minimum point is the target power value. The hydrogen fuel cell system controls the fuel cell to output at the target power.

[0118] In summary, this application determines different weight parameters and the limit range of each power value by reading the power data and state of charge data of the fuel cell vehicle in real time, and determines the final target power according to the cost function within the limit range. And the target power that is finally controlled is calculated based on the weight parameters read in real time and calculated in real time. This application can complete the real-time control of the power of the fuel cell vehicle. And the weight parameter calculation of this application starts from three aspects, namely the hydrogen consumption of the fuel cell, the SOC fluctuation of the power battery and the variable load of the fuel cell. The performance of the final control is to improve the utilization rate of the fuel of the whole vehicle, enhance the stability of the battery power, suppress the violent fluctuation of the fuel cell power, reduce the decay rate of the fuel cell service life, and improve the overall economy of the fuel cell vehicle.

[0119] The following is a description of a fuel cell vehicle power control device provided in an embodiment of the present application. The fuel cell vehicle power control device described below and the fuel cell vehicle power control method described above can be referenced to each other.

[0120] like Figure 4 As shown, the fuel cell vehicle power control device may include:

[0121] The data acquisition unit 100 is used to acquire the power data and charge state data of the fuel cell vehicle power system at all times;

[0122] A weight parameter calculation unit 200, for obtaining weight parameters corresponding to a target adjustment period according to the power data and the state of charge data, wherein the weight parameters include a hydrogen consumption optimization weight, a state of charge deviation optimization weight, and a fuel cell variable load optimization weight;

[0123] A target power acquisition unit 300, configured to acquire a fuel cell target power that satisfies a current target cost condition according to the weight parameter, the power data and the state of charge data;

[0124] The power control unit 400 is used to control the fuel cell system to output the target power.

[0125] The present application discloses a fuel cell vehicle power control device, which includes a data acquisition unit for acquiring power data and charge state data of the fuel cell vehicle power system at all times; a weight parameter calculation unit for obtaining weight parameters corresponding to a target adjustment period; a target power acquisition unit for obtaining a fuel cell target power that meets the current target cost condition; and a power control unit for controlling the fuel cell system to output the target power. The device can control the fuel cell power in real time while taking into account the economy of the fuel cell, thereby improving the cost performance of the fuel cell vehicle.

[0126] Preferably, the weight calculation unit includes:

[0127] A weight calculation parameter acquisition subunit is used to obtain, based on the power data and the state of charge data, an average value and an expected value of the state of charge of the power battery at all times in the previous target adjustment cycle time period, an average value and an expected value of the absolute value of the deviation between the state of charge and the expected value of the state of charge at all times in the previous target adjustment cycle time period, and an average value and an expected value of the power change of the fuel cell at all times in the previous target adjustment cycle time period;

[0128] The weight parameter calculation subunit is used to obtain the hydrogen consumption optimization weight, the charge state deviation optimization weight and the fuel cell load optimization weight corresponding to the target adjustment period according to all the average values ​​and expected values.

[0129] Preferably, the weight parameter calculation subunit includes:

[0130] The hydrogen consumption calculation cycle difference calculation subunit is used to calculate the difference between the average value and the expected value of the power battery state of charge at all times during the previous target adjustment cycle time period;

[0131] The hydrogen consumption calculation cycle data acquisition subunit is used to obtain the hydrogen consumption adjustment coefficient and the hydrogen consumption optimization weight value of the previous target adjustment cycle;

[0132] The hydrogen consumption optimization weight calculation subunit is used to obtain the hydrogen consumption optimization weight at the current moment according to the difference, the hydrogen consumption adjustment coefficient and the hydrogen consumption optimization weight value of the previous target adjustment cycle.

[0133] Preferably, the weight parameter calculation subunit includes:

[0134] The state of charge deviation calculation cycle difference calculation subunit is used to calculate the difference between the average value of the absolute value of the deviation between the state of charge and the expected value of the state of charge at all times in the previous target adjustment cycle time period and the expected value;

[0135] A state of charge deviation period data acquisition subunit, used to obtain a state of charge deviation adjustment parameter and a state of charge deviation optimization weight value of a previous target adjustment period;

[0136] The state of charge deviation optimization weight calculation subunit is used to obtain the state of charge deviation optimization weight at the current moment according to the difference, the state of charge deviation adjustment parameter and the state of charge deviation optimization weight value of the previous target adjustment cycle.

[0137] Preferably, the weight parameter calculation subunit includes:

[0138] The fuel cell cycle difference calculation subunit is used to calculate the difference between the average value of the fuel cell power variation at all times in the previous target adjustment cycle time period and the expected value;

[0139] A fuel cell variable load cycle data acquisition subunit is used to obtain a fuel cell variable load adjustment coefficient and a fuel cell variable load optimization weight value of a previous target adjustment cycle;

[0140] The fuel cell variable load optimization weight calculation subunit is used to obtain the fuel cell variable load optimization weight at the current moment according to the difference, the fuel cell variable load adjustment coefficient and the fuel cell variable load optimization weight value of the previous target adjustment cycle.

[0141] Preferably, the target power acquisition unit includes:

[0142] The target power acquisition subunit is used to obtain the target power of the fuel cell based on the target cost condition determined by the hydrogen consumption cost, the state of charge deviation cost and the variable load cost.

[0143] Preferably, the target power acquisition unit includes:

[0144] The output power acquisition subunit is used to determine the total power required by the fuel cell vehicle and the range of the power to be output by the fuel cell according to the power data and the state of charge data;

[0145] The power battery output power acquisition subunit is used to determine the power battery output power range according to the total power required by the fuel cell vehicle and the power range to be output by the fuel cell;

[0146] The final output power acquisition subunit is used to comprehensively consider the total power demand of the fuel cell vehicle and the range of the power battery output power to determine the final range of the fuel cell output power at the current moment;

[0147] The output power acquisition subunit is used to determine the target power of the fuel cell that meets the current target cost condition from the final range of the fuel cell output power at the current moment according to the weight parameter.

[0148] Preferably, it also includes:

[0149] The initial value assignment unit is used to determine the initial value of each weight parameter when the fuel cell system is started.

[0150] Preferably, it also includes:

[0151] The power battery output power acquisition unit is used to determine the output power of the power battery according to the total power required by the fuel cell vehicle and the target power ultimately output by the fuel cell.

[0152] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0153] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0154] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling output power of a fuel cell vehicle, It is characterized in that include: Obtain the power data and state of charge data of the fuel cell vehicle power system at all times; According to the power data and the state of charge data, weight parameters corresponding to the target adjustment period are obtained, wherein the weight parameters include a hydrogen consumption optimization weight, a state of charge deviation optimization weight, and a fuel cell variable load optimization weight; Obtaining a fuel cell target power that meets a current target cost condition according to the weight parameter, the power data and the state of charge data; The fuel cell system is controlled to output the target power.

2. The method according to claim 1, It is characterized in that The obtaining, according to the power data and the state of charge data, a weight parameter corresponding to the target adjustment period includes: According to the power data and the state of charge data, obtaining an average value and an expected value of the state of charge of the power battery at all times in the last target adjustment cycle time period, an average value and an expected value of the absolute value of the deviation between the state of charge and the expected value of the state of charge at all times in the last target adjustment cycle time period, and an average value and an expected value of the power change of the fuel cell at all times in the last target adjustment cycle time period; According to all the average values ​​and expected values, the hydrogen consumption optimization weight, the state of charge deviation optimization weight and the fuel cell load variation optimization weight corresponding to the target adjustment period are obtained.

3. The method according to claim 2, It is characterized in that The step of obtaining the hydrogen consumption optimization weight corresponding to the target adjustment period includes: Calculate the difference between the average value and the expected value of the power battery state of charge at all times during the previous target adjustment cycle; Obtain the hydrogen consumption adjustment coefficient and the hydrogen consumption optimization weight value of the previous target adjustment cycle; The hydrogen consumption optimization weight at the current moment is obtained according to the difference, the hydrogen consumption adjustment coefficient and the hydrogen consumption optimization weight value of the previous target adjustment cycle.

4. The method according to claim 2, It is characterized in that The step of obtaining the charge state deviation optimization weight corresponding to the target adjustment period includes: Calculate the difference between the average value of the absolute value of the deviation between the state of charge and the expected value of the state of charge at all times in the previous target adjustment cycle time period and the expected value; Obtaining the state of charge deviation adjustment parameter and the state of charge deviation optimization weight value of the previous target adjustment cycle; The state of charge deviation optimization weight at the current moment is obtained according to the difference, the state of charge deviation adjustment parameter and the state of charge deviation optimization weight value of the previous target adjustment cycle.

5. The method according to claim 2, It is characterized in that The step of obtaining the fuel cell load-variable optimization weight corresponding to the target adjustment period includes: Calculate the difference between the average value of the fuel cell power variation at all times during the last target adjustment cycle and the expected value; Obtaining the fuel cell variable load adjustment coefficient and the fuel cell variable load optimization weight value of the previous target adjustment cycle; The fuel cell variable load optimization weight at the current moment is obtained according to the difference, the fuel cell variable load adjustment coefficient and the fuel cell variable load optimization weight value of the previous target adjustment cycle.

6. The method according to claim 1, It is characterized in that The step of obtaining a target power of a fuel cell that meets a current target cost condition includes: The target power of the fuel cell is obtained based on the target cost condition determined by the hydrogen consumption cost, the state of charge deviation cost and the variable load cost.

7. The method according to claim 1, It is characterized in that The step of obtaining a target power of a fuel cell that meets a current target cost condition according to the weight parameter, the power data and the state of charge data includes: Determine the total power required by the fuel cell vehicle and the range of the power to be output by the fuel cell according to the power data and the state of charge data; Determining the range of the power battery output power according to the total power demand of the fuel cell vehicle and the range of the power to be output by the fuel cell; The final range of fuel cell output power at the current moment is determined by comprehensively considering the total power demand of the fuel cell vehicle and the range of power battery output power; From the final range of fuel cell output power at the current moment, the target power of the fuel cell that meets the current target cost condition is determined according to the weight parameter.

8. The method according to claim 2, It is characterized in that Also includes: When the fuel cell system is started, the initial values ​​of the weight parameters are determined.

9. The method according to claim 7, It is characterized in that Also includes: The output power of the power battery is determined based on the total power required by the fuel cell vehicle and the target power ultimately output by the fuel cell.

10. A fuel cell vehicle output power control device, It is characterized in that include: A data acquisition unit, used to acquire power data and charge state data of the fuel cell vehicle power system at all times; A weight parameter calculation unit, used to obtain weight parameters corresponding to the target adjustment period according to the power data and the state of charge data, wherein the weight parameters include a hydrogen consumption optimization weight, a state of charge deviation optimization weight, and a fuel cell variable load optimization weight; A target power acquisition unit, configured to acquire a target power of a fuel cell that meets a current target cost condition according to the weight parameter, the power data and the state of charge data; A power control unit is used to control the fuel cell system to output the target power.

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