Pump truck energy management method and device, vehicle control unit, management system and pump truck

Abstract

The invention relates to a pump truck energy management method and device, a vehicle control unit, a management system and a pump truck. The method comprises the steps that the current vehicle working condition of the pump truck is determined; under the condition that the current vehicle working condition is the pumping working condition, the current charge state of the power battery is obtained; under the condition that the current charge state is between the first charge threshold value and the second charge threshold value, the average power of the previous pumping working condition is compared with a first preset power value, and a smaller value is obtained; the first preset power value is a first preset percentage value of the rated power of the fuel cell; the smaller value is set as the current output power of the fuel cell. By adopting the method, the average power of the previous pumping working condition is compared with the first preset power value representing the high-efficiency region of the fuel cell, and the smaller value is taken as output, so that the fuel cell system can continuously operate in the high-efficiency region, and efficiency reduction and service life reduction caused by direct following of the violently fluctuating load power are avoided.

Description

Technical Field

[0001] This application relates to the field of engineering machinery power systems, and in particular to a pump truck energy management method, a pump truck energy management device, a vehicle controller, a pump truck energy management system, and a pump truck. Background Technology

[0002] As an important piece of construction machinery, concrete pump trucks have evolved their power systems from traditional diesel engines to hybrid power and then to pure electric engines. Currently, the mainstream technology is still the traditional diesel power solution, where the chassis diesel engine drives the vehicle while it is moving, and a separate diesel engine provides power for the pumping operation. This solution has inherent drawbacks such as high pollution, high energy consumption, and high noise, making it difficult to meet the requirements of green construction.

[0003] To address these issues, the industry has begun exploring new energy technology routes. Among them, hydrogen fuel cell technology, with its advantages of zero emissions, high energy density, and fast refueling, is considered an ideal clean power solution for commercial vehicles. Currently, energy management strategies for hydrogen fuel cell commercial vehicles are relatively mature, but they are mainly designed for road driving conditions. Applying existing energy management strategies for road driving conditions directly to pump trucks with drastic power fluctuations will lead to problems such as low system efficiency and shortened component lifespan. Specifically, during pumping operations, to overcome the enormous resistance of concrete and drive the boom movement, the system needs to frequently cope with instantaneous high power demands and drastically fluctuating loads. Existing strategies, when faced with such drastic load changes, force the hydrogen fuel cell system to frequently adjust its output power to keep up. This frequent power fluctuation and start-stop will force the fuel cell to deviate from its efficient operating range for extended periods, resulting in a significant reduction in the overall energy efficiency of the system. More seriously, this unstable operating state will significantly accelerate the performance degradation of the fuel cell stack and shorten its lifespan. Summary of the Invention

[0004] Based on this, it is necessary to provide a pump truck energy management method, pump truck energy management device, vehicle controller, pump truck energy management system, and pump truck to address the above-mentioned technical problems. This would allow the pump truck to adapt to the power characteristics of its pumping operation, effectively solve the efficiency and durability issues of fuel cells under drastic load fluctuations, and ultimately enable hydrogen fuel cell pump trucks to simultaneously achieve the goals of zero emissions, long range, high efficiency, and adaptive operation.

[0005] In a first aspect, this application provides an energy management method for a pump truck, wherein the pump truck is powered by a fuel cell system and a power battery in coordination, and the method includes: Determine the current vehicle operating condition of the pump truck; When the current vehicle operating condition is pumping operation, the current state of charge of the power battery is obtained; When the current state of charge is between a first charge threshold and a second charge threshold, the average power of the previous pumping condition is compared with a first preset power value to obtain the smaller value; the first preset power value is a first preset percentage of the rated power of the fuel cell system. The smaller value is set as the current output power of the fuel cell system.

[0006] In one embodiment, the first charge threshold is less than the second charge threshold, and the method further includes: If the current state of charge is not greater than the first charge threshold, the sum of the average power and the dynamic compensation power of the previous pumping condition is determined as the current output power of the fuel cell system. The dynamic compensation power is determined based on the difference between the equilibrium point state of charge and the current state of charge, as well as the estimated remaining pumping time; the equilibrium point state of charge is the calibrated state of charge used to maintain the energy balance of the system under pumping conditions.

[0007] In one embodiment, the dynamic compensation power It is determined according to the following formula: ; in, For compensation coefficient, The equilibrium point state of charge, The current state of charge, The estimated duration for the remaining pumping.

[0008] In one embodiment, the method further includes: If the current state of charge is greater than the second charge threshold, the current output power of the fuel cell system is determined to be zero.

[0009] In one embodiment, determining the current vehicle operating condition of the pump truck includes: If the pumping start signal of the pump truck is detected or the current oil pressure of the pumping hydraulic system is greater than the preset pressure threshold, then the current vehicle operating condition is determined to be the pumping operating condition. If the current speed of the pump truck is detected to be greater than a preset speed threshold, then the current vehicle operating condition is determined to be a driving condition. If a deploying outrigger signal is detected, the current vehicle operating condition is determined to be the deploying outrigger condition; If the pumping start signal and the outrigger deployment signal are not detected, and the vehicle speed is detected to be zero or lower than the preset vehicle speed threshold, and the current power demand of the pump truck drive motor is greater than the idle power threshold, then the current vehicle operating condition is determined to be the idle operating condition.

[0010] In one embodiment, when the current vehicle operating condition is the driving condition, the method further includes: Obtain the current state of charge of the power battery; When the current state of charge is greater than the third state of charge threshold, the output power of the fuel cell system is controlled to be zero; When the current state of charge is between the fourth state of charge threshold and the third state of charge threshold, the output power of the fuel cell system is controlled to be the smaller value between the average power of the previous driving condition and the second preset power value; the second preset power value is a second preset percentage of the rated power of the fuel cell system. When the current state of charge is between the fifth state of charge threshold and the fourth state of charge threshold, the output power of the fuel cell system is controlled to be the average power of the previous driving condition; When the current state of charge is not greater than the fifth state of charge threshold, the output power of the fuel cell system is controlled to be the sum of the average power of the previous driving condition and the first preset compensation power.

[0011] In one embodiment, when the vehicle first enters the driving condition, the average power of the previous driving condition is pre-calibrated based on the average power of the standard driving cycle condition or the typical transfer driving condition of the pump truck. And / or, when the vehicle first enters the pumping condition, the average power of the previous pumping condition is the average power determined based on a pre-calibrated power spectrum of a typical pump truck operating cycle.

[0012] In one embodiment, when the current vehicle operating condition is the idling condition or the outrigger deployment condition, the method further includes: Obtain the current state of charge of the power battery; When the current state of charge is greater than the sixth charge threshold, the output power of the fuel cell system is controlled to be zero; When the current state of charge is between the seventh state of charge threshold and the sixth state of charge threshold, the output power of the fuel cell system is controlled to a third preset power value; the third preset power value is obtained based on the efficiency-power characteristic curve of the fuel cell system. When the current state of charge is between the eighth state of charge threshold and the seventh state of charge threshold, the output power of the fuel cell system is controlled to be the average power of the previous corresponding operating condition. When the current state of charge is not greater than the eighth state of charge threshold, the output power of the fuel cell system is controlled to be the sum of the average power of the previous corresponding operating condition and the second preset compensation power.

[0013] Secondly, this application also provides a pump truck energy management device, wherein the pump truck is powered by a fuel cell system and a power battery in coordination, and the device includes: The operating condition determination module is used to determine the current vehicle operating condition of the pump truck; The status acquisition module is used to acquire the current state of charge of the power battery when the current vehicle operating condition is pumping condition. The power calculation module is used to compare the average power of the previous pumping condition with a first preset power value when the current state of charge is between a first charge threshold and a second charge threshold, and obtain the smaller value; the first preset power value is a first preset percentage of the rated power of the fuel cell system. A power distribution module is used to set the smaller value as the current output power of the fuel cell system.

[0014] Thirdly, embodiments of this application provide a vehicle controller, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps of a pump truck energy management method.

[0015] Fourthly, embodiments of this application provide a pump truck energy management system, including a pump truck energy management device or a vehicle controller, and a fuel cell system, a battery management system, a drive motor controller, and an auxiliary motor controller that are communicatively connected to the pump truck energy management device or the vehicle controller; the system further includes a power battery connected to the battery management system, a drive motor connected to the drive motor controller, and an auxiliary motor connected to the auxiliary motor controller and used for driving pumping operations.

[0016] Fifthly, embodiments of this application provide a pump truck, including a vehicle controller or a pump truck energy management system.

[0017] One of the above technical solutions has the following advantages or beneficial effects: By designing a differentiated energy management strategy specifically for the pumping conditions of the pump truck, the efficiency and durability issues of the hydrogen fuel cell system under drastically fluctuating loads are effectively solved. Specifically, under pumping conditions, by comparing the average power of the previous pumping condition with a first preset power value representing the high-efficiency zone of the fuel cell and taking the smaller value as the output, the fuel cell system can be ensured to continuously operate within the high-efficiency range, avoiding efficiency degradation and lifespan reduction caused by directly following drastically fluctuating load power. Simultaneously, this energy management strategy utilizes the power battery as a power buffer to smooth the output of the fuel cell, thereby enabling the hydrogen fuel cell pump truck to achieve both zero emissions and high efficiency, realizing the goals of long range and adaptive operation under various conditions. Attached Figure Description

[0018] Figure 1 This is a flowchart illustrating a pump truck energy management method in one embodiment; Figure 2 This is a flowchart illustrating the pump truck energy management method in another embodiment; Figure 3 This is a flowchart illustrating the pump truck energy management method in another embodiment; Figure 4 This is a flowchart illustrating the pump truck energy management method in yet another embodiment; Figure 5 This is a structural block diagram of the pump truck energy management device in one embodiment; Figure 6 This is an internal structure diagram of the vehicle controller in one embodiment; Figure 7 This is a structural block diagram of the pump truck energy management system in one embodiment. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0020] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0021] The pump truck energy management method provided in this application can be applied to... Figure 7 The energy management system for a pump truck provided in this application is shown. The system includes a vehicle controller (VCU), a fuel cell system, a power battery and its battery management system (BMS), a drive motor controller (optionally a multi-functional controller as shown in the figure), a drive motor, an auxiliary motor controller (or superstructure controller), and an auxiliary motor for driving pumping operations. The vehicle controller can communicate with the fuel cell controller, BMS, drive motor controller, and superstructure controller via a CAN bus to obtain the vehicle status and send control commands, thus forming the functional entity of the pump truck energy management device.

[0022] In one embodiment, such as Figure 1 and Figure 2 As shown, a pump truck energy management method is provided, which is applied to... Figure 7 Taking the vehicle controller as an example, the explanation includes the following steps: S102, determine the current vehicle operating condition of the pump truck.

[0023] This step is a prerequisite for implementing subsequent differentiated energy management strategies. The vehicle operating conditions can include at least pumping conditions, driving conditions, idling conditions, and outrigger deployment conditions. Of course, other specific operating conditions can also be preset based on the differentiated energy management strategy principle of this application. Specifically, the vehicle controller can determine the current operating condition by parsing various signals from the vehicle's CAN bus.

[0024] For example, if the pump truck's pumping start signal is detected or the current oil pressure of the pumping hydraulic system exceeds a preset pressure threshold, the current vehicle operating condition is determined to be pumping mode. In practice, either condition can be set to be met for pumping mode to be confirmed, or both conditions can be met simultaneously; no restrictions are set here. Further implementation involves the VCU receiving a high-level digital signal representing the pumping start signal from the upper structure controller via the CAN bus, or directly detecting that the current oil pressure of the pumping hydraulic system exceeds a preset pressure threshold, such as 10 MPa, then entering pumping mode is determined. By detecting the pumping start signal and introducing the oil pressure signal as a redundant judgment, the accuracy and robustness of operating condition identification can be improved. Pumping mode is the most important and power-intensive operating condition for pump trucks.

[0025] If the current speed of the pump truck is detected to be greater than the preset speed threshold, the current vehicle operating condition is determined to be driving condition; specifically, if the current speed obtained by the VCU from the chassis controller via the CAN bus is higher than the preset speed threshold, such as 5 km / h, it is determined to be driving condition.

[0026] If an outrigger deployment signal is detected, the current vehicle operating condition is determined to be the outrigger deployment condition; specifically, if the VCU receives an outrigger deployment signal from the outrigger control system, such as an outrigger displacement sensor signal or an outrigger position switch signal, then this operating condition is determined.

[0027] If no pumping start signal or outrigger deployment signal is detected, and the vehicle speed is zero or below a preset speed threshold, while the current power demand of the pump truck's drive motor is greater than the idle power threshold, then the current vehicle operating condition is determined to be idle. Specifically, if the aforementioned pumping and outrigger signals are not detected, and the vehicle speed is zero or below the speed threshold, while the current power demand of the drive motor is greater than the idle power threshold, then it is determined to be idle. Understandably, this idle power threshold can be used to filter out the pump truck's silent state in actual implementation, and can usually cover the power consumption of accessories such as air conditioning; the specific value is not limited here.

[0028] S104: Under the current vehicle operating condition of pumping, obtain the current state of charge of the power battery.

[0029] The current State of Charge (SOC) is the percentage of the remaining power of the power battery. Its value range is usually from 0% to 100%. It is calculated by the Battery Management System (BMS) through real-time monitoring of parameters such as battery voltage and current, and sent to the Vehicle Control Unit (VCU) via the CAN bus. Understandably, SOC is a key state parameter for measuring the energy reserve of the power battery.

[0030] S106, when the current State of Charge is between the first State of Charge threshold and the second State of Charge threshold, compare the average power of the previous pumping operation with the first preset power value to obtain the smaller value.

[0031] This step is for the scenario of the pumping operation and the power battery being at a medium level, that is, between the first State of Charge threshold SOC1 and the second State of Charge threshold SOC2, and SOC1 < SOC2; as Figure 2 shown, when the current State of Charge is between the first State of Charge threshold and the second State of Charge threshold, that is, SOC1 < SOC ≤ SOC2, at this time, compare the average power of the previous pumping operation with the first preset power value to obtain the smaller value.

[0032] Among them, the average power of the previous pumping operation refers to the average value of the vehicle's demand power during the pumping operation in the most recent or previous statistical cycle. This value can be calculated and stored in real time by the VCU during the pumping operation. When the vehicle first pumps, that is, the initial value of the average power of the previous pumping operation, can be determined based on the pre-calibrated power spectrum of the typical operation cycle of the pump truck. For example, the average power demand under typical displacement and typical boom posture can be obtained through a large amount of experimental data.

[0033] Among them, the first preset power value can be understood as a first preset percentage value of the rated power of the fuel cell system, such as 40% - 70%. The setting of this percentage is based on the efficiency-power characteristic curve of the fuel cell system, aiming to make this power value fall within the high-efficiency working range of the fuel cell.

[0034] Taking the smaller value between the average power of the previous pumping operation and the first preset power value, that is, the higher-efficiency power value, ensures that the output power of the fuel cell will not be lower than the lower limit of its high-efficiency range, that is, the first preset power value, and at the same time can also refer to the historical operation intensity, that is, the average power of the previous pumping operation. When the historical average power is low, the fuel cell outputs sufficient power to meet the demand; when the historical average power is high, it is forced to operate at the high-efficiency power point, thus avoiding the fuel cell working in the low-efficiency range. This rule of taking the smaller value is essentially a fusion strategy of power filtering and efficiency orientation. It does not simply follow the instantaneous load, but takes the historical operation intensity as a reference and takes maintaining the high efficiency of the fuel cell as the core goal, thus fundamentally avoiding the problems of frequent power mutations and start-stop.

[0035] S108 sets the smaller value as the current output power of the fuel cell system, i.e. Figure 2 The PFC shown.

[0036] The VCU takes the smaller value calculated in S106 as the target power command and sends it to the fuel cell controller via the CAN bus. The fuel cell system then executes this power output command. Simultaneously, the difference between the vehicle's real-time power demand and the fuel cell's output power is compensated by the battery through discharge or recharge.

[0037] In the pump truck energy management method of the above embodiments, through the above steps, an optimized power distribution strategy is designed specifically for the medium power range of pumping conditions. This strategy cleverly avoids the fuel cell from falling into the inefficient zone due to load fluctuations by taking the smaller value, ensuring its continuous and efficient operation, thereby improving the system energy efficiency and extending the fuel cell life. It is the key to achieving efficient and reliable operation of hydrogen fuel cell pump trucks.

[0038] In one embodiment, the first charge threshold is less than the second charge threshold. The pump truck energy management method further includes: determining the sum of the average power and dynamic compensation power of the previous pumping condition as the current output power of the fuel cell system, provided the current state of charge is not greater than the first charge threshold; the dynamic compensation power is determined based on the difference between the equilibrium point state of charge and the current state of charge, and the estimated remaining pumping time; the equilibrium point state of charge is the calibrated state of charge used to maintain the system's energy balance under pumping conditions. In a specific embodiment, the dynamic compensation power... It is determined according to the following formula: ; in, For compensation coefficient, The equilibrium state of charge, The current state of charge, The estimated duration of the remaining pumping.

[0039] In a further embodiment, the pump truck energy management method further includes: determining that the current output power of the fuel cell system is zero when the current state of charge is greater than a second charge threshold.

[0040] The above embodiments further refine the strategies for different SOC ranges under pumping conditions.

[0041] When the current state of charge is no greater than SOC1 (i.e., the low charge range), the output power of the fuel cell system is the sum of the average power of the previous pumping condition and the dynamic compensation power. Dynamic compensation power (i.e., Figure 2 In This is used to quickly replenish energy when the battery is low, preventing over-discharge. It is determined based on the difference between the equilibrium point state of charge (SOCb) and the current state of charge, as well as the estimated remaining pumping time. The equilibrium point SOCb is a pre-calibrated target value, such as 50%, used to maintain system energy balance during pumping operations, providing a buffer for battery charging and discharging. The estimated remaining pumping time t can be input by the operator or estimated based on the current concrete volume and pumping flow rate; no specific numerical limit is specified here.

[0042] When the current state of charge is greater than SOC2 (i.e., the high charge range), the output power of the fuel cell system can be controlled to zero, that is, the energy of the power battery is used first to protect the fuel cell from unnecessary start-stop and make full use of the clean electrical energy stored in the battery.

[0043] In one embodiment, see Figure 3 When the current vehicle operating condition is driving, the pump truck energy management method further includes: acquiring the current state of charge (SOC) of the power battery; when the current SOC is greater than a third SOC threshold (SOC3), controlling the output power of the fuel cell system to be zero; when the current SOC is between a fourth SOC threshold (SOC4) and a third SOC threshold (SOC3), controlling the output power of the fuel cell system to be the smaller value between the average power of the previous driving condition and a second preset power value; the second preset power value is a second preset percentage of the rated power of the fuel cell system; when the current SOC is between a fifth SOC threshold (SOC5) and a fourth SOC threshold (SOC4), controlling the output power of the fuel cell system to be the average power of the previous driving condition; when the current SOC is not greater than the fifth SOC threshold (SOC5), controlling the output power of the fuel cell system to be the sum of the average power of the previous driving condition and a first preset compensation power. In a further embodiment, when the vehicle first enters the driving condition, the average power of the previous driving condition is pre-calibrated based on the average power of a standard driving cycle or a typical pump truck transfer driving condition.

[0044] The above embodiments illustrate the energy management strategy and initial value setting rules under driving conditions. For example... Figure 3 As shown, under driving conditions, the VCU obtains the current SOC of the power battery and performs the following hierarchical control: When SOC > SOC3 (high charge): the fuel cell system does not work, and pure electric drive is used.

[0045] When SOC4 < SOC ≤ SOC3 (medium-high charge): The fuel cell output power is the smaller of the average power of the previous driving condition and the second preset power value, where the second preset power value is a second preset percentage of the fuel cell's rated power. This logic is basically consistent with the pumping condition and is used to maintain the fuel cell's efficient operation.

[0046] When SOC5 < SOC ≤ SOC4 (medium to low charge): the fuel cell output power is the average power of the previous driving condition, in order to maintain SOC stability.

[0047] When SOC ≤ SOC5 (low charge): The fuel cell output power is the sum of the average power of the previous driving condition and the first preset compensation power. This first preset compensation power is... Figure 3 In It is a preset constant value or a value calibrated based on battery capacity, designed to charge the battery quickly.

[0048] Regarding the initial value issue, when the vehicle first enters the driving condition, the average power of the previous driving condition can be pre-calibrated based on the average power of the national standard driving cycle condition or the typical relocation driving condition of the pump truck. This solution ensures that the system can perform reasonable energy management from the first operation, improving the rigor of the strategy.

[0049] In one embodiment, see Figure 4 When the current vehicle operating condition is idling or outrigger deployment, the pump truck energy management method further includes: acquiring the current state of charge (SOC) of the power battery; when the current SOC is greater than the sixth SOC threshold (SOC6), controlling the output power of the fuel cell system to be zero; when the current SOC is between the seventh SOC threshold (SOC7) and the sixth SOC threshold (SOC6), controlling the output power of the fuel cell system to be a third preset power value; the third preset power value is obtained based on the efficiency-power characteristic curve of the fuel cell system; when the current SOC is between the eighth SOC threshold (SOC8) and the seventh SOC threshold (SOC7), controlling the output power of the fuel cell system to be the average power of the previous corresponding operating condition; when the current SOC is not greater than the eighth SOC threshold (SOC8), controlling the output power of the fuel cell system to be the sum of the average power of the previous corresponding operating condition and the second preset compensation power.

[0050] This embodiment describes the strategies for idling and outrigger operation. For example... Figure 4 As shown, under two conditions with low and stable power demand: idling or outrigger deployment: When SOC > SOC6: The fuel cell system is not working.

[0051] When SOC7 < SOC ≤ SOC6: The fuel cell output power is controlled to the third preset power value. This power value is obtained based on the efficiency-power characteristic curve of the fuel cell system and is usually selected as a lower power value near the system's optimal efficiency point to ensure efficient operation under auxiliary conditions.

[0052] When SOC8 < SOC ≤ SOC7: The fuel cell output power is the average power of the previous corresponding operating condition, in order to maintain SOC stability.

[0053] When SOC≤SOC8: Control the fuel cell output power to be the average power of the previous corresponding operating condition plus the second preset compensation power (i.e., Figure 4 In The sum of these two values ​​is used to balance efficiency and power maintenance. This second preset compensation power... It can also be configured to a preset constant value or a value calibrated based on battery capacity, designed to charge the battery quickly.

[0054] Similarly, for idling or outrigger deployment conditions, the average power of the previous idling condition or the average power of the previous outrigger deployment condition needs to be initialized when the vehicle first enters these conditions. This initial value can be calibrated based on the typical average power consumption under the condition. Specifically, for idling conditions, the initial average power can be determined by measuring the average power consumption of the vehicle under typical idling conditions (such as a parking waiting state with the cab air conditioning on and onboard equipment working normally). For outrigger deployment conditions, the initial average power can be calibrated based on the average power demand of the outrigger hydraulic pump motor in a typical deployment / retraction cycle. This scheme ensures that the energy management strategy proposed in this application can operate completely and stably from the first power-on of the vehicle, avoiding control logic failure due to missing historical data.

[0055] Furthermore, it should be understood that the first / second preset compensation power under the aforementioned driving and idling conditions is essentially a pre-calibrated, non-dynamically calculated power value, intended to provide a stable charging power. Unlike the dynamic compensation power calculated in real-time based on formulas under pumping conditions, the pumping condition, due to its continuous operation and predictable power, is more suitable for using a dynamic model.

[0056] It should be noted that SOC2, SOC3, and SOC6 can be configured to the same value, or they can be configured differently as needed.

[0057] In conclusion, the method proposed in this application has at least the following beneficial effects: 1. It achieves the unity of zero emissions and high-efficiency operation of pump trucks, specifically by discharging only water, completely solving the problem of exhaust pollution from diesel engines, and at the same time solving the range anxiety of pure electric pump trucks, thus achieving the unity of environmental protection and high efficiency.

[0058] 2. It has achieved intelligent energy management that adapts to different operating conditions. For the first time, it has designed a differentiated energy allocation strategy that is closely coupled with the State of Charge (SOC) for complex operation modes such as pump truck driving and pumping, so as to achieve on-demand energy allocation and optimal global energy efficiency.

[0059] 3. It ensures the extension of the lifespan of key components. Specifically, through refined power distribution, it avoids frequent start-stop and large power surges in the fuel cell, while smoothing the charging and discharging current of the power battery, which can effectively extend the service life of the fuel cell stack and the power battery.

[0060] 4. A dynamic compensation mechanism has been introduced. The dynamic compensation power model introduced in the pumping operation can be dynamically adjusted according to the real-time power shortage, effectively preventing construction interruption due to power depletion and improving the reliability of the system.

[0061] 5. It achieves long driving range and fast hydrogen refueling for pump trucks. Specifically, the energy density of the hydrogen fuel cell system is much higher than that of the power battery, the driving range is comparable to that of diesel vehicles, and the hydrogen refueling time is only 10-15 minutes, which is much faster than charging.

[0062] 6. It achieves low noise and wide applicability in pump truck operation. Since the operating noise of fuel cells and motors is much lower than that of diesel engines, it effectively expands the construction permits for pump trucks in sensitive areas such as urban nights, tunnels, and indoor spaces.

[0063] Of course, the fuel cell system mentioned in the above-mentioned scheme of this application may not directly drive the motor, but only act as a generator to charge the power battery, with all power provided by the power battery. Alternatively, a model predictive control (MPC) algorithm can be introduced into the above scheme to continuously optimize power allocation based on future distance and work plan, so as to achieve the theoretically lowest global hydrogen consumption. In short, any adaptive energy management strategy based on operating condition identification and battery state of charge (SOC) hierarchical control proposed in this application should be considered to fall within the protection scope of this application.

[0064] The deficiencies of the above solutions and the proposed solutions are the result of the inventor's practice and careful research. Therefore, the discovery process of the above problems and the solutions proposed in this disclosure below should be considered as the inventor's contribution to this disclosure.

[0065] It should be understood that, for the foregoing method embodiments, although the steps in the flowcharts are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the method embodiments may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0066] Based on the same inventive concept, this application also provides a pump truck energy management device for implementing the pump truck energy management method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more pump truck energy management device embodiments provided below can be found in the limitations of the pump truck energy management method described above, and will not be repeated here.

[0067] In one embodiment, such as Figure 5 As shown, a pump truck energy management device 500 is provided. The pump truck is powered by a fuel cell system and a power battery in coordination. The device includes: a working condition determination module 501, a status acquisition module 502, a power calculation module 503, and a power distribution module 504, wherein: The operating condition determination module 501 is used to determine the current vehicle operating condition of the pump truck; The status acquisition module 502 is used to acquire the current state of charge of the power battery when the current vehicle operating condition is pumping condition. The power calculation module 503 is used to compare the average power of the previous pumping condition with a first preset power value when the current state of charge is between a first charge threshold and a second charge threshold, and obtain the smaller value; the first preset power value is a first preset percentage of the rated power of the fuel cell system. The power distribution module 504 is used to set the smaller value as the current output power of the fuel cell system.

[0068] In one embodiment, if the first charge threshold is less than the second charge threshold, the power distribution module 504 is further configured to determine the sum of the average power and the dynamic compensation power of the previous pumping condition as the current output power of the fuel cell system, provided that the current state of charge is not greater than the first charge threshold. The dynamic compensation power is determined based on the difference between the equilibrium point state of charge and the current state of charge, as well as the estimated remaining pumping time. The equilibrium point state of charge is the calibrated state of charge used to maintain the energy balance of the system under the pumping condition.

[0069] In one embodiment, dynamic compensation power It is determined according to the following formula: ; in, For compensation coefficient, The equilibrium state of charge, The current state of charge, The estimated duration of the remaining pumping.

[0070] In one embodiment, the power distribution module 504 is further configured to determine that the current output power of the fuel cell system is zero when the current state of charge is greater than a second charge threshold.

[0071] In one embodiment, the operating condition determination module 501 is specifically used to: determine the current vehicle operating condition as pumping condition if a pumping start signal of the pump truck or the current oil pressure of the pumping hydraulic system is detected to be greater than a preset pressure threshold; determine the current vehicle operating condition as driving condition if the current vehicle speed of the pump truck is detected to be greater than a preset vehicle speed threshold; determine the current vehicle operating condition as outrigger deployment condition if an outrigger deployment signal is detected; and determine the current vehicle operating condition as idling condition if no pumping start signal or outrigger deployment signal is detected, and the vehicle speed is detected to be zero or lower than a preset vehicle speed threshold, and the current power demand of the pump truck drive motor is greater than the idle power threshold.

[0072] In one embodiment, when the current vehicle operating condition is driving, the power distribution module 504 is further configured to: acquire the current state of charge of the power battery; when the current state of charge is greater than a third charge threshold, control the output power of the fuel cell system to be zero; when the current state of charge is between a fourth charge threshold and a third charge threshold, control the output power of the fuel cell system to be the smaller value between the average power of the previous driving condition and a second preset power value; the second preset power value is a second preset percentage of the rated power of the fuel cell system; when the current state of charge is between a fifth charge threshold and a fourth charge threshold, control the output power of the fuel cell system to be the average power of the previous driving condition; when the current state of charge is not greater than the fifth charge threshold, control the output power of the fuel cell system to be the sum of the average power of the previous driving condition and a first preset compensation power.

[0073] In one embodiment, when the vehicle first enters the driving condition, the average power of the previous driving condition is obtained by pre-calibration based on the average power of the standard driving cycle or the typical relocation driving condition of the pump truck; and / or, when the vehicle first enters the pumping condition, the average power of the previous pumping condition is the average power determined based on the pre-calibrated power spectrum of the typical operating cycle of the pump truck.

[0074] In one embodiment, when the current vehicle operating condition is idling or outrigger deployment, the power distribution module 504 is further configured to: acquire the current state of charge of the power battery; when the current state of charge is greater than a sixth state of charge threshold, control the output power of the fuel cell system to be zero; when the current state of charge is between a seventh state of charge threshold and a sixth state of charge threshold, control the output power of the fuel cell system to a third preset power value; the third preset power value is obtained based on the efficiency-power characteristic curve of the fuel cell system; when the current state of charge is between an eighth state of charge threshold and a seventh state of charge threshold, control the output power of the fuel cell system to be the average power of the previous corresponding operating condition; when the current state of charge is not greater than the eighth state of charge threshold, control the output power of the fuel cell system to be the sum of the average power of the previous corresponding operating condition and a second preset compensation power.

[0075] Each module in the aforementioned pump truck energy management device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the vehicle controller in hardware form or independent of it, or stored in the memory of the vehicle controller in software form, so that the processor can call and execute the corresponding operations of each module.

[0076] Furthermore, in the above-described implementation of the pump truck energy management device, the logical division of each program module is merely illustrative. In actual applications, the above functions can be assigned to different program modules as needed, for example, for the sake of corresponding hardware configuration requirements or the convenience of software implementation. That is, the internal structure of the pump truck energy management device can be divided into different program modules to complete all or part of the functions described above.

[0077] In one embodiment, a vehicle controller is provided, the internal structure diagram of which can be as follows: Figure 6 As shown, the vehicle controller includes a processor, memory, input / output interfaces, and a communication interface. The processor, memory, and input / output interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the input / output interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides the environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The input / output interfaces are used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a pump truck energy management method.

[0078] Those skilled in the art will understand that Figure 6 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the vehicle controller to which the present application is applied. A specific vehicle controller may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0079] In one embodiment, a pump truck is provided that, by being equipped with the aforementioned vehicle controller or the aforementioned pump truck energy management system, can inherit all the aforementioned technical effects and is undoubtedly a new generation of green engineering machinery with zero emissions, long range, high efficiency, and adaptability to working conditions.

[0080] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0081] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification. In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0082] The terms “comprising” and “having”, and any variations thereof, in the embodiments herein are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or (module) units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus.

[0083] In this article, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0084] The terms "first" and "second" used herein are merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first" and "second" can be interchanged in a specific order or sequence where permissible. It should be understood that the objects distinguished by "first" and "second" can be interchanged where appropriate so that the embodiments described herein can be implemented in an order other than those illustrated or described herein.

[0085] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A pump truck energy management method, characterized in that, The pump truck is powered by a fuel cell system and a power battery working together, and the method includes: Determine the current vehicle operating condition of the pump truck; When the current vehicle operating condition is pumping operation, the current state of charge of the power battery is obtained; When the current state of charge is between a first charge threshold and a second charge threshold, the average power of the previous pumping condition is compared with a first preset power value to obtain the smaller value; the first preset power value is a first preset percentage of the rated power of the fuel cell system. The smaller value is set as the current output power of the fuel cell system.

2. The method according to claim 1, characterized in that, The first charge threshold is less than the second charge threshold, and the method further includes: If the current state of charge is not greater than the first charge threshold, the sum of the average power and the dynamic compensation power of the previous pumping condition is determined as the current output power of the fuel cell system. The dynamic compensation power is determined based on the difference between the equilibrium point state of charge and the current state of charge, as well as the estimated remaining pumping time; the equilibrium point state of charge is the calibrated state of charge used to maintain the energy balance of the system under pumping conditions.

3. The method according to claim 2, characterized in that, The dynamic compensation power It is determined according to the following formula: ； in, For compensation coefficient, The equilibrium point state of charge, The current state of charge, The estimated duration for the remaining pumping.

4. The method according to claim 2, characterized in that, The method further includes: If the current state of charge is greater than the second charge threshold, the current output power of the fuel cell system is determined to be zero.

5. The method according to any one of claims 1 to 4, characterized in that, Determining the current vehicle operating condition of the pump truck includes: If the pumping start signal of the pump truck is detected or the current oil pressure of the pumping hydraulic system is greater than the preset pressure threshold, then the current vehicle operating condition is determined to be the pumping operating condition. If the current speed of the pump truck is detected to be greater than a preset speed threshold, then the current vehicle operating condition is determined to be a driving condition. If a deploying outrigger signal is detected, the current vehicle operating condition is determined to be the deploying outrigger condition; If the pumping start signal and the outrigger deployment signal are not detected, and the vehicle speed is detected to be zero or lower than the preset vehicle speed threshold, and the current power demand of the pump truck drive motor is greater than the idle power threshold, then the current vehicle operating condition is determined to be the idle operating condition.

6. The method according to claim 5, characterized in that, When the current vehicle operating condition is the driving condition, the method further includes: Obtain the current state of charge of the power battery; When the current state of charge is greater than the third state of charge threshold, the output power of the fuel cell system is controlled to be zero; When the current state of charge is between the fourth state of charge threshold and the third state of charge threshold, the output power of the fuel cell system is controlled to be the smaller value between the average power of the previous driving condition and the second preset power value; the second preset power value is a second preset percentage of the rated power of the fuel cell system. When the current state of charge is between the fifth state of charge threshold and the fourth state of charge threshold, the output power of the fuel cell system is controlled to be the average power of the previous driving condition; When the current state of charge is not greater than the fifth state of charge threshold, the output power of the fuel cell system is controlled to be the sum of the average power of the previous driving condition and the first preset compensation power.

7. The method according to claim 6, characterized in that, When the vehicle first enters the driving condition, the average power of the previous driving condition is obtained by pre-calibration based on the average power of the standard driving cycle condition or the typical transfer driving condition of the pump truck. And / or, when the vehicle first enters the pumping condition, the average power of the previous pumping condition is the average power determined based on a pre-calibrated power spectrum of a typical pump truck operating cycle.

8. The method according to claim 5, characterized in that, When the current vehicle operating condition is the idling condition or the outrigger deployment condition, the method further includes: Obtain the current state of charge of the power battery; When the current state of charge is greater than the sixth charge threshold, the output power of the fuel cell system is controlled to be zero; When the current state of charge is between the seventh state of charge threshold and the sixth state of charge threshold, the output power of the fuel cell system is controlled to a third preset power value; the third preset power value is obtained based on the efficiency-power characteristic curve of the fuel cell system. When the current state of charge is between the eighth state of charge threshold and the seventh state of charge threshold, the output power of the fuel cell system is controlled to be the average power of the previous idling condition or the previous leg deployment condition. When the current state of charge is not greater than the eighth state of charge threshold, the output power of the fuel cell system is controlled to be the sum of the average power of the previous idling condition or the previous leg deployment condition and the second preset compensation power.

9. A pump truck energy management device, characterized in that, The pump truck is powered by a fuel cell system and a power battery working together. The device includes: The operating condition determination module is used to determine the current vehicle operating condition of the pump truck; The status acquisition module is used to acquire the current state of charge of the power battery when the current vehicle operating condition is pumping condition. The power calculation module is used to compare the average power of the previous pumping condition with a first preset power value when the current state of charge is between a first charge threshold and a second charge threshold, and obtain the smaller value; the first preset power value is a first preset percentage of the rated power of the fuel cell system. A power distribution module is used to set the smaller value as the current output power of the fuel cell system.

10. A vehicle controller, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 8.

11. A pump truck energy management system, characterized in that, The system includes the pump truck energy management device as described in claim 9 or the vehicle controller as described in claim 10, as well as a fuel cell system, a battery management system, a drive motor controller, and an auxiliary motor controller that are communicatively connected to the pump truck energy management device or the vehicle controller; the system also includes a power battery connected to the battery management system, a drive motor connected to the drive motor controller, and an auxiliary motor connected to the auxiliary motor controller and used for driving the pumping operation.

12. A pump truck, characterized in that, This includes the vehicle controller as described in claim 10 or the pump truck energy management system as described in claim 11.

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