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CN110816315A - Whole vehicle energy management method of electric vehicle power system and vehicle - Google Patents

Whole vehicle energy management method of electric vehicle power system and vehicle Download PDF

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Publication number
CN110816315A
CN110816315A CN201910696053.4A CN201910696053A CN110816315A CN 110816315 A CN110816315 A CN 110816315A CN 201910696053 A CN201910696053 A CN 201910696053A CN 110816315 A CN110816315 A CN 110816315A
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China
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power
battery
vehicle
flywheel
current
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CN201910696053.4A
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Chinese (zh)
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CN110816315B (en
Inventor
刘力源
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FAW Group Corp
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FAW Group Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/30—Electric propulsion with power supplied within the vehicle using propulsion power stored mechanically, e.g. in fly-wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The embodiment of the invention discloses a whole vehicle energy management method of an electric vehicle power system and a vehicle. The method comprises the following steps: the vehicle control unit respectively receives the current power battery temperature and the current fuel battery temperature fed back by the power battery assembly and the fuel battery assembly; the vehicle control unit compares the current power battery temperature and the current fuel battery temperature with a preset temperature threshold value, and determines a battery use mode according to a comparison result; and the vehicle control unit determines the current required power of the vehicle according to the obtained current working condition of the vehicle, and performs power distribution on the battery in the battery use mode according to the current required power. The technical scheme of the embodiment of the invention solves the defect that the electric automobile only adopts the power battery and/or the fuel battery for power supply, ensures the power performance and the economical efficiency of the whole automobile, provides effective protection for the fuel battery and the power battery, and prolongs the service life of the fuel battery and the power battery.

Description

Whole vehicle energy management method of electric vehicle power system and vehicle
Technical Field
The embodiment of the invention relates to the technical field of electric automobiles, in particular to a whole automobile energy management method of an electric automobile power system and an automobile.
Background
The power system is an important component of the power system of the electric automobile, the lithium power battery becomes the mainstream power system of the current electric automobile due to the advantages of high energy density, small environmental pollution and the like, and the fuel battery has the advantages of high energy density, zero pollution emission, high efficiency, low noise and the like, so that the fuel battery electric automobile is also produced.
At present, a power supply system of an electric automobile adopts a power supply scheme of a single power battery such as a lithium power battery, or adopts a scheme of supplying power by a single fuel battery, and also has a power supply scheme of a fuel battery and a power battery hybrid type.
The technical solution of using only power battery and/or fuel cell for power supply has the following disadvantages: the instantaneous discharge power and the charging power of the lithium ion power battery are easily limited due to the influence of factors such as working temperature and electrochemical characteristics, so that short-time and high-power electric energy output or input cannot be realized, and the electric power requirements under extreme working conditions such as low-temperature environment, high-temperature environment, rapid acceleration and rapid deceleration are difficult to meet; the output power of the fuel cell is greatly influenced by the working temperature, the low-temperature time limit power or no output power, and the high-temperature time limit power or no output power normally output power only within a certain temperature range, so that the power output under the limit working conditions of low temperature, high temperature and the like cannot be met. In addition, the continuous large current output or input can cause the power battery to generate irreversible electrochemical reaction, thereby leading the service life of the power battery to be reduced and increasing the use cost; frequent starting and stopping of the fuel cell shortens the service life of the fuel cell and affects the durability.
Disclosure of Invention
The embodiment of the invention provides a whole vehicle energy management method of an electric vehicle power system and a vehicle, aiming at solving the defects of the electric vehicle powered by a single fuel cell, providing effective protection for the fuel cell while ensuring the power performance and the economical efficiency of the whole vehicle and prolonging the service life of the fuel cell.
In a first aspect, an embodiment of the present invention provides a method for managing energy of an electric vehicle power system, where the electric vehicle power system includes: the method comprises the following steps:
the vehicle control unit receives the current power battery temperature and the current fuel battery temperature fed back by the power battery assembly and the fuel battery assembly respectively;
the vehicle control unit compares the current power battery temperature and the current fuel battery temperature with a preset temperature threshold value, and determines a battery use mode according to a comparison result, wherein the battery use mode comprises the following steps: a first mode and a second mode;
and the vehicle control unit determines the current required power of the vehicle according to the obtained current working condition of the vehicle, and performs power distribution on the battery in the battery use mode according to the current required power.
Further, the electric automobile driving system also comprises: motor element, speed sensor, accelerator pedal and brake pedal, the vehicle current operating mode includes: the current motor rotating speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening change rate and the current brake pedal opening change rate;
correspondingly, the vehicle control unit determines the current required power of the vehicle according to the obtained current working condition of the vehicle, and the method comprises the following steps:
the vehicle control unit respectively receives the current motor rotating speed, the current accelerator pedal opening and the current brake pedal opening obtained by the rotating speed sensor, the accelerator pedal and the brake pedal;
the vehicle control unit respectively determines a current accelerator pedal opening degree change rate and a current brake pedal opening degree change rate according to the current accelerator pedal opening degree and the current brake pedal opening degree;
and the vehicle control unit determines the current required power according to the current motor rotating speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening change rate and the current brake pedal opening change rate.
Further, the vehicle control unit performs power distribution on the battery in the battery usage mode according to the current required power, and the power distribution method includes:
when the battery use mode is a first mode, the vehicle control unit performs first charge and discharge power distribution on a flywheel battery in the flywheel battery assembly and a power battery in the power battery assembly according to the current required power and in combination with a first power distribution strategy, and performs first discharge power distribution on a fuel battery in the fuel battery assembly;
and when the battery use mode is a second mode, the vehicle control unit performs second charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and a second power distribution strategy, and performs second discharge power distribution on the fuel battery in the fuel battery assembly.
Further, the vehicle control unit performs first charge and discharge power distribution on a flywheel battery in the flywheel battery assembly and a power battery in the power battery assembly according to the current required power and in combination with a first power distribution strategy, and performs first discharge power distribution on a fuel battery in the fuel battery assembly, including:
the vehicle controller judges a first charge-discharge state of the vehicle power system according to the opening degree of the accelerator pedal and the opening degree of the brake pedal, wherein the first charge-discharge state comprises a first charge state and a first discharge state;
and the vehicle control unit determines a first target charge-discharge power of the flywheel battery and the power battery and a first target discharge power of the fuel battery according to a first charge-discharge state of the vehicle power system and the current required power.
Further, the determining, by the vehicle controller, the first target charge-discharge power of the flywheel battery and the power battery and the first target discharge power of the fuel battery according to the first charge-discharge state of the vehicle power system and the current required power includes:
when the vehicle controller determines that the vehicle power system enters a first discharge state, if the current required power is less than or equal to the maximum discharge power of the flywheel battery, the vehicle controller determines the current required power as a first target discharge power of the flywheel battery, and determines that the first target discharge powers of the power battery and the fuel battery are both 0;
if the current required power is larger than the maximum discharge power of the flywheel battery and is smaller than or equal to the sum of the maximum discharge power of the flywheel battery and the maximum discharge power of the power battery, determining the maximum discharge power of the flywheel battery as a first target discharge power of the flywheel battery by the vehicle control unit, determining the difference value between the current required power and the maximum discharge power of the flywheel battery as the first target discharge power of the power battery, and determining that the first target discharge power of the fuel battery is 0;
if the current required power is larger than the sum of the maximum discharging powers of the flywheel battery and the power battery and is smaller than or equal to the sum of the maximum discharging powers of the flywheel battery, the power battery and the fuel battery, the vehicle control unit respectively determines the maximum discharging powers of the flywheel battery and the power battery as first target discharging powers of the flywheel battery and the power battery, and determines the difference value between the current required power and the sum of the maximum discharging powers of the flywheel battery and the power battery as the first target discharging power of the fuel battery;
if the current required power is larger than the sum of the maximum discharge powers of the flywheel battery, the power battery and the fuel battery, the vehicle control unit determines the maximum discharge powers of the flywheel battery, the power battery and the fuel battery as first target discharge powers of the flywheel battery, the power battery and the fuel battery respectively.
Further, the vehicle controller determines a first target charge-discharge power of the flywheel battery and the power battery and a first target discharge power of the fuel battery according to the first charge-discharge state of the vehicle power system and the current required power, and further includes:
when the vehicle controller determines that the vehicle power system enters a first charging state, if the sum of the current required power and the maximum discharging power of the fuel cell is less than or equal to the maximum charging power of the flywheel battery, the vehicle controller determines the sum of the current required power and the maximum discharging power of the fuel cell as a first target charging power of the flywheel battery, determines the maximum discharging power of the fuel cell as a first target discharging power of the fuel cell, and determines that the first target charging power of the power cell is 0;
if the sum of the current required power and the maximum discharging power of the fuel cell is larger than the maximum charging power of the flywheel battery and is smaller than or equal to the sum of the maximum charging power of the flywheel battery and the maximum charging power of the power cell, the vehicle control unit determines the maximum charging power of the flywheel battery as a first target charging power of the flywheel battery, determines the difference value between the sum of the current required power and the maximum discharging power of the fuel cell and the maximum charging power of the flywheel battery as the first target charging power of the power cell, and determines the maximum discharging power of the fuel cell as the first target discharging power of the fuel cell;
if the sum of the current required power and the maximum discharging power of the fuel cell is larger than the sum of the maximum charging powers of the flywheel battery and the power battery, and the current required power is smaller than or equal to the sum of the maximum charging powers of the flywheel battery and the power battery, the vehicle control unit determines the maximum charging powers of the flywheel battery and the power battery as first target charging powers of the flywheel battery and the power battery respectively, and determines the difference between the sum of the maximum charging powers of the flywheel battery and the power battery and the current required power as the first target discharging power of the fuel cell;
if the current required power is larger than the sum of the maximum charging powers of the flywheel battery and the power battery, the vehicle control unit respectively determines the maximum charging powers of the flywheel battery and the power battery as first target charging powers of the flywheel battery and the power battery, and determines that the first target discharging power of the fuel battery is 0.
Further, the vehicle control unit performs second charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and a second power distribution strategy, and performs second discharge power distribution on the fuel battery in the fuel battery assembly, including:
the vehicle controller judges a second charge-discharge state of the vehicle power system according to the opening degree of the accelerator pedal and the opening degree of the brake pedal, wherein the second charge-discharge state comprises a second charge state and a second discharge state;
and the vehicle controller determines a second target charge-discharge power of the flywheel battery and the power battery and a second target discharge power of the fuel battery according to a second charge-discharge state of the vehicle power system and the current required power.
Further, the determining, by the vehicle controller, a second target charge-discharge power of the flywheel battery and the power battery and a second target discharge power of the fuel battery according to a second charge-discharge state of the vehicle power system and the current required power includes:
when the vehicle controller determines that the vehicle power system enters a second discharge state, if the current required power is less than or equal to the maximum discharge power of the fuel cell, the vehicle controller determines the current required power as a second target discharge power of the fuel cell, and determines that the second target discharge powers of the power cell and the flywheel battery are both 0;
if the current required power is larger than the maximum discharge power of the fuel cell and is smaller than or equal to the sum of the maximum discharge powers of the fuel cell and the power cell, determining the maximum discharge power of the fuel cell as a second target discharge power of the fuel cell by the vehicle control unit, determining the difference value between the current required power and the maximum discharge power of the fuel cell as the second target discharge power of the power cell, and determining that the second target discharge powers of the flywheel battery are both 0;
if the current required power is larger than the sum of the maximum discharging powers of the fuel cell and the power cell and is smaller than or equal to the sum of the maximum discharging powers of the fuel cell, the power cell and the flywheel battery, the vehicle control unit respectively determines the maximum discharging powers of the fuel cell and the power cell as a second target discharging power of the fuel cell and the power cell, and determines the difference value between the current required power and the sum of the maximum discharging powers of the fuel cell and the power cell as a second target discharging power of the flywheel battery;
and if the current required power is greater than the sum of the maximum discharge powers of the fuel cell, the power cell and the flywheel cell, the vehicle control unit respectively determines the maximum discharge powers of the fuel cell, the power cell and the flywheel cell as second target discharge powers of the fuel cell, the power cell and the flywheel cell.
Further, the vehicle controller determines a second target charging and discharging power of the flywheel battery and the power battery and a second target discharging power of the fuel battery according to a second charging and discharging state of the vehicle power system and the current required power, and further includes:
when the vehicle controller determines that the vehicle power system enters a second charging state, if the sum of the current required power and the maximum discharging power of the fuel cell is less than or equal to the maximum charging power of the flywheel battery, the vehicle controller determines the sum of the current required power and the maximum discharging power of the fuel cell as a second target charging power of the flywheel battery, determines the maximum discharging power of the fuel cell as a second target discharging power of the fuel cell, and determines that the second target charging power of the power cell is 0;
if the sum of the current required power and the maximum discharging power of the fuel cell is greater than the maximum charging power of the flywheel battery and is less than or equal to the sum of the maximum charging power of the flywheel battery and the maximum charging power of the power cell, the vehicle control unit determines the maximum charging power of the flywheel battery as a second target charging power of the flywheel battery, determines the difference value between the sum of the current required power and the maximum discharging power of the fuel cell and the maximum charging power of the flywheel battery as the second target charging power of the power cell, and determines the maximum discharging power of the fuel cell as the second target discharging power of the fuel cell;
if the sum of the current required power and the maximum discharging power of the fuel cell is larger than the sum of the maximum charging powers of the flywheel battery and the power battery, and the current required power is smaller than or equal to the sum of the maximum charging powers of the flywheel battery and the power battery, the vehicle control unit determines the maximum charging powers of the flywheel battery and the power battery as second target charging powers of the flywheel battery and the power battery respectively, and determines the difference between the sum of the maximum charging powers of the flywheel battery and the power battery and the current required power as a second target discharging power of the fuel cell;
if the current required power is larger than the sum of the maximum charging powers of the flywheel battery and the power battery, the vehicle control unit respectively determines the maximum charging powers of the flywheel battery and the power battery as second target charging powers of the flywheel battery and the power battery, and determines that the second target discharging power of the fuel battery is 0.
In a second aspect, an embodiment of the present invention further provides a vehicle, including: the system comprises a vehicle control unit, a flywheel battery assembly, a power battery assembly, a fuel battery assembly, an accelerator pedal, a brake pedal, a charging assembly, a motor assembly and a memory;
the vehicle control unit is respectively connected with the flywheel battery assembly, the power battery assembly, the fuel battery assembly, the accelerator pedal, the brake pedal, the charging assembly, the motor assembly and the memory, and is used for acquiring working conditions of other assemblies and sending corresponding control instructions to other assemblies according to the working conditions so as to complete the management and distribution of the energy of the whole vehicle;
the memory for storing one or more programs;
the one or more programs are executed by the vehicle control unit, so that the vehicle control unit implements the vehicle energy management method according to the first aspect of the embodiment of the invention.
The embodiment of the invention provides an electric vehicle power system compositely powered by a flywheel battery, a power battery and a fuel battery, and the electric vehicle power system is characterized in that two battery use modes of a first mode and a second mode are set, and the battery use mode is selected based on the temperature of the power battery and the temperature of the fuel battery, so that the defect that the electric vehicle is powered by only the power battery and/or the fuel battery is overcome, the power requirements of the whole vehicle under various working conditions such as normal temperature, low temperature, high temperature, rapid acceleration, rapid deceleration, constant speed, starting, climbing and the like are effectively ensured, the power performance and the economical efficiency of the whole vehicle are ensured, meanwhile, the effective protection is provided for the fuel battery and the power battery, and the service lives of the fuel battery and the power battery are prolonged.
Drawings
Fig. 1 is a schematic flowchart of a method for managing energy of a whole electric vehicle power system according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of a method for managing energy of a whole electric vehicle power system according to a second embodiment of the present invention;
fig. 3 is a schematic flow chart illustrating that the vehicle control unit determines target charge/discharge powers of the flywheel battery, the power battery, and the fuel cell in the first mode according to the second embodiment of the present invention;
fig. 4 is a schematic flow chart illustrating that the vehicle control unit determines target charge/discharge powers of the flywheel battery, the power battery and the fuel cell in the second mode according to the second embodiment of the present invention;
fig. 5 is a schematic structural diagram of a vehicle according to a third embodiment of the present invention;
fig. 6 is an exemplary diagram of an electric vehicle power system according to a fourth embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. In addition, the embodiments and features of the embodiments in the present invention may be combined with each other without conflict. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
Example one
Fig. 1 is a schematic flow chart of a method for managing energy of a whole electric vehicle in an electric vehicle power system according to an embodiment of the present invention, where the embodiment is applicable to an electric vehicle adopting a flywheel battery, a power battery, and a fuel battery composite power supply scheme, and a battery usage mode is selected based on a power battery temperature and a fuel battery temperature, so as to implement a situation of managing energy of the whole electric vehicle; the method can be executed by a vehicle control unit, which can be implemented by hardware and/or software and is generally integrated on an electric vehicle to which the vehicle energy management method is applied.
The lithium ion power battery has the advantages that the lithium ion power battery has quick power response, high energy density and small environmental pollution, can meet the basic requirements of daily working conditions, can store energy, and can store energy generated in modes of braking recovery and the like so as to meet the requirements of the finished automobile; however, the instantaneous discharge power and the charge power of the power battery are easily limited due to the influence of the working temperature, the electrochemical characteristics and other factors, so that short-time and high-power electric energy output or input cannot be realized, the electric power requirements under the extreme working conditions of low-temperature environment, high-temperature environment, rapid acceleration, rapid deceleration and the like are difficult to meet, the temperature of the power battery can be increased for the working conditions needing continuous high-current output or input, such as rapid acceleration, rapid deceleration and the like, the output or input power of the power battery is limited, even irreversible electrochemical reaction can occur, the service life of the power battery is reduced, and the use cost of the power battery is increased.
The fuel cell has high energy density, zero pollution emission, high efficiency and low noise, but the output power of the fuel cell is also greatly influenced by the working temperature, the low-temperature time limit power or no output power, the high-temperature time limit power or no output power can be normally output only within a certain temperature range, so the power output under the limit working conditions of low temperature, high temperature and the like can not be met, the fuel cell can only generate energy and can not store the energy, the fuel cell can be required to be stopped when the power requirement of the whole vehicle is low or the vehicle is decelerated, the service life of the fuel cell can be shortened by frequent starting and stopping of the fuel cell, and the durability is influenced.
The flywheel battery is a mechanical energy storage device, does not contain electrochemical substances, belongs to a clean power supply, has little influence on output or input power by working temperature, has strong short-term and high-power electric energy output or input capacity, and has longer service life than a power battery and a fuel battery; meanwhile, the flywheel battery can store electric energy and can be used for recovering and storing redundant electric energy or kinetic energy of the vehicle under the sliding or braking working condition or when the power requirement of the whole vehicle is reduced so as to meet the requirement of the whole vehicle; but the price of flywheel batteries is relatively high due to technical and material price limitations.
The whole vehicle energy management method of the electric vehicle power system disclosed by the embodiment of the invention is characterized in that the advantages of a flywheel battery, a power battery and a fuel battery are made up for deficiencies, the advantages of the flywheel battery, the power battery and the fuel battery are fully exerted, and two battery use modes of a first mode and a second mode are set on the basis of providing the electric vehicle power system which is compositely powered by the flywheel battery, the power battery and the fuel battery, so that the vehicle enters the first mode which takes the flywheel battery, the power battery and the fuel battery as a discharging priority use sequence and takes the flywheel battery and the power battery as a charging priority use sequence under the limit working conditions of low temperature, high temperature, rapid acceleration, rapid deceleration, climbing and the like, and enters the second mode which takes the fuel battery, the power battery as a discharging priority use sequence and takes the flywheel battery and the power battery as a charging priority use sequence under other working conditions, thereby effectively ensuring that the whole vehicle can be at normal temperature and, The power requirements of various working conditions such as low temperature, high temperature, rapid acceleration, rapid deceleration, uniform speed, starting, climbing and the like can ensure the dynamic property and the economical efficiency of the whole vehicle, provide effective protection for the fuel cell and the power cell, and prolong the service life of the fuel cell and the power cell. Optionally, the electric vehicle power system comprises: the device comprises a vehicle control unit, a flywheel battery assembly, a power battery assembly and a fuel battery assembly.
As shown in fig. 1, the method for managing energy of a whole electric vehicle power system provided in this embodiment specifically includes the following steps:
s101, the vehicle control unit receives current power battery temperature and current fuel battery temperature fed back by the power battery assembly and the fuel battery assembly respectively.
Optionally, in this embodiment, the vehicle controller is mainly used for completing working condition information collection, energy management and energy distribution of the whole vehicle.
The power battery component can be understood as a component which contains a power battery and a corresponding control device in a whole vehicle power system. Optionally, the power battery assembly may include a power battery controller and a power battery, and the power battery controller is configured to control the power battery to complete charging or discharging according to a charging or discharging instruction sent by the vehicle control unit.
The fuel cell component can be understood as a component which comprises a fuel cell and a corresponding control device in a complete vehicle power system. Optionally, the fuel cell assembly may include a fuel cell controller and a fuel cell, and the fuel cell controller is configured to control the fuel cell to complete a discharging operation according to a discharging instruction sent by the vehicle controller.
The current power battery temperature refers to the working temperature of the power battery at the current moment, and optionally, a temperature acquisition device such as a temperature sensor for acquiring the working temperature of the power battery in real time can be arranged in the power battery assembly to obtain the current power battery temperature and send the current power battery temperature to the vehicle control unit.
The current fuel cell temperature refers to the current working temperature of the fuel cell, and optionally, a temperature acquisition device, such as a temperature sensor, for acquiring the working temperature of the fuel cell in real time may be disposed in the fuel cell assembly to obtain the current fuel cell temperature and send the current fuel cell temperature to the vehicle controller.
It can be understood that, on the premise of providing the electric vehicle power system which is compositely powered by the flywheel battery, the power battery and the fuel battery, for the protection of the power battery and the fuel battery, the working temperature of the power battery and the fuel battery can be monitored in real time, and when the working temperature of the power battery and/or the fuel battery is in a certain temperature range which cannot output or input normal electric power value, the battery use mode which preferentially uses the flywheel battery for charging and discharging is switched, so that the protection of the power battery and the fuel battery can be realized, and simultaneously, the user requirements of short-time and high-power electric energy output or input can be met.
Specifically, in this step, the current fuel cell temperature may be obtained in real time by the temperature acquisition devices inside the power cell and the fuel cell module, respectively, and fed back to the vehicle control unit.
S102, the vehicle control unit compares the current power battery temperature and the current fuel battery temperature with preset temperature thresholds, and determines a battery use mode according to a comparison result.
The temperature threshold value can be understood as a highest temperature value (denoted as a high temperature threshold value) and a lowest temperature value (denoted as a low temperature threshold value) at which the instantaneous output power and/or the instantaneous input power of the power cell and/or the instantaneous output power of the fuel cell start to be limited.
The battery use mode can be understood as a mode that the vehicle can select which battery component is preferentially used to complete charging and discharging operations according to the current working condition on the basis of providing an electric vehicle power system which is compositely powered by a flywheel battery, a power battery and a fuel battery. Optionally, the battery usage mode includes: a first mode and a second mode. The first mode can be understood as a battery use mode which is selected by the vehicle according to the current working condition and takes the flywheel battery, the power battery and the fuel battery as the discharging priority use sequence and takes the flywheel battery and the power battery as the charging priority use sequence. The fuel cell assembly priority mode can be understood as a battery use mode which is selected by the vehicle according to the current working condition and takes the fuel cell, the power battery and the flywheel battery as the discharging priority use sequence and takes the flywheel battery and the power battery as the charging priority use sequence.
It is understood that, when determining the battery usage mode according to the current power battery temperature and the current fuel battery temperature, the battery usage mode may be determined by the vehicle controller by comparing the current power battery temperature and the current fuel battery temperature with preset temperature thresholds and according to the comparison result.
Optionally, the vehicle control unit compares the current power battery temperature and the current fuel battery temperature with a preset high-temperature threshold and a preset low-temperature threshold respectively, and if the current power battery temperature and/or the current fuel battery temperature are greater than or equal to the high-temperature threshold or less than or equal to the low-temperature threshold, it is determined that the system enters the first mode, otherwise, it is determined that the system enters the second mode, where the high-temperature threshold is greater than the low-temperature threshold.
It should be noted that the maximum temperature value (denoted as a first high temperature threshold value) and the minimum temperature value (denoted as a first low temperature threshold value) for starting limiting the instantaneous output power and/or the instantaneous input power of the power cell may be different from the maximum temperature value (denoted as a second high temperature threshold value) and the minimum temperature value (denoted as a second low temperature threshold value) for starting limiting the instantaneous output power of the fuel cell; or a first operating temperature range (i.e. a temperature interval determined by the first low temperature threshold and the first high temperature threshold) for maintaining the normal instantaneous output power and/or the instantaneous input power of the power battery is different from a second operating temperature range (i.e. a temperature interval determined by the second low temperature threshold and the second high temperature threshold) for maintaining the normal instantaneous output power of the fuel battery; at this time, the left and right end points of the section of the intersection of the first operating temperature range and the second operating temperature range should be taken as the final low temperature threshold and the final high temperature threshold, respectively.
S103, the vehicle controller determines the current required power of the vehicle according to the obtained current working condition of the vehicle, and performs power distribution on the battery in the battery use mode according to the current required power.
It can be understood that after determining the battery usage mode of the vehicle, the specific charge and discharge powers of the flywheel battery, the power battery and the fuel cell need to be reasonably distributed in the mode, the distributed power value can be determined according to the current required power of the vehicle, and the current required power of the vehicle can be determined according to the current working condition of the vehicle.
The current operating condition of the vehicle may be understood as vehicle running information that the vehicle may use to determine the power required by the vehicle at the current time, such as a target vehicle speed that the driver expects to reach and how long the driver expects to reach the target vehicle speed (i.e., a target acceleration). The current required power can be understood as charging power or discharging power which is required by a power system of the whole vehicle to reach the target speed and the target acceleration at the current moment of the vehicle.
The embodiment of the invention provides an electric vehicle power system compositely powered by a flywheel battery, a power battery and a fuel battery, and the electric vehicle power system is characterized in that two battery use modes of a first mode and a second mode are set, and the battery use mode is selected based on the temperature of the power battery and the temperature of the fuel battery, so that the defect that the electric vehicle is powered by only the power battery and/or the fuel battery is overcome, the power requirements of the whole vehicle under various working conditions such as normal temperature, low temperature, high temperature, rapid acceleration, rapid deceleration, constant speed, starting, climbing and the like are effectively ensured, the power performance and the economical efficiency of the whole vehicle are ensured, meanwhile, the effective protection is provided for the fuel battery and the power battery, and the service lives of the fuel battery and the power battery are prolonged.
Further, as an optional embodiment of the first embodiment, the optimization of the power system of the electric vehicle of the first embodiment is additionally provided with: motor element, speed sensor, accelerator pedal and brake pedal, simultaneously, this embodiment one will vehicle current operating mode optimizes to, includes: the current motor speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening rate and the current brake pedal opening rate.
Correspondingly, in the first embodiment, the vehicle controller determines the current required power of the vehicle according to the obtained current operating condition of the vehicle, and may specifically optimize to perform the following steps S11 to S13:
and S11, the vehicle control unit respectively receives the current motor rotating speed, the current accelerator pedal opening degree and the current brake pedal opening degree working conditions acquired by the rotating speed sensor, the accelerator pedal and the brake pedal.
Wherein the current motor speed can be measured by the speed sensor. The current accelerator pedal opening degree can be understood as the variable quantity of the depression of the accelerator pedal by the driver at the current moment, and corresponds to the target vehicle speed expected to be accelerated by the driver at the current moment. The current brake pedal opening degree can be understood as the depression variation of the brake pedal at the current moment of the driver, and corresponds to the target vehicle speed expected to be decelerated by the current moment of the driver.
Specifically, in this step, the current motor rotation speed may be acquired by the rotation speed sensor, the accelerator pedal may acquire the depression variation amount of the accelerator pedal, so as to acquire the current accelerator pedal opening degree, the brake pedal may acquire the depression variation amount of the brake pedal, so as to acquire the current brake pedal opening degree, and then the vehicle controller may receive and gather the current operating condition information of each vehicle.
And S12, the vehicle control unit respectively determines the current accelerator pedal opening degree change rate and the current brake pedal opening degree change rate according to the current accelerator pedal opening degree and the current brake pedal opening degree.
The current accelerator pedal opening rate, that is, the rate of change of depression of the accelerator pedal by the driver, may be determined by a ratio of a depression variation amount of the accelerator pedal to a time during which the depression variation amount occurs, and the current accelerator pedal opening rate corresponds to a target acceleration at which the driver desires to accelerate to the target vehicle speed at the current time. The current brake pedal opening change rate, that is, the rate of change in depression of the brake pedal by the driver, may be determined by a ratio of a depression change amount of the brake pedal to a time during which the depression change amount occurs, and corresponds to a target acceleration at which the driver desires to decelerate to the target vehicle speed at the current time.
Specifically, in this step, the vehicle sensor receives the current accelerator pedal opening degree and the current brake pedal opening degree, and also receives the time of the accelerator pedal opening degree and the time of the brake pedal opening degree, so that the pressing change rate of the accelerator pedal and the pressing change rate of the brake pedal, that is, the current accelerator pedal opening degree change rate and the current brake pedal opening degree change rate can be calculated respectively.
And S13, the vehicle control unit determines the current required power according to the current motor speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening change rate and the current brake pedal opening change rate.
It is to be understood that the vehicle current required power may be determined by the product of the vehicle current required torque and the current motor speed, and the vehicle current required torque may be determined by the pedal (accelerator pedal or brake pedal) opening degree and the corresponding pedal opening degree change rate.
Optionally, the vehicle controller may determine a first current demand torque of the vehicle under an acceleration condition according to the current accelerator pedal opening and the current accelerator pedal opening change rate, and may determine a second current demand torque of the vehicle under a deceleration condition according to the current brake pedal opening and the current brake pedal opening change rate; and determining the first current required power of the vehicle under the acceleration working condition according to the current motor rotating speed and the first current required torque, and determining the second current required power of the vehicle under the acceleration working condition according to the current motor rotating speed and the second current required torque.
According to the optional embodiment, on the basis of the first embodiment, the vehicle controller determines the current required power of the vehicle according to the obtained current working condition of the vehicle, so that the mode of determining the current required power of the vehicle is clearer and clearer, and a foundation is laid for the subsequent power distribution of the battery in the battery use mode by the vehicle controller according to the current required power.
Further, as another optional embodiment of the first embodiment, the first embodiment further provides a parallel alternative for determining the battery usage mode, and the scheme specifically includes:
and the vehicle control unit compares the current accelerator pedal opening degree change rate with a preset accelerator pedal opening degree change rate threshold value to determine a battery priority mode.
Specifically, the vehicle control unit compares the current accelerator pedal opening degree change rate with a preset accelerator pedal opening degree change rate threshold, optionally divides the accelerator pedal opening degree change rate threshold into a first accelerator pedal opening degree change rate threshold, a second accelerator pedal opening degree change rate threshold and a third accelerator pedal opening degree change rate threshold from small to large, determines and controls the system to enter the first mode if the current accelerator pedal opening degree change rate is greater than or equal to the first accelerator pedal opening degree change rate threshold and smaller than the second accelerator pedal opening degree change rate threshold, or determines and controls the system to enter the second mode if the current accelerator pedal opening degree change rate is greater than or equal to the third accelerator pedal opening degree change rate threshold.
It can be understood that when the current accelerator pedal opening degree change rate is greater than or equal to a first accelerator pedal opening degree change rate threshold value and less than or equal to a second accelerator pedal opening degree change rate threshold value, the vehicle can be judged to enter the climbing working condition currently; when the current accelerator pedal opening degree change rate is larger than the second accelerator pedal opening degree change rate threshold value and is smaller than or equal to the third accelerator pedal opening degree change rate threshold value, the current acceleration working condition of the vehicle can be judged; and when the current accelerator pedal opening degree change rate is larger than or equal to the third accelerator pedal opening degree change rate threshold value, the current vehicle entering into a rapid acceleration working condition can be judged. For the working conditions of climbing and rapid acceleration, the vehicle battery is required to output continuous large current, so that the battery is required to have higher instantaneous discharge power, and at the moment, the power battery is adopted for power supply, so that the discharge power requirement cannot be met, and the power battery is easily damaged; the adoption of the fuel cell for power supply can not meet the discharge power requirement, and the fuel cell for power supply can continuously output high power, the temperature can possibly rise, and the vehicle is shut down, so that the vehicle controller can control the vehicle to enter a first mode when the vehicle enters the working condition, namely, the flywheel battery, the power battery and the fuel cell are used as the discharge priority using sequence.
Further, as another optional embodiment of the first embodiment, the first embodiment further provides a parallel alternative for determining the battery usage mode, and the scheme specifically includes:
and the vehicle control unit compares the current brake pedal opening degree change rate with a preset brake pedal opening degree change rate threshold value to determine a battery priority mode.
Specifically, the vehicle control unit compares the current brake pedal opening degree change rate with a preset brake pedal opening degree change rate threshold, and determines and controls the system to enter the first mode if the current brake pedal opening degree change rate is greater than or equal to the brake pedal opening degree change rate threshold, otherwise, determines and controls the system to enter the second mode.
It can be understood that, when current brake pedal opening change rate more than or equal to during the brake pedal opening change rate threshold value, can judge that the vehicle enters the rapid deceleration operating mode at present, under this operating mode, the vehicle implements energy recuperation, it lasts heavy current input to need the battery to receive, consequently, require the battery to have higher instantaneous charging power, adopt power battery to carry out energy recuperation this moment firstly can't satisfy the charging power demand, secondly easily cause the damage to power battery, and fuel cell is not energy storage device, can't realize whole car energy recuperation, so whole vehicle controller can be when the vehicle gets into above-mentioned operating mode, control vehicle entering first mode, use flywheel battery, power battery to carry out energy recuperation the whole car for the priority sequence of using of charging promptly.
The two parallel optional embodiments for determining the battery use mode are powerful supplements to the first embodiment, wherein the battery use mode is determined based on the current power battery temperature and the current fuel battery temperature, so that the determination scheme of the battery use mode is richer, and meanwhile, the vehicle can more effectively respond to the power requirements under the extreme conditions of rapid acceleration, rapid deceleration, climbing and the like on the basis of effectively responding to the power requirements under the extreme conditions of low-temperature starting, high temperature and the like. It should be noted that, after determining the battery usage mode by using any of the aforementioned parallel alternatives for determining the battery usage mode, subsequently determining the current required power of the vehicle by the vehicle controller, and performing a power distribution scheme and a power distribution process for the battery in the battery usage mode according to the current required power are the same as those of the first embodiment.
Example two
Fig. 2 is a schematic flow chart of a method for managing energy of a whole electric vehicle in an electric vehicle power system according to a second embodiment of the present invention, which is further optimized based on the first embodiment. In this embodiment, the vehicle control unit performs power distribution on the battery in the battery usage mode according to the current required power, and specifically optimizes as: when the battery use mode is a first mode, the vehicle control unit performs first charge and discharge power distribution on a flywheel battery in the flywheel battery assembly and a power battery in the power battery assembly according to the current required power and in combination with a first power distribution strategy, and performs first discharge power distribution on a fuel battery in the fuel battery assembly; and when the battery use mode is a second mode, the vehicle control unit performs second charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and a second power distribution strategy, and performs second discharge power distribution on the fuel battery in the fuel battery assembly.
As shown in fig. 2, the method for managing energy of a whole electric vehicle power system provided in this embodiment specifically includes the following steps:
s201, the vehicle control unit receives current power battery temperature and current fuel battery temperature fed back by the power battery assembly and the fuel battery assembly respectively.
S202, the vehicle control unit compares the current power battery temperature and the current fuel battery temperature with preset temperature thresholds, and determines a battery use mode according to a comparison result.
S203, the vehicle control unit respectively receives the current motor rotating speed, the current accelerator pedal opening degree and the current brake pedal opening degree working conditions acquired by the rotating speed sensor, the accelerator pedal and the brake pedal.
And S204, the vehicle control unit respectively determines the current accelerator pedal opening degree change rate and the current brake pedal opening degree change rate according to the current accelerator pedal opening degree and the current brake pedal opening degree.
S205, the vehicle control unit determines the current required power according to the current motor rotating speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening change rate and the current brake pedal opening change rate.
S206, judging whether the battery use mode determined in the S202 is the first mode, if so, executing the S207; otherwise, S208 is performed.
It will be appreciated that different battery usage patterns may correspond to different power allocation strategies, and that prior to performing a particular power allocation operation, a determination may be made as to which current battery usage pattern is.
And S207, the vehicle control unit performs first charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and a first power distribution strategy, and performs first discharge power distribution on the fuel battery in the fuel battery assembly.
The first power distribution strategy is a power distribution strategy corresponding to the first mode, and is specifically embodied in that in the first mode, the power system of the whole vehicle uses the flywheel battery, the power battery and the fuel battery as a discharging priority order to realize power supply for the whole vehicle, and uses the flywheel battery and the power battery as a charging priority order to realize energy recovery for the whole vehicle.
In this embodiment, the vehicle controller performs first charge and discharge power allocation on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and in combination with a first power allocation strategy, and performs first discharge power allocation on the fuel battery in the fuel battery assembly, which may be specifically optimized as the following steps S21 to S22:
and S21, the vehicle controller judges a first charge-discharge state of the vehicle power system according to the opening degree of the accelerator pedal and the opening degree of the brake pedal.
It can be understood that, in the first mode, when the vehicle accelerates, the flywheel battery, the power battery and the fuel battery are used for discharging and preferentially using the power to supply power to the whole vehicle, namely, the power system of the whole vehicle is in a discharging state; when the vehicle slides or brakes, the energy of the whole vehicle needs to be recovered by taking the flywheel battery and the power battery as charging priority, namely, the power system of the whole vehicle is in a charging state.
Optionally, the first charge-discharge state comprises a first charge state and a first discharge state; if the opening degree of the accelerator pedal is larger than zero (namely, the vehicle is accelerated), the whole vehicle power system is judged to enter a first discharging state; and if the opening degree of the brake pedal is larger than zero (namely vehicle braking) or both the opening degree of the accelerator pedal and the opening degree of the brake pedal are equal to zero (namely vehicle sliding), judging that the whole vehicle power system enters a first charging state.
And S22, the vehicle controller determines a first target charge-discharge power of the flywheel battery and the power battery and a first target discharge power of the fuel battery according to the first charge-discharge state of the vehicle power system and the current required power.
The first target charge-discharge power may be understood as charge power or discharge power respectively allocated to the flywheel battery and the power battery by the vehicle control unit in the first mode. The first target discharge power may be understood as a discharge power allocated to the fuel cell by the vehicle control unit in the first mode.
It can be understood that, when the power system of the whole vehicle enters the first discharging state, whether the maximum discharging power of the flywheel battery can meet the current required power or not can be judged according to the current required power, if so, the current power supply power requirement of the whole vehicle can be met only by discharging the flywheel battery, and if not, the power battery or even the fuel battery is required to discharge to share the current power supply task of the whole vehicle. When the whole vehicle power system enters a charging state, the fuel battery is a non-energy storage device, only can discharge and can not charge, and the flywheel battery and the power battery can both execute an energy recovery task; therefore, whether the flywheel battery can finish the energy recovery task alone can be judged firstly, if yes, the current energy recovery power requirement of the whole vehicle can be met only by charging the flywheel battery, and if not, the flywheel battery and the power battery are considered to execute the energy recovery task together.
In this embodiment, the vehicle controller determines the first target charging and discharging power of the flywheel battery and the power battery and the first target discharging power of the fuel cell according to the first charging and discharging state of the vehicle power system and the current required power, and may further be specifically optimized as shown in steps S30 to S47 in fig. 3:
s30, judging whether the whole vehicle power system is in a first discharge state in S21, if so, executing S31; otherwise, S41 is executed.
S31, judging whether the current required power is less than or equal to the maximum discharge power of the flywheel battery, if so, executing S32; otherwise, S33 is executed.
The maximum discharge power of the flywheel battery refers to the maximum dischargeable power currently provided by the flywheel battery, and can be understood as the current residual electric power of the flywheel battery. Alternatively, the current remaining electric power of the flywheel battery can be obtained by the flywheel assembly monitoring the State of Charge (SOC) (also called the remaining capacity) of the flywheel battery in real time.
It can be understood that the currently required power is less than or equal to the maximum discharge power of the flywheel battery, that is, the current power supply power requirement of the whole vehicle can be met only by discharging the flywheel battery.
And S32, the vehicle control unit determines the current required power as a first target discharge power of the flywheel battery, and determines that the first target discharge power of the power battery and the first target discharge power of the fuel battery are both 0.
It can be understood that, it is determined that the first target discharge powers of the power battery and the fuel battery are both 0, that is, the power battery and the fuel battery are not required to be discharged to share the current power supply task of the whole vehicle, and the fuel battery is stopped at the moment.
And S33, judging whether the current required power is larger than the maximum discharge power of the flywheel battery and is smaller than or equal to the sum of the maximum discharge power of the flywheel battery and the maximum discharge power of the power battery, if so, executing S34, otherwise, executing S35.
The maximum discharge power of the power battery refers to the maximum dischargeable power currently provided by the power battery, and can be understood as the current residual electric power of the power battery. Alternatively, the current remaining electric power of the power battery can be obtained by monitoring the SOC of the power battery in real time by the power battery assembly.
It can be understood that the current required power is greater than the maximum discharge power of the flywheel battery, and is less than or equal to the sum of the maximum discharge power of the flywheel battery and the maximum discharge power of the power battery, that is, the current power supply power requirement of the whole vehicle cannot be met only by discharging the flywheel battery, the power battery is required to discharge simultaneously to share the current power supply task of the whole vehicle, and the current power supply power requirement of the whole vehicle can be met by discharging the flywheel battery and the power battery simultaneously.
S34, the vehicle control unit determines the maximum discharge power of the flywheel battery as a first target discharge power of the flywheel battery, determines the difference value between the current demand power and the maximum discharge power of the flywheel battery as the first target discharge power of the power battery, and determines that the first target discharge power of the fuel battery is 0.
It can be understood that the difference between the current required power and the maximum discharge power of the flywheel battery is determined as the first target discharge power of the power battery, that is, on the basis of preferentially using the flywheel battery for power supply, the power battery only needs to complement the current supply power of the whole vehicle, which is not enough provided by the flywheel battery; and determining that the first target discharge power of the fuel cell is 0, namely the fuel cell is not required to be discharged to share the current power supply task of the whole vehicle, and stopping the fuel cell.
And S35, judging whether the current required power is larger than the sum of the maximum discharge power of the flywheel battery and the power battery and is smaller than or equal to the sum of the maximum discharge power of the flywheel battery, the power battery and the fuel battery, if so, executing S36, otherwise, executing S37.
The maximum discharge power of the fuel cell refers to the maximum dischargeable power currently provided by the fuel cell, and can be understood as the current remaining electric power of the fuel cell. Alternatively, the current remaining electric power of the fuel cell may be obtained by the fuel cell assembly monitoring the SOC of the fuel cell in real time.
It can be understood that the current required power is greater than the sum of the maximum discharge power of the flywheel battery and the power battery, and is less than or equal to the sum of the maximum discharge power of the flywheel battery, the power battery and the fuel battery, that is, the current power supply power requirement of the whole vehicle cannot be met only by discharging the flywheel battery and the power battery, the fuel battery is required to discharge simultaneously to share the current power supply task of the whole vehicle, and the simultaneous discharge of the flywheel battery, the power battery and the fuel battery can meet the current power supply power requirement of the whole vehicle.
S36, the vehicle control unit determines the maximum discharge power of the flywheel battery and the power battery as the first target discharge power of the flywheel battery and the power battery respectively, and the difference value between the current required power and the sum of the maximum discharge power of the flywheel battery and the power battery is the first target discharge power of the fuel battery.
It can be understood that, the difference between the current required power and the sum of the maximum discharge powers of the flywheel battery and the power battery is the first target discharge power of the fuel battery, that is, on the basis of preferentially using the flywheel battery and the power battery for power supply, the fuel battery only needs to complement the current power supply of the whole vehicle, which is not sufficiently provided by the flywheel battery and the power battery.
S37, the vehicle control unit determines the maximum discharge power of the flywheel battery, the power battery and the fuel battery as first target discharge power of the flywheel battery, the power battery and the fuel battery respectively.
It can be understood that, when the current required power is greater than the sum of the maximum discharge powers of the flywheel battery, the power battery and the fuel battery, all the stored electric energy provided by the flywheel battery, the power battery and the fuel battery cannot meet the current power supply power requirement of the whole vehicle, and at this time, the target discharge powers of the flywheel battery, the power battery and the fuel battery are the respective maximum discharge powers, that is, the respective maximum discharge powers release all the stored electric energy.
S41, judging whether the sum of the current required power and the maximum discharge power of the fuel cell is less than or equal to the maximum charge power of the flywheel battery, if so, executing S42; otherwise, S43 is executed.
The maximum charging power of the flywheel battery refers to the maximum chargeable power currently provided by the flywheel battery, and is determined by the current SOC of the flywheel battery, which can be understood as a difference between the total power capacity of the flywheel battery, which is the total electric power amount that the flywheel battery can accommodate, and the current residual electric power, which is the electric power corresponding to the current SOC of the flywheel battery, and the current residual electric power (which can be obtained according to the SOC of the flywheel battery).
It can be understood that the sum of the current required power and the maximum discharge power of the fuel cell is less than or equal to the maximum charge power of the flywheel battery, that is, the maximum charge power of the flywheel battery can meet the current energy recovery power requirement of the whole vehicle, and can also realize the recovery of all current energy of the fuel cell at the same time. Because the fuel cell is a non-energy storage device and can only discharge and not charge, when the energy of the whole vehicle is recovered through the flywheel battery, if the maximum charging power of the flywheel battery is greater than the current required power, the flywheel battery can also recover the electric energy of the fuel cell at the same time, at the moment, the fuel cell still keeps discharging, and only the electric energy discharged by the fuel cell is not used for providing power for the whole vehicle, but is transferred into the flywheel battery. The energy recovery of the fuel cell can realize the recovery and the storage of redundant electric energy generated by the fuel cell and can reduce the starting and stopping frequency of the fuel cell in one-time use, thereby providing effective protection for the fuel cell and prolonging the service life of the fuel cell.
And S42, the vehicle control unit determines the sum of the current required power and the maximum discharge power of the fuel cell as a first target charging power of the flywheel battery, determines the maximum discharge power of the fuel cell as a first target discharge power of the fuel cell, and determines the first target charging power of the power battery to be 0.
It will be appreciated that the maximum charging power of the flywheel battery reflects the current amount of loading of the flywheel battery, when the sum of the current required power and the maximum discharge power of the fuel cell is less than or equal to the maximum charge power of the flywheel battery, the flywheel battery can not only meet the current energy recovery power requirement of the whole vehicle, meanwhile, all electric energy in the fuel cell can be recovered, so that the sum of the current required power and the maximum discharge power of the fuel cell is determined as the first target charging power of the flywheel battery (that is, the flywheel battery recovers all the redundant kinetic energy of the whole vehicle and all the redundant electric energy of the fuel cell), the maximum discharge power of the fuel cell is determined as the first target discharge power of the fuel cell (that is, the fuel cell discharges all the electric energy), and the first target charging power of the power cell is determined to be 0 (that is, the power cell is not required to share the energy recovery task of the flywheel battery at this time).
S43, judging whether the sum of the current required power and the maximum discharging power of the fuel cell is larger than the maximum charging power of the flywheel battery and is smaller than or equal to the sum of the maximum charging power of the flywheel battery and the maximum charging power of the power cell, if so, executing S44, otherwise, executing S45.
The maximum charging power of the power battery refers to the maximum chargeable power currently provided by the power battery, and may be understood as a difference between the current power capacity of the power battery and the current remaining power (which may be obtained according to the SOC of the power battery). Alternatively, the current power capacity may be obtained by monitoring a State of Health (SOH) of the power battery in real time by the power battery assembly. The SOH of a battery may represent the capacity, health degree or performance state of the battery (generally referred to as a storage battery), that is, the ratio of the performance parameter to the nominal parameter after the battery is used for a period of time, the factory-new battery is 100%, and the total scrap rate is 0%, which is the ratio of the capacity discharged by the battery discharging to the cut-off voltage at a certain rate from the full charge state to the factory-leaving nominal capacity corresponding to the discharged capacity, and may be simply understood as the current capacity of the battery.
It can be understood that, current demand power with the sum of fuel cell's maximum discharge power is greater than flywheel battery's maximum charging power, and less than or equal to flywheel battery and power battery's maximum charging power sum, the power demand that can't satisfy the energy of retrieving whole car energy and fuel cell simultaneously promptly through charging to flywheel battery, need charge the energy recovery task of sharing flywheel battery simultaneously to power battery, and charge simultaneously to flywheel battery and power battery this moment and can satisfy the power demand of retrieving whole car energy and fuel cell simultaneously.
S44, the vehicle control unit determines the maximum charging power of the flywheel battery as a first target charging power of the flywheel battery, determines the difference between the sum of the current required power and the maximum discharging power of the fuel battery and the maximum charging power of the flywheel battery as the first target charging power of the power battery, and determines the maximum discharging power of the fuel battery as the first target discharging power of the fuel battery.
It can be understood that the difference between the sum of the currently required power and the maximum discharge power of the fuel cell and the maximum charge power of the flywheel battery is determined as the first target charge power of the power battery, that is, on the basis of preferentially charging the flywheel battery, the power battery only needs to share the part of the energy recovery task which is not sufficiently assumed by the flywheel battery.
S45, judging whether the sum of the current required power and the maximum discharge power of the fuel cell is larger than the sum of the maximum charge power of the flywheel battery and the maximum charge power of the power cell, if so, executing S46, otherwise, executing S47.
It can be understood that, current demand power with the sum of fuel cell's maximum discharge power is greater than the sum of flywheel battery and power battery's maximum charging power, just current demand power less than or equal to flywheel battery and power battery's maximum charging power's sum, charge flywheel battery and power battery simultaneously promptly this moment, can only realize the recovery to whole car whole unnecessary kinetic energy and the partial surplus electric energy of fuel cell when flywheel battery and power battery are all fully loaded, and can't realize the recovery to whole car whole unnecessary kinetic energy and the whole surplus electric energy of fuel cell.
S46, the vehicle control unit determines the maximum charging power of the flywheel battery and the power battery as the first target charging power of the flywheel battery and the power battery respectively, and determines the difference between the sum of the maximum charging power of the flywheel battery and the power battery and the current required power as the first target discharging power of the fuel battery.
It can be understood that, when the sum of the current demand power and the maximum discharge power of the fuel cell is greater than the sum of the maximum charge power of the flywheel battery and the power battery, and the current demand power is less than or equal to the sum of the maximum charge power of the flywheel battery and the power battery, the surplus electric energy of the fuel cell can be recovered while the surplus kinetic energy of the whole vehicle is recovered, but according to the current total loading capacity (namely the sum of the maximum charge power) of the flywheel battery and the power battery, the flywheel battery and the power battery can be fully loaded when the surplus electric energy of the fuel cell is not recovered, namely, the flywheel battery and the power battery can only recover the surplus electric energy of the fuel cell, so that the maximum charge power of the flywheel battery and the power battery is determined as the first target charge power of the flywheel battery and the power battery (namely, the flywheel battery and the power battery recover the whole vehicle And recovering part of energy of the fuel cell until the fuel cell is fully loaded), and determining the difference between the sum of the maximum charging powers of the flywheel battery and the power cell and the current required power as the first target discharging power of the fuel cell (namely the fuel cell discharges part of electric energy until the flywheel battery and the power cell are shut down after being fully loaded, and if the difference is 0, the fuel cell is directly shut down).
S47, the vehicle control unit respectively determines the maximum charging power of the flywheel battery and the power battery as the first target charging power of the flywheel battery and the power battery, and determines the first target discharging power of the fuel battery as 0.
It can be understood that, when the current required power is greater than the sum of the maximum charging powers of the flywheel battery and the power battery, the flywheel battery and the power battery only recover the redundant kinetic energy of the whole vehicle until the flywheel battery and the power battery are fully loaded, and the requirement of the recovery power of the redundant kinetic energy of the whole vehicle cannot be met, obviously, the flywheel battery and the power battery cannot recover energy for the fuel battery at the moment, so that the maximum charging powers of the flywheel battery and the power battery are respectively determined as the first target charging power of the flywheel battery and the power battery (namely, the flywheel battery and the power battery only recover the redundant kinetic energy of the whole vehicle until the flywheel battery and the power battery are fully loaded), and the first target discharging power of the fuel battery is determined to be 0 (namely.
And S208, the vehicle control unit performs second charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and a second power distribution strategy, and performs second discharge power distribution on the fuel battery in the fuel battery assembly.
The second power distribution strategy is a power distribution strategy corresponding to the second mode, and is specifically embodied in that in the second mode, the whole vehicle power system realizes power supply for the whole vehicle by taking the fuel cell, the power cell and the flywheel cell as a discharging priority use sequence, and realizes energy recovery for the whole vehicle by taking the flywheel cell and the power cell as a charging priority use sequence.
In this embodiment, the vehicle controller performs second charge and discharge power allocation on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and by combining a second power allocation strategy, and performs second discharge power allocation on the fuel battery in the fuel battery assembly, which may be specifically optimized as the following steps S51 to S52:
and S51, the vehicle controller judges a second charge-discharge state of the vehicle power system according to the opening degree of the accelerator pedal and the opening degree of the brake pedal.
It can be understood that, in the second mode, when the vehicle accelerates, the fuel cell, the power cell and the flywheel cell need to be used for discharging to preferentially supply power to the whole vehicle, that is, the power system of the whole vehicle is in a discharging state at the moment; when the vehicle slides or brakes, the energy of the whole vehicle needs to be recovered by taking the flywheel battery and the power battery as charging priority, namely, the power system of the whole vehicle is in a charging state.
Optionally, the second charge-discharge state includes a second charge state and a second discharge state; if the opening degree of the accelerator pedal is larger than zero (namely, the vehicle is accelerated), the whole vehicle power system is judged to enter a second discharging state; and if the opening degree of the brake pedal is larger than zero (namely vehicle braking) or both the opening degree of the accelerator pedal and the opening degree of the brake pedal are equal to zero (namely vehicle sliding), judging that the whole vehicle power system enters a second charging state.
And S52, the vehicle controller determines a second target charge-discharge power of the flywheel battery and the power battery and a second target discharge power of the fuel battery according to a second charge-discharge state of the vehicle power system and the current required power.
The second target charge-discharge power may be understood as charge power or discharge power respectively allocated by the vehicle control unit to the flywheel battery and the power battery in the second mode. The second target discharge power may be understood as a discharge power allocated to the fuel cell by the vehicle control unit in the second mode.
It can be understood that, when the power system of the whole vehicle enters the second discharging state, whether the maximum discharging power of the fuel cell can meet the current required power can be judged according to the current required power, if so, the current power supply power requirement of the whole vehicle can be met only by discharging the fuel cell, and if not, the power cell or even the flywheel battery is required to be discharged to share the current power supply task of the whole vehicle. When the whole vehicle power system enters a charging state, the fuel battery is a non-energy storage device, only can discharge and can not charge, and the flywheel battery and the power battery can both execute an energy recovery task; therefore, whether the flywheel battery can finish the energy recovery task alone can be judged firstly, if yes, the current energy recovery power requirement of the whole vehicle can be met only by charging the flywheel battery, and if not, the flywheel battery and the power battery are considered to execute the energy recovery task together.
In this embodiment, the vehicle controller determines the second target charging and discharging power of the flywheel battery and the power battery and the second target discharging power of the fuel cell according to the second charging and discharging state of the vehicle power system and the current required power, and may be further specifically optimized as shown in steps S60 to S77 in fig. 4:
s60, judging whether the whole vehicle power system is in a second discharge state in S51, if so, executing S61; otherwise, S71 is executed.
S61, judging whether the current required power is less than or equal to the maximum discharge power of the fuel cell, if so, executing S62; otherwise, S63 is executed.
It can be understood that the current required power is less than or equal to the maximum discharge power of the fuel cell, that is, the current power supply power requirement of the whole vehicle can be met only by discharging the fuel cell.
And S62, the vehicle control unit determines the current required power as a second target discharge power of the fuel cell, and determines that the second target discharge power of the power cell and the flywheel battery are both 0.
It can be understood that it is determined that the second target discharge powers of the power battery and the flywheel battery are both 0, that is, the power battery and the flywheel battery are not required to discharge to share the current power supply task of the entire vehicle.
And S63, judging whether the current required power is larger than the maximum discharge power of the fuel cell and is smaller than or equal to the sum of the maximum discharge power of the fuel cell and the maximum discharge power of the power cell, if so, executing S64, otherwise, executing S65.
It can be understood that the current required power is greater than the maximum discharge power of the fuel cell, and is less than or equal to the sum of the maximum discharge powers of the fuel cell and the power cell, that is, the current power supply power requirement of the whole vehicle cannot be met only by discharging the fuel cell, the power cell is required to discharge simultaneously to share the current power supply task of the whole vehicle, and the current power supply power requirement of the whole vehicle can be met by discharging the fuel cell and the power cell simultaneously.
And S64, the vehicle control unit determines the maximum discharge power of the fuel cell as a second target discharge power of the fuel cell, determines the difference between the current required power and the maximum discharge power of the fuel cell as the second target discharge power of the power cell, and determines that the second target discharge power of the flywheel battery is 0.
It can be understood that the difference between the current required power and the maximum discharge power of the fuel cell is determined as the second target discharge power of the power cell, that is, on the basis of preferentially using the fuel cell for power supply, the power cell only needs to make up the current supply power of the whole vehicle, which is not enough to be provided by the fuel cell; and determining that the first target discharge power of the flywheel battery is 0, namely, the current power supply task of the whole vehicle is shared without discharging the flywheel battery at the moment.
And S65, judging whether the current required power is larger than the sum of the maximum discharging power of the fuel cell and the power cell and is smaller than or equal to the sum of the maximum discharging power of the fuel cell, the power cell and the flywheel battery, if so, executing S66, otherwise, executing S67.
It can be understood that the current required power is greater than the sum of the maximum discharge power of the fuel cell and the power cell, and is less than or equal to the sum of the maximum discharge power of the fuel cell, the power cell and the flywheel battery, that is, the current power supply power requirement of the whole vehicle cannot be met only by discharging the fuel cell and the power cell, the flywheel battery is required to discharge simultaneously to share the current power supply task of the whole vehicle, and the fuel cell, the power cell and the flywheel battery can discharge simultaneously at the moment to meet the current power supply power requirement of the whole vehicle.
And S66, the vehicle control unit determines the maximum discharge power of the fuel cell and the power cell as a second target discharge power of the fuel cell and the power cell respectively, and determines the difference between the current required power and the sum of the maximum discharge power of the fuel cell and the power cell as the second target discharge power of the flywheel battery.
It can be understood that, the difference between the current required power and the sum of the maximum discharge powers of the fuel cell and the power cell is the second target discharge power of the flywheel battery, that is, on the basis of preferentially using the power supply of the fuel cell and the power cell, the flywheel battery only needs to complement the current power supply power of the whole vehicle, which is not enough provided by the fuel cell and the power cell.
And S67, the vehicle control unit determines the maximum discharge power of the fuel cell, the power cell and the flywheel battery as the second target discharge power of the fuel cell, the power cell and the flywheel battery respectively.
It can be understood that, when the current required power is greater than the sum of the maximum discharge powers of the fuel cell, the power cell and the flywheel battery, the fuel cell, the power cell and the flywheel battery can not provide all the stored electric energy to meet the current power supply power requirement of the whole vehicle, and at this time, the target discharge powers of the fuel cell, the power cell and the flywheel battery are the respective maximum discharge powers, that is, the respective maximum discharge powers release all the stored electric energy.
S71, judging whether the sum of the current required power and the maximum discharge power of the fuel cell is less than or equal to the maximum charge power of the flywheel battery, if so, executing S72; otherwise, S73 is executed.
It can be understood that the sum of the current required power and the maximum discharge power of the fuel cell is less than or equal to the maximum charge power of the flywheel battery, that is, the maximum charge power of the flywheel battery can meet the current energy recovery power requirement of the whole vehicle, and can also realize the recovery of all current energy of the fuel cell at the same time. Because the fuel cell is a non-energy storage device and can only discharge and not charge, when the energy of the whole vehicle is recovered through the flywheel battery, if the maximum charging power of the flywheel battery is greater than the current required power, the flywheel battery can also recover the electric energy of the fuel cell at the same time, at the moment, the fuel cell still keeps discharging, and only the electric energy discharged by the fuel cell is not used for providing power for the whole vehicle, but is transferred into the flywheel battery. The energy recovery of the fuel cell can realize the recovery and the storage of redundant electric energy generated by the fuel cell and can reduce the starting and stopping frequency of the fuel cell in one-time use, thereby providing effective protection for the fuel cell and prolonging the service life of the fuel cell.
And S72, the vehicle control unit determines the sum of the current required power and the maximum discharge power of the fuel cell as a second target charging power of the flywheel battery, determines the maximum discharge power of the fuel cell as the second target discharge power of the fuel cell, and determines that the second target charging power of the power battery is 0.
It will be appreciated that the maximum charging power of the flywheel battery reflects the current amount of loading of the flywheel battery, when the sum of the current required power and the maximum discharge power of the fuel cell is less than or equal to the maximum charge power of the flywheel battery, the flywheel battery can not only meet the current energy recovery power requirement of the whole vehicle, meanwhile, all electric energy in the fuel cell can be recovered, so that the sum of the current required power and the maximum discharge power of the fuel cell is determined as the second target charging power of the flywheel battery (namely, the flywheel battery recovers all redundant kinetic energy of the whole vehicle and all redundant electric energy of the fuel cell), the maximum discharge power of the fuel cell is determined as the second target discharge power of the fuel cell (namely, the fuel cell discharges all electric energy), and the second target charging power of the power cell is determined to be 0 (namely, the power cell is not required to share the energy recovery task of the flywheel battery at this time).
S73, judging whether the sum of the current required power and the maximum discharging power of the fuel cell is larger than the maximum charging power of the flywheel battery and is smaller than or equal to the sum of the maximum charging power of the flywheel battery and the maximum charging power of the power cell, if so, executing S74, otherwise, executing S75.
It can be understood that, current demand power with the sum of fuel cell's maximum discharge power is greater than flywheel battery's maximum charging power, and less than or equal to flywheel battery and power battery's maximum charging power sum, the power demand that can't satisfy the energy of retrieving whole car energy and fuel cell simultaneously promptly through charging to flywheel battery, need charge the energy recovery task of sharing flywheel battery simultaneously to power battery, and charge simultaneously to flywheel battery and power battery this moment and can satisfy the power demand of retrieving whole car energy and fuel cell simultaneously.
S74, the vehicle control unit determines the maximum charging power of the flywheel battery as a second target charging power of the flywheel battery, determines the difference between the sum of the current required power and the maximum discharging power of the fuel battery and the maximum charging power of the flywheel battery as the second target charging power of the power battery, and determines the maximum discharging power of the fuel battery as the second target discharging power of the fuel battery.
It can be understood that the difference between the sum of the currently required power and the maximum discharge power of the fuel cell and the maximum charge power of the flywheel battery is determined as the second target charge power of the power battery, that is, on the basis of preferentially charging the flywheel battery, the power battery only needs to share the part of the energy recovery task which is not sufficiently assumed by the flywheel battery.
S75, judging whether the sum of the current required power and the maximum discharge power of the fuel cell is larger than the sum of the maximum charge power of the flywheel battery and the maximum charge power of the power cell, if so, executing S76, otherwise, executing S77.
It can be understood that, current demand power with the sum of fuel cell's maximum discharge power is greater than the sum of flywheel battery and power battery's maximum charging power, just current demand power less than or equal to flywheel battery and power battery's maximum charging power's sum, charge flywheel battery and power battery simultaneously promptly this moment, can only realize the recovery to whole car whole unnecessary kinetic energy and the partial surplus electric energy of fuel cell when flywheel battery and power battery are all fully loaded, and can't realize the recovery to whole car whole unnecessary kinetic energy and the whole surplus electric energy of fuel cell.
S76, the vehicle control unit determines the maximum charging power of the flywheel battery and the power battery as a second target charging power of the flywheel battery and the power battery respectively, and determines the difference between the sum of the maximum charging power of the flywheel battery and the power battery and the current required power as a second target discharging power of the fuel battery.
It can be understood that, when the sum of the current demand power and the maximum discharge power of the fuel cell is greater than the sum of the maximum charge power of the flywheel battery and the power battery, and the current demand power is less than or equal to the sum of the maximum charge power of the flywheel battery and the power battery, the surplus electric energy of the fuel cell can be recovered while the surplus kinetic energy of the whole vehicle is recovered, but according to the current total loading capacity (namely the sum of the maximum charge power) of the flywheel battery and the power battery, the flywheel battery and the power battery can be fully loaded when the surplus electric energy of the fuel cell is not recovered, namely, the flywheel battery and the power battery can only recover the part of the surplus electric energy of the fuel cell, so that the maximum charge power of the flywheel battery and the power battery is determined as the second target charge power of the flywheel battery and the power battery (namely, the flywheel battery and the power battery recover the whole vehicle And recovering part of energy of the fuel cell until the fuel cell is fully loaded), and determining the difference between the sum of the maximum charging powers of the flywheel battery and the power cell and the current required power as the second target discharging power of the fuel cell (namely the fuel cell discharges part of electric energy until the flywheel battery and the power cell are shut down after being fully loaded, and if the difference is 0, the fuel cell is directly shut down).
S77, the vehicle control unit respectively determines the maximum charging power of the flywheel battery and the power battery as the second target charging power of the flywheel battery and the power battery, and determines the second target discharging power of the fuel battery to be 0.
It can be understood that, when the current required power is greater than the sum of the maximum charging powers of the flywheel battery and the power battery, the flywheel battery and the power battery only recover the redundant kinetic energy of the whole vehicle until the flywheel battery and the power battery are fully loaded, and the requirement of the recovery power of the redundant kinetic energy of the whole vehicle cannot be met, obviously, the flywheel battery and the power battery cannot recover energy for the fuel battery at the moment, so that the maximum charging powers of the flywheel battery and the power battery are respectively determined as the second target charging power of the flywheel battery and the power battery (namely, the flywheel battery and the power battery only recover the redundant kinetic energy of the whole vehicle until the flywheel battery and the power battery are fully loaded), and the second target discharging power of the fuel battery is determined to be 0 (namely.
The embodiment of the invention provides an electric vehicle power system compositely powered by a flywheel battery, a power battery and a fuel battery, and the electric vehicle power system is characterized in that two battery use modes of a first mode and a second mode are set, and the battery use mode is selected based on the temperature of the power battery and the temperature of the fuel battery, so that the defect that the electric vehicle is powered by only the power battery and/or the fuel battery is overcome, the power requirements of the whole vehicle under various working conditions such as normal temperature, low temperature, high temperature, rapid acceleration, rapid deceleration, constant speed, starting, climbing and the like are effectively ensured, the power performance and the economical efficiency of the whole vehicle are ensured, meanwhile, the effective protection is provided for the fuel battery and the power battery, and the service lives of the fuel battery and the power battery are prolonged.
EXAMPLE III
Fig. 5 is a schematic structural diagram of a vehicle according to a third embodiment of the present invention. As shown in fig. 5, the vehicle includes: vehicle control unit 301, flywheel battery assembly 302, power battery assembly 309, fuel cell assembly 303, accelerator pedal 304, brake pedal 305, charging assembly 306, motor assembly 307, and memory 308.
The vehicle control unit 301 is connected to the flywheel battery assembly 302, the power battery assembly 309, the fuel battery assembly 303, the accelerator pedal 304, the brake pedal 305, the charging assembly 306, the motor assembly 307, and the memory 308, and is configured to collect operating conditions of other assemblies, and send corresponding control instructions to other assemblies according to the operating conditions, so as to complete management and distribution of vehicle energy.
The flywheel battery assembly 302 is respectively connected with the vehicle control unit 301, the fuel battery assembly 303 and the motor assembly 307, and is configured to supply power to the motor assembly 307 when receiving a first discharging instruction of the vehicle control unit 301, or recover electric energy generated by the motor assembly 307 and/or surplus electric energy discharged by the fuel battery assembly 303 when receiving a first charging instruction of the vehicle control unit 301.
Optionally, flywheel battery assembly 302, comprising: a flywheel battery controller, a flywheel battery and a first power converter,
the flywheel battery controller is respectively connected with the vehicle control unit 301 and the flywheel battery, and is used for controlling the flywheel battery to discharge when receiving a first discharge instruction of the vehicle control unit 301, or controlling the flywheel battery to charge when receiving a first charge instruction of the vehicle control unit 301; optionally, the flywheel battery controller is further configured to monitor the SOC of the flywheel battery in real time, and feed back the SOC to the vehicle control unit 301 in real time.
The first power converter is in communication connection with the vehicle controller 301, and is electrically connected to the flywheel battery, the power battery assembly 309, the fuel battery assembly 303, the charging assembly 306 and the motor assembly 307, respectively, and is configured to convert the dc power output by the flywheel battery into dc power matched with the power battery assembly 309 when receiving a first power conversion instruction of the vehicle controller 301, or convert the dc power output by the charging assembly 306 and/or the motor assembly 307 into dc power matched with the flywheel battery assembly 302 when receiving a second power conversion instruction of the vehicle controller 301.
Optionally, the flywheel battery assembly 302 further includes a first temperature acquisition device, and the first temperature acquisition device is in communication connection with the vehicle control unit 301, and is configured to acquire the temperature of the flywheel battery in real time, generate first temperature information, and feed back the first temperature information to the vehicle control unit 301 in real time.
And the power battery assembly 309 is respectively connected with the vehicle controller 301, the fuel battery assembly 303 and the motor assembly 307, and is used for supplying power to the motor assembly 307 when receiving a second discharging instruction of the vehicle controller 301, or recovering electric energy generated by the motor assembly 307 and/or redundant electric energy discharged by the fuel battery assembly 303 when receiving a second charging instruction of the vehicle controller 301.
Optionally, the power battery assembly 309, comprises: a power battery controller and a power battery,
the power battery controller is respectively connected with the vehicle control unit 301 and the power battery, and is used for controlling the power battery to discharge when receiving a second discharge instruction of the vehicle control unit 301, or controlling the power battery to charge when receiving a second charge instruction of the vehicle control unit 301; optionally, the power battery controller is further configured to monitor the SOC and SOH of the power battery in real time, and feed back the SOC and SOH to the vehicle control unit 301 in real time.
Optionally, the power battery assembly 309 further includes: a second temperature pick-up device and a first cooling circuit,
the second temperature acquisition device is in communication connection with the vehicle control unit 301 and is used for acquiring the temperature of the power battery in real time, generating second temperature information and feeding the second temperature information back to the vehicle control unit 301 in real time;
the first cooling loop is in communication connection with the power battery controller, attached to the surface of the power battery and used for receiving a first cooling instruction of the power battery controller when the temperature of the power battery exceeds a preset temperature threshold value, and cooling the power battery.
And the fuel cell assembly 303 is respectively connected with the vehicle control unit 301, the flywheel battery assembly 302, the power cell assembly 309 and the motor assembly 307, and is used for supplying power to the motor assembly 307 when receiving a third discharging instruction of the vehicle control unit 301, or charging the flywheel battery assembly 302 and/or the power cell assembly 309 when receiving a fourth discharging instruction of the vehicle control unit 301.
Optionally, fuel cell assembly 303, comprising: a fuel cell controller, a fuel cell, and a second power converter,
the fuel cell controller is respectively connected with the vehicle control unit 301 and the fuel cell, and is configured to control the fuel cell to supply power to the motor assembly 307 when receiving a third discharging instruction of the vehicle control unit 301, or control the fuel cell to charge the flywheel battery assembly 302 and/or the power battery assembly 309 when receiving a fourth discharging instruction of the vehicle control unit 301. Optionally, the fuel cell controller is further configured to monitor the SOC of the fuel cell in real time and feed back the SOC to the vehicle controller 301 in real time.
The second power converter is in communication connection with the vehicle controller 301, and is electrically connected to the fuel cell, the flywheel battery assembly 302 and the motor assembly 307, respectively, and is configured to convert the dc power output by the fuel cell into dc power matched with the power battery assembly 309 when receiving a third power conversion instruction of the vehicle controller 301, or convert the dc power output by the fuel cell into dc power matched with the flywheel battery assembly 302 when receiving a fourth power conversion instruction of the vehicle controller 301.
Optionally, the fuel cell assembly 303 further comprises: a third temperature pick-up device and a second cooling circuit,
the third temperature acquisition device is in communication connection with the vehicle control unit 301, and is used for acquiring the temperature of the fuel cell in real time, generating third temperature information and feeding the third temperature information back to the vehicle control unit 301 in real time;
and the second cooling loop is in communication connection with the fuel cell controller, attached to the surface of the fuel cell and used for receiving a second cooling instruction of the fuel cell controller when the temperature of the fuel cell exceeds a preset temperature threshold value and cooling the fuel cell.
Correspondingly, the vehicle control unit 301 is further configured to compare the second temperature information and the third temperature information with a preset temperature threshold, and determine a battery usage mode according to a comparison result, where the battery usage mode includes: a first mode and a second mode.
The accelerator pedal 304 is connected with the vehicle controller 301 and used for providing current accelerator pedal opening condition information of the vehicle for the vehicle controller 301;
correspondingly, the vehicle control unit 301 is further configured to obtain a current accelerator pedal opening degree change rate corresponding to the vehicle according to the current accelerator pedal opening degree.
The brake pedal 305 is connected with the vehicle controller 301 and used for providing the current brake pedal opening degree working condition information of the vehicle for the vehicle controller 301;
correspondingly, the vehicle control unit 301 is further configured to obtain a current brake pedal opening degree change rate corresponding to the vehicle according to the current brake pedal opening degree.
Optionally, the vehicle further comprises a rotation speed sensor, wherein the rotation speed sensor is in communication connection with the vehicle controller 301, and is used for monitoring the current motor rotation speed of the vehicle in real time and feeding the current motor rotation speed back to the vehicle controller 301 in real time;
correspondingly, the vehicle control unit 301 is further configured to determine a current required power of the vehicle according to the current motor speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening rate and the current brake pedal opening rate, and perform power distribution on the battery in the battery usage mode according to the current required power.
And the charging assembly 306 is connected with the vehicle controller 301 and the flywheel battery assembly 302 respectively, and is used for receiving a third charging instruction of the vehicle controller 301 when the electric quantity of the vehicle is insufficient, and charging the flywheel battery assembly 302.
Optionally, the charging assembly 306, comprises: a charging controller and a vehicle-mounted charging module,
the charging controller is in communication connection with the vehicle control unit 301 and the vehicle-mounted charging module, and is configured to receive a third charging instruction of the vehicle control unit 301 and control the vehicle-mounted charging module to charge the flywheel battery assembly 302.
And the motor assembly 307 is respectively connected with the vehicle controller 301, the flywheel battery assembly 302 and the fuel battery assembly 303, and is used for driving the vehicle to move according to the electric energy provided by the flywheel battery assembly 302 and/or the fuel battery assembly 303 when receiving a driving instruction of the vehicle controller 301, or transmitting the generated electric energy to the flywheel battery assembly 302 to realize energy recovery when receiving a braking instruction of the vehicle controller 301.
Optionally, the motor assembly 307, comprises: a motor controller, an inverter and a motor,
the motor controller is respectively connected with the vehicle control unit 301 and the inverter, and is used for converting direct current electric energy provided by the flywheel battery assembly 302, the power battery assembly 309 and/or the fuel battery assembly 303 into alternating current electric energy required by the motor when receiving a driving instruction of the vehicle control unit 301, so that the driving motor rotates to drive the vehicle to move, or when receiving a braking instruction of the vehicle control unit 301, the inverter drives the vehicle to convert the alternating current electric energy generated by the rotation of the motor into the direct current electric energy and conveys the direct current electric energy to the flywheel battery assembly 302.
A memory 308 for storing one or more programs;
the one or more programs are executed by the vehicle controller 301, so that the vehicle controller 301 implements the vehicle energy management method according to any one of the foregoing embodiments.
The embodiment of the invention provides a vehicle energy management method capable of executing the whole vehicle provided by any embodiment of the invention, and the method has corresponding functional modules and beneficial effects of the execution method.
Example four
Fig. 6 is a diagram illustrating a structure of an electric vehicle power system according to a fourth embodiment of the present invention, and as shown in fig. 6, the system includes: a vehicle control unit 401, a flywheel battery controller 402, a flywheel battery 403, a first power converter 404, a power battery controller 415, a power battery system 416, a fuel battery controller 405, a fuel battery system 406, a charging controller 407, a charging system 408, a motor controller 409, an inverter 410, a motor 411, an accelerator pedal 412, a brake pedal 413, and a second power converter 414.
The vehicle controller 401 is connected to a flywheel battery controller 402, a first power converter 404, a power battery controller 415, a fuel battery controller 405, a charging controller 407, a motor controller 409, an accelerator pedal 412, a brake pedal 413, and a second power converter 414 (for example, connected by CAN communication, hard wire, etc.).
The flywheel battery controller 402 is connected to the flywheel battery 403 (for example, connected in a CAN communication manner), and controls the flywheel battery 403; the first power converter 404 is coupled (e.g., connected by a high voltage harness) to the flywheel battery 403, the power battery system 416, the fuel cell system 406, the charging system 408, and the inverter 410. The flywheel battery controller 402, the flywheel battery 403 and the first power converter 404 may be integrated into one system, collectively referred to as a flywheel battery system. The flywheel battery 403 is a flywheel energy storage device and is not limited to a magnetic levitation structure.
The power battery system 416 is connected to the power battery controller 415 and the charging system 408, and the power battery controller 415 controls the power battery system 416. Power battery controller 415 and power battery system 416 may be integrated into one system. The power battery system 416 includes a power battery cell or a power battery module, a copper bar, a cooling circuit, and the like.
The fuel cell system 406 is connected to a fuel cell controller 405 and a second power converter 414, and the fuel cell controller 405 controls the fuel cell system 406. The fuel cell controller 405, the fuel cell system 406, and the second power converter 414 may be integrated into one system. The fuel cell system 406 includes an electric power reactor, an air compressor, a hydrogen storage device, a high pressure water pump, and the like.
The charging controller 407 is connected to the charging system 408, and controls the charging system 408 to charge the flywheel battery 403. The charging system 408 and the charging controller 407 may be integrated into one system. The charging system 408 includes charging necessary devices such as a vehicle-mounted charger or a charging pile or a charging station, a charging interface, a charging circuit, and a charging lock.
The motor controller 409 is connected to the inverter 410 and controls the inverter 410 and the motor 411; inverter 410 is coupled (e.g., connected by a high voltage harness) to power battery system 416, first power converter 404, second power converter 414, charging system 408, motor controller 409, and motor 411. The motor controller 409, the inverter 410, and the motor 411 may be integrated into one system.
The functions of the power system include at least: the flywheel battery 403 supplies power to the driving motor 411 alone, the power battery system 416 supplies power to the driving motor 411 alone, the fuel cell system 406 supplies power to the driving motor 411 alone, the flywheel battery 403 and the power battery system 416 jointly supply power to the driving motor 411, the flywheel battery 403 and the fuel cell system 406 jointly supply power to the driving motor 411, the fuel cell system 406 and the power battery system 416 jointly supply power to the driving motor 411, the flywheel battery 403, the power battery system 416 and the fuel cell system 406 jointly supply power to the driving motor 411, the fuel cell system 406 supplies power to the driving motor 411 and charges the flywheel battery 403 or the power battery system 416, the motor 411 generates power and charges the flywheel battery 403 or the power battery system 416, the charging system 408 charges the flywheel battery 403 or the power battery system 416, and the fuel cell system 406 charges the flywheel battery 403 or the power battery system 416.
The precondition for the flywheel battery 403 to supply power to the driving motor 411 independently includes: the flywheel battery 403 can work normally and output power meets the power requirement of the whole vehicle, and the first power converter 404, the motor controller 409, the inverter 410 and the motor 411 can work normally.
The precondition for the power battery system 416 to supply power to the driving motor 411 independently includes: the power battery system 416 can work normally and output power meets the power requirement of the whole vehicle, and the motor controller 409, the inverter 410 and the motor 411 can work normally.
Preconditions for the fuel cell system 406 to supply the driving motor 411 with power alone include: the fuel cell system 406 can operate normally and output power to meet the vehicle power demand, and the second power converter 414, the motor controller 409, the inverter 410, and the motor 411 can operate normally.
The precondition for jointly supplying power to the driving motor 411 by the flywheel battery 403 and the power battery system 416 includes: the flywheel battery 403 and the power battery system 416 can work normally, the output power meets the power requirement of the whole vehicle, and the first power converter 404, the motor controller 409, the inverter 410, the motor 411 and the like can work normally.
Preconditions for jointly powering drive motor 411 by flywheel battery 403 and fuel cell system 406 include: the flywheel battery 403 and the fuel cell system 406 can work normally and output power meets the power requirement of the whole vehicle, and the first power converter 404, the second power converter 414, the motor controller 409, the inverter 410, the motor 411 and the like can work normally.
The preconditions for jointly powering the drive motor 411 by the fuel cell system 406 and the power cell system 416 include: the fuel cell system 406 and the power cell system 416 can work normally, the output power meets the power requirement of the whole vehicle, and the second power converter 414, the motor controller 409, the inverter 410, the motor 411 and the like can work normally.
The precondition for jointly supplying power to the driving motor 411 by the flywheel battery 403, the fuel cell system 406 and the power battery system 416 comprises: the flywheel battery 403, the fuel cell system 406 and the power battery system 416 can work normally, the output power meets the power requirement of the whole vehicle, and the first power converter 404, the second power converter 414, the motor controller 409, the inverter 410, the motor 411 and the like can work normally.
Preconditions for powering the drive motor 411 and charging the flywheel battery 403 or the power battery system 416 by the fuel cell system 406 include: the fuel cell system 406 can work normally and output power is larger than the power requirement of the whole vehicle, and the flywheel battery 403, the first power converter 404, the second power converter 414, the power battery system 416, the motor controller 409, the inverter 410, the motor 411 and the like can work normally.
The precondition for the electric motor 411 to generate electric power and charge the flywheel battery 403 or the power battery system 416 includes: the flywheel battery 403, the first power converter 404, the power battery system 416, the motor 411, the inverter 410, the motor controller 409, etc. can all operate normally, with the flywheel battery 403 and the power battery system 416 allowing charging.
The charging system 408 is used for charging the flywheel battery 403 or the power battery system 416 according to the following preconditions: the flywheel battery 403, the first power converter 404, the power battery system 416, and the charging system 408 can all operate normally, the flywheel battery 403 and the power battery system 416 allow charging, the motor 411 is stopped, and the entire vehicle is stopped.
Preconditions for charging flywheel battery 403 or power battery system 416 by fuel cell system 406 include: the fuel cell system 406, the second power converter 414, the flywheel battery 403, the first power converter 404 and the power battery system 416 can work normally, the flywheel battery 403 and the power battery system 416 are allowed to be charged, the motor 411 is stopped, and the whole vehicle stops.
During driving, the flywheel battery 403, the power battery system 416 and the fuel battery system 406 output energy in a coordinated mode, and the motor outputs positive torque to achieve effective driving of the vehicle. When the vehicle slides or brakes, the motor 411 outputs negative torque through the braking energy recovery system to generate alternating current electric energy, and the alternating current electric energy is converted into direct current electric energy through the inverter 410 and stored in the flywheel battery 403 and/or the power battery system 416 to meet the requirement of the vehicle. In order to avoid the shortage of the flywheel battery 403, the power battery system 416 and the fuel cell system 406, the charging controller 407 controls the charging system 408 to charge the flywheel battery 403 and/or the power battery system 416 by using the electric energy in the power grid.
The embodiment of the invention provides an example of an electric automobile power system, the system can execute the whole automobile energy management method provided by any embodiment of the invention, and the system has corresponding functional modules and beneficial effects of the execution method.
From the above description of the embodiments, it is obvious for those skilled in the art that the present invention can be implemented by software and necessary general hardware, and certainly, can also be implemented by hardware, but the former is a better embodiment in many cases. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which may be stored in a computer-readable storage medium, such as a floppy disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a FLASH Memory (FLASH), a hard disk or an optical disk of a computer, and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device) to execute the methods according to the embodiments of the present invention.
It should be noted that, in the embodiment of the vehicle, the included units and modules are merely divided according to the functional logic, but are not limited to the above division as long as the corresponding functions can be realized; in addition, specific names of the functional units are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present invention.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (10)

1. The whole vehicle energy management method of the electric vehicle power system is characterized in that the electric vehicle power system comprises the following steps: vehicle control unit, flywheel battery subassembly, power battery subassembly and fuel cell subassembly, the method includes:
the vehicle control unit receives the current power battery temperature and the current fuel battery temperature fed back by the power battery assembly and the fuel battery assembly respectively;
the vehicle control unit compares the current power battery temperature and the current fuel battery temperature with a preset temperature threshold value, and determines a battery use mode according to a comparison result, wherein the battery use mode comprises the following steps: a first mode and a second mode;
and the vehicle control unit determines the current required power of the vehicle according to the obtained current working condition of the vehicle, and performs power distribution on the battery in the battery use mode according to the current required power.
2. The method of claim 1, wherein the electric vehicle power system further comprises: motor element, speed sensor, accelerator pedal and brake pedal, the vehicle current operating mode includes: the current motor rotating speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening change rate and the current brake pedal opening change rate;
correspondingly, the vehicle control unit determines the current required power of the vehicle according to the obtained current working condition of the vehicle, and the method comprises the following steps:
the vehicle control unit respectively receives the current motor rotating speed, the current accelerator pedal opening and the current brake pedal opening obtained by the rotating speed sensor, the accelerator pedal and the brake pedal;
the vehicle control unit respectively determines a current accelerator pedal opening degree change rate and a current brake pedal opening degree change rate according to the current accelerator pedal opening degree and the current brake pedal opening degree;
and the vehicle control unit determines the current required power according to the current motor rotating speed, the current accelerator pedal opening, the current brake pedal opening, the current accelerator pedal opening change rate and the current brake pedal opening change rate.
3. The method of claim 1, wherein the vehicle control unit power allocates the battery in the battery usage mode according to the current required power, comprising:
when the battery use mode is a first mode, the vehicle control unit performs first charge and discharge power distribution on a flywheel battery in the flywheel battery assembly and a power battery in the power battery assembly according to the current required power and in combination with a first power distribution strategy, and performs first discharge power distribution on a fuel battery in the fuel battery assembly;
and when the battery use mode is a second mode, the vehicle control unit performs second charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and a second power distribution strategy, and performs second discharge power distribution on the fuel battery in the fuel battery assembly.
4. The method of claim 3, wherein the vehicle control unit performs a first charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and a first power distribution strategy, and performs a first discharge power distribution on the fuel battery in the fuel battery assembly, and the method comprises the following steps:
the vehicle controller judges a first charge-discharge state of the vehicle power system according to the opening degree of the accelerator pedal and the opening degree of the brake pedal, wherein the first charge-discharge state comprises a first charge state and a first discharge state;
and the vehicle control unit determines a first target charge-discharge power of the flywheel battery and the power battery and a first target discharge power of the fuel battery according to a first charge-discharge state of the vehicle power system and the current required power.
5. The method according to claim 4, wherein the vehicle controller determines a first target charge-discharge power of the flywheel battery and the power battery and a first target discharge power of the fuel battery according to a first charge-discharge state of the vehicle power system and the current required power, and comprises:
when the vehicle controller determines that the vehicle power system enters a first discharge state, if the current required power is less than or equal to the maximum discharge power of the flywheel battery, the vehicle controller determines the current required power as a first target discharge power of the flywheel battery, and determines that the first target discharge powers of the power battery and the fuel battery are both 0;
if the current required power is larger than the maximum discharge power of the flywheel battery and is smaller than or equal to the sum of the maximum discharge power of the flywheel battery and the maximum discharge power of the power battery, determining the maximum discharge power of the flywheel battery as a first target discharge power of the flywheel battery by the vehicle control unit, determining the difference value between the current required power and the maximum discharge power of the flywheel battery as the first target discharge power of the power battery, and determining that the first target discharge power of the fuel battery is 0;
if the current required power is larger than the sum of the maximum discharging powers of the flywheel battery and the power battery and is smaller than or equal to the sum of the maximum discharging powers of the flywheel battery, the power battery and the fuel battery, the vehicle control unit respectively determines the maximum discharging powers of the flywheel battery and the power battery as first target discharging powers of the flywheel battery and the power battery, and determines the difference value between the current required power and the sum of the maximum discharging powers of the flywheel battery and the power battery as the first target discharging power of the fuel battery;
if the current required power is larger than the sum of the maximum discharge powers of the flywheel battery, the power battery and the fuel battery, the vehicle control unit determines the maximum discharge powers of the flywheel battery, the power battery and the fuel battery as first target discharge powers of the flywheel battery, the power battery and the fuel battery respectively.
6. The method of claim 4, wherein the vehicle controller determines a first target charge-discharge power of the flywheel battery and the power battery and a first target discharge power of the fuel battery according to a first charge-discharge state of the vehicle power system and the current required power, and further comprising:
when the vehicle controller determines that the vehicle power system enters a first charging state, if the sum of the current required power and the maximum discharging power of the fuel cell is less than or equal to the maximum charging power of the flywheel battery, the vehicle controller determines the sum of the current required power and the maximum discharging power of the fuel cell as a first target charging power of the flywheel battery, determines the maximum discharging power of the fuel cell as a first target discharging power of the fuel cell, and determines that the first target charging power of the power cell is 0;
if the sum of the current required power and the maximum discharging power of the fuel cell is larger than the maximum charging power of the flywheel battery and is smaller than or equal to the sum of the maximum charging power of the flywheel battery and the maximum charging power of the power cell, the vehicle control unit determines the maximum charging power of the flywheel battery as a first target charging power of the flywheel battery, determines the difference value between the sum of the current required power and the maximum discharging power of the fuel cell and the maximum charging power of the flywheel battery as the first target charging power of the power cell, and determines the maximum discharging power of the fuel cell as the first target discharging power of the fuel cell;
if the sum of the current required power and the maximum discharging power of the fuel cell is larger than the sum of the maximum charging powers of the flywheel battery and the power battery, and the current required power is smaller than or equal to the sum of the maximum charging powers of the flywheel battery and the power battery, the vehicle control unit determines the maximum charging powers of the flywheel battery and the power battery as first target charging powers of the flywheel battery and the power battery respectively, and determines the difference between the sum of the maximum charging powers of the flywheel battery and the power battery and the current required power as the first target discharging power of the fuel cell;
if the current required power is larger than the sum of the maximum charging powers of the flywheel battery and the power battery, the vehicle control unit respectively determines the maximum charging powers of the flywheel battery and the power battery as first target charging powers of the flywheel battery and the power battery, and determines that the first target discharging power of the fuel battery is 0.
7. The method according to claim 3, wherein the vehicle control unit performs a second charge and discharge power distribution on the flywheel battery in the flywheel battery assembly and the power battery in the power battery assembly according to the current required power and a second power distribution strategy, and performs a second discharge power distribution on the fuel battery in the fuel battery assembly, including:
the vehicle controller judges a second charge-discharge state of the vehicle power system according to the opening degree of the accelerator pedal and the opening degree of the brake pedal, wherein the second charge-discharge state comprises a second charge state and a second discharge state;
and the vehicle controller determines a second target charge-discharge power of the flywheel battery and the power battery and a second target discharge power of the fuel battery according to a second charge-discharge state of the vehicle power system and the current required power.
8. The method according to claim 7, wherein the vehicle controller determines a second target charging and discharging power of the flywheel battery and the power battery and a second target discharging power of the fuel battery according to a second charging and discharging state of the vehicle power system and the current required power, and comprises:
when the vehicle controller determines that the vehicle power system enters a second discharge state, if the current required power is less than or equal to the maximum discharge power of the fuel cell, the vehicle controller determines the current required power as a second target discharge power of the fuel cell, and determines that the second target discharge powers of the power cell and the flywheel battery are both 0;
if the current required power is larger than the maximum discharge power of the fuel cell and is smaller than or equal to the sum of the maximum discharge powers of the fuel cell and the power cell, determining the maximum discharge power of the fuel cell as a second target discharge power of the fuel cell by the vehicle control unit, determining the difference value between the current required power and the maximum discharge power of the fuel cell as the second target discharge power of the power cell, and determining that the second target discharge powers of the flywheel battery are both 0;
if the current required power is larger than the sum of the maximum discharging powers of the fuel cell and the power cell and is smaller than or equal to the sum of the maximum discharging powers of the fuel cell, the power cell and the flywheel battery, the vehicle control unit respectively determines the maximum discharging powers of the fuel cell and the power cell as a second target discharging power of the fuel cell and the power cell, and determines the difference value between the current required power and the sum of the maximum discharging powers of the fuel cell and the power cell as a second target discharging power of the flywheel battery;
and if the current required power is greater than the sum of the maximum discharge powers of the fuel cell, the power cell and the flywheel cell, the vehicle control unit respectively determines the maximum discharge powers of the fuel cell, the power cell and the flywheel cell as second target discharge powers of the fuel cell, the power cell and the flywheel cell.
9. The method of claim 7, wherein the vehicle controller determines a second target charging and discharging power of the flywheel battery and the power battery and a second target discharging power of the fuel battery according to a second charging and discharging state of the vehicle power system and the current required power, and further comprising:
when the vehicle controller determines that the vehicle power system enters a second charging state, if the sum of the current required power and the maximum discharging power of the fuel cell is less than or equal to the maximum charging power of the flywheel battery, the vehicle controller determines the sum of the current required power and the maximum discharging power of the fuel cell as a second target charging power of the flywheel battery, determines the maximum discharging power of the fuel cell as a second target discharging power of the fuel cell, and determines that the second target charging power of the power cell is 0;
if the sum of the current required power and the maximum discharging power of the fuel cell is greater than the maximum charging power of the flywheel battery and is less than or equal to the sum of the maximum charging power of the flywheel battery and the maximum charging power of the power cell, the vehicle control unit determines the maximum charging power of the flywheel battery as a second target charging power of the flywheel battery, determines the difference value between the sum of the current required power and the maximum discharging power of the fuel cell and the maximum charging power of the flywheel battery as the second target charging power of the power cell, and determines the maximum discharging power of the fuel cell as the second target discharging power of the fuel cell;
if the sum of the current required power and the maximum discharging power of the fuel cell is larger than the sum of the maximum charging powers of the flywheel battery and the power battery, and the current required power is smaller than or equal to the sum of the maximum charging powers of the flywheel battery and the power battery, the vehicle control unit determines the maximum charging powers of the flywheel battery and the power battery as second target charging powers of the flywheel battery and the power battery respectively, and determines the difference between the sum of the maximum charging powers of the flywheel battery and the power battery and the current required power as a second target discharging power of the fuel cell;
if the current required power is larger than the sum of the maximum charging powers of the flywheel battery and the power battery, the vehicle control unit respectively determines the maximum charging powers of the flywheel battery and the power battery as second target charging powers of the flywheel battery and the power battery, and determines that the second target discharging power of the fuel battery is 0.
10. A vehicle, comprising: the system comprises a vehicle control unit, a flywheel battery assembly, a power battery assembly, a fuel battery assembly, an accelerator pedal, a brake pedal, a charging assembly, a motor assembly and a memory;
the vehicle control unit is respectively connected with the flywheel battery assembly, the power battery assembly, the fuel battery assembly, the accelerator pedal, the brake pedal, the charging assembly, the motor assembly and the memory, and is used for acquiring working conditions of other assemblies and sending corresponding control instructions to other assemblies according to the working conditions so as to complete the management and distribution of the energy of the whole vehicle;
the memory for storing one or more programs;
the one or more programs are executed by the vehicle control unit such that the vehicle control unit implements the vehicle energy management method of any of claims 1-9.
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