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WO2022033308A1 - 一种fcev能量管理方法及系统 - Google Patents

一种fcev能量管理方法及系统 Download PDF

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Publication number
WO2022033308A1
WO2022033308A1 PCT/CN2021/108931 CN2021108931W WO2022033308A1 WO 2022033308 A1 WO2022033308 A1 WO 2022033308A1 CN 2021108931 W CN2021108931 W CN 2021108931W WO 2022033308 A1 WO2022033308 A1 WO 2022033308A1
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WO
WIPO (PCT)
Prior art keywords
fcev
electric energy
auxiliary electric
soc value
power mode
Prior art date
Application number
PCT/CN2021/108931
Other languages
English (en)
French (fr)
Inventor
涂岩恺
池炜宾
Original Assignee
厦门雅迅网络股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 厦门雅迅网络股份有限公司 filed Critical 厦门雅迅网络股份有限公司
Priority to EP21855361.8A priority Critical patent/EP4194259A4/en
Priority to US18/041,102 priority patent/US20230271532A1/en
Publication of WO2022033308A1 publication Critical patent/WO2022033308A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • 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
    • B60L58/26—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 by cooling
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • 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
    • 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
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • 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
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
    • H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable 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
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/68—Traffic data
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • 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

Definitions

  • the invention relates to the field of vehicle control, in particular to an FCEV energy management method and system.
  • FCEV Fluel Cell Vehicle
  • FCEV Fluel Cell Vehicle
  • the energy control module keeps the output power of the fuel cell still changing at a slower speed, while the auxiliary electric energy module compensates by outputting or recovering electric energy with a faster power change.
  • the existing FCEV energy management methods generally only manage the current situation. For example, a minimum threshold and a maximum threshold are fixed.
  • SOC State of charge
  • the SOC of the auxiliary electric energy module is found, it is used to reflect the remaining battery power.
  • the SOC of the auxiliary electric energy module is higher than the highest threshold, the forced charging is performed, and the forced discharging is performed.
  • the present invention provides an FCEV energy management method and system, which can adjust the SOC value of the auxiliary electric energy module according to the road information in front of the vehicle and the information of the road conditions in front of the vehicle, so that the SOC of the auxiliary electric energy module can be adjusted.
  • the value is kept at a reasonable level, so that the load on the fuel cell is balanced, so that the fuel cell can keep the power output changing slowly.
  • FCEV energy management method comprising:
  • the SOC value of the FCEV auxiliary electric energy module is adjusted;
  • the auxiliary electric energy module includes a power battery and/or a super capacitor.
  • the predicting the required power mode ahead according to the road information ahead and the road condition information ahead includes:
  • the predicted required power ahead is the power frequent change mode
  • the predicted required power mode ahead is the power normal mode.
  • the adjustment of the SOC value of the FCEV auxiliary electric energy module based on the forward required power mode includes:
  • the SOC value of the FCEV auxiliary electric energy module is controlled to be kept near the median value of the maximum allowable SOC value
  • the SOC value of the auxiliary electric energy module of the FCEV is controlled to be kept near the maximum allowable SOC value
  • the SOC value of the FCEV auxiliary electric energy module is controlled to be kept near the allowable SOC minimum value.
  • the adjusting the SOC value of the FCEV auxiliary electric energy module based on the forward required power mode further includes:
  • the FCEV control the FCEV
  • the SOC value of the auxiliary electric energy module is kept near the minimum allowable SOC value
  • the FCEV control the FCEV
  • the SOC value of the auxiliary electric energy module is kept around the median value of the maximum allowable SOC value.
  • the adjusting the SOC value of the FCEV auxiliary electric energy module based on the forward required power mode further includes:
  • the SOC value of the FCEV auxiliary electric energy module is compared in real time with the preset first threshold and the preset second threshold; if the SOC value of the FCEV auxiliary electric energy module is greater than If the first threshold is set, the FCEV auxiliary electric energy module is controlled to discharge; if the SOC value of the FCEV auxiliary electric energy module is less than the second threshold, the FCEV auxiliary electric energy module is controlled to be charged.
  • controlling the SOC value of the FCEV auxiliary electric energy module to keep near the median value of the maximum allowable SOC value specifically includes: controlling the SOC value of the FCEV auxiliary electric energy module to keep the allowable SOC maximum value Values were within the range of the median ⁇ 10%.
  • controlling the SOC value of the FCEV auxiliary electric energy module to keep near the allowable SOC maximum value specifically includes: controlling the SOC value of the FCEV auxiliary electric energy module to keep the allowable SOC maximum value and the allowable SOC maximum value.
  • the SOC maximum value is within the range of 10% down.
  • controlling the SOC value of the FCEV auxiliary electric energy module to keep near the allowable minimum SOC value specifically includes: controlling the SOC value of the FCEV auxiliary electric energy module to keep the allowable SOC minimum value and the allowable SOC minimum value.
  • the SOC minimum value is within the range of 10%.
  • An FCEV energy management system of the present invention includes:
  • an auxiliary electric energy module for recovering excess energy output by the fuel cell, and for releasing energy for use by the vehicle when the output energy of the fuel cell cannot meet the needs of the vehicle;
  • the front road condition acquisition module is used to acquire the road information ahead of the vehicle and the road condition information ahead;
  • an energy control module connected with the fuel cell to provide the output energy of the fuel cell to the vehicle and/or an auxiliary electric energy module; connected with the auxiliary electric energy module to adjust the output energy of the auxiliary electric energy module or recovering energy to realize the adjustment of the SOC value of the auxiliary electric energy module; and connecting with the ahead road condition acquisition module to predict the required power mode ahead according to the ahead road information and the preceding road condition information.
  • the invention can adjust the SOC value of the FCEV auxiliary electric energy module according to the information of the road ahead of the vehicle and the information of the road conditions in front, so that the SOC value of the auxiliary electric energy module of the FCEV can be kept at a reasonable level, so as to realize the balance of the load of the fuel cell, so that the fuel cell can keep the power output changing slowly;
  • the energy control module of the present invention controls the fuel cell to charge the auxiliary electric energy module when the required power of the vehicle motor is less than the maximum output power of the fuel cell, and recovers the excess output energy of the fuel cell; at the same time, when the required power of the vehicle motor is greater than the maximum output power of the fuel cell When outputting power, the auxiliary electric energy module is controlled to release energy to supplement the insufficient energy output by the fuel cell.
  • Fig. 1 is the schematic flow chart of the method of the present invention
  • FIG. 2 is a schematic structural diagram of the system of the present invention.
  • the execution body of the method in this embodiment is an energy control module.
  • the energy control module is a control device with a microcontroller MCU as the core, which can be implemented by the vehicle controller VCU.
  • the energy control module can install the execution program of the method in this embodiment. and/or database program, which is not specifically limited in the present invention.
  • an FCEV energy management method of the present invention includes:
  • the FCEV auxiliary electric energy module includes a power battery and/or a super capacitor.
  • the predicting the required power mode ahead according to the road information ahead and the road condition information ahead includes:
  • the predicted required power ahead is the power frequent change mode
  • the predicted power required ahead is the normal power mode.
  • the user-defined rules are as follows:
  • the average gradient is greater than or equal to 3% and less than 4%, and the length of continuous downhill is greater than 5km, or, the average gradient is greater than or equal to 4% and less than 5%, and the length of continuous downhill is greater than 4km, or the average gradient is greater than or equal to 5 %, and the continuous downhill slope is longer than 3km, it is defined as a long downhill, and the predicted required power mode ahead is the low power mode.
  • the average slope is greater than or equal to 3% and less than 4%, and the continuous uphill or downhill slope is less than 500m long, or, if the average slope is greater than or equal to 4% and less than 5%, and the continuous uphill or downhill slope is less than 400m long, or , the average slope is greater than or equal to 5%, and the length of the continuous uphill or downhill slope is less than 300km, it is a short slope.
  • the uphill and downhill alternately it is defined as continuous short-distance uphill and downhill, and the predicted power required ahead is the power frequent change mode.
  • adjusting the SOC value of the FCEV auxiliary electric energy module based on the predicted forward required power mode includes:
  • the SOC value of the FCEV auxiliary electric energy module is controlled to be kept near the median value of the maximum allowable SOC value
  • the SOC value of the auxiliary electric energy module of the FCEV is controlled to be kept near the maximum allowable SOC value
  • the SOC value of the FCEV auxiliary electric energy module is controlled to be kept near the allowable SOC minimum value.
  • the SOC value of the FCEV auxiliary electric energy module is controlled to be kept near the median value of the maximum allowable SOC, so that when the power demanded by the vehicle motor suddenly increases, the auxiliary electric energy module can Provides high power that changes instantaneously, and at the same time when the power demanded by the vehicle motor suddenly decreases, the auxiliary electric energy module has enough SOC space to recover the excessive power output by the fuel cell.
  • the controlling of the SOC value of the FCEV auxiliary electric energy module to be kept near the median value of the maximum allowable SOC value specifically includes:
  • the SOC value of the FCEV auxiliary electric energy module is controlled to remain within a range of ⁇ 10% of the median value of the maximum allowable SOC value. If the allowable maximum value of SOC is 95%, the SOC value of the FCEV auxiliary electric energy module is controlled to be kept in the range of 0.95*0.5*0.9 ⁇ 0.95*0.5*1.1.
  • the fuel cell output is increased in advance to charge the auxiliary electric energy module until the SOC value reaches and remains near the allowable SOC maximum value. In this way, when the future (front) power demand becomes higher, the more energy stored by the auxiliary electric energy module can output high power for a longer time, so as to compensate the fuel cell and make up for the fact that the power of the fuel cell cannot be increased immediately and the high power cannot be maintained.
  • the disadvantage of the output is the disadvantage of the output.
  • the control of the SOC value of the FCEV auxiliary electric energy module to keep near the maximum allowable SOC value specifically includes:
  • the SOC value of the FCEV auxiliary electric energy module is controlled to be kept within a range between the allowable SOC maximum value and the allowable SOC maximum value that is 10% lower. If the allowable maximum value of SOC is 95%, the SOC value of the FCEV auxiliary electric energy module is controlled to be kept in the range of 0.95*0.9 ⁇ 0.95*1.0.
  • the front required power mode is the low power mode
  • part of the power of the auxiliary electric energy module will be released in advance to drive the vehicle, and the SOC value will be reduced in advance and kept near the allowable SOC minimum value, so that a larger amount of power is reserved.
  • Electric energy storage space so that when the future (front) power demand becomes low, the output energy of the fuel cell and the braking energy can be recovered as much as possible to make up for the shortcoming that the power of the fuel cell cannot be reduced immediately.
  • the controlling of the SOC value of the FCEV auxiliary electric energy module to keep near the allowable minimum SOC value specifically includes:
  • the SOC value of the FCEV auxiliary electric energy module is controlled to be kept within a range between the allowable minimum SOC value and the allowable minimum SOC value that is increased by 10%. If the allowable minimum value of SOC is 15%, the SOC value of the auxiliary electric energy module is controlled to be kept in the range of 0.15*1.0 to 0.15*1.1.
  • the above-mentioned adjustment method of the SOC value of the FCEV auxiliary electric energy module enables the FCEV auxiliary electric energy module to have a larger space to continuously recover the energy and braking energy output by the fuel cell. If the front is in the normal power mode, a fixed threshold adjustment method is adopted, which allows the FCEV to obtain a better overall energy economy, as follows:
  • the SOC value of the FCEV auxiliary electric energy module is compared in real time with the preset first threshold and the preset second threshold; if the SOC value of the FCEV auxiliary electric energy module is greater than If the first threshold is set, the FCEV auxiliary electric energy module is controlled to discharge; if the SOC value of the FCEV auxiliary electric energy module is less than the second threshold, the FCEV auxiliary electric energy module is controlled to be charged.
  • the high power mode and the frequent power change mode may overlap.
  • the low-power mode and the power-frequent-change mode may overlap.
  • the SOC value of the auxiliary electric energy module is adjusted according to the low power mode; in the frequent power change mode and the high power mode When it overlaps, that is, when there is a congested long and steep uphill section ahead, the SOC value of the auxiliary electric energy module is adjusted according to the frequent power change mode.
  • the adjustment methods include:
  • the FCEV control the FCEV
  • the SOC value of the auxiliary electric energy module is kept near the minimum allowable SOC value
  • the FCEV control the FCEV
  • the SOC value of the auxiliary electric energy module is kept around the median value of the maximum allowable SOC value.
  • an FCEV energy management system of the present invention includes:
  • a fuel cell 201 for outputting energy for use by the vehicle
  • the auxiliary electric energy module 203 (namely the FCEV auxiliary electric energy module) is used for recovering the excess energy output by the fuel cell 201, and for releasing the energy to be used when the output energy of the fuel cell 201 cannot meet the needs of the vehicle. for use in vehicles;
  • a front road condition acquisition module 204 configured to acquire road information ahead of the vehicle and road condition information ahead;
  • An energy control module 205 connected with the fuel cell 201 to provide the output energy of the fuel cell 201 to the vehicle and/or the auxiliary electric energy module 203; connected with the auxiliary electric energy module 203 to adjust the auxiliary electric energy
  • the output energy or recovered energy of the module 203 realizes the adjustment of the SOC value of the auxiliary electric energy module 203; it is connected to the front road condition acquisition module 204 to predict the required power mode ahead according to the front road information and the front road condition information.
  • the output power of the auxiliary electric energy module 203 is the difference between the power required by the motor 206 and the power output by the fuel cell 201 through the DC/DC converter 202.
  • the output power of the motor 206 varies with the driving operation signal.
  • the energy control module 205 adjusts the output power or recovered power of the auxiliary electric energy module 203 to balance the load on the fuel cell 201, so that the fuel cell 201 can keep the power output changing slowly.
  • the energy control module 205 controls the fuel cell 201 to charge the auxiliary power module 203 to recover the excess output energy of the fuel cell 201; when the power required by the motor 206 is greater than the maximum output power of the fuel cell 201
  • the auxiliary electric energy module 203 is controlled to release energy to supplement the insufficient energy output by the fuel cell 201 .
  • the motor 206 drives the transmission module 207 of the vehicle, and the transmission module 207 drives the wheels 208 to travel.
  • the auxiliary electric energy module 203 includes a power battery and/or a super capacitor; the energy control module 205 is implemented by a vehicle controller; the forward road condition acquisition module 204 is implemented by an electronic horizon.
  • the forward road information and the forward road condition information are provided by the electronic horizon system based on the ADAS map, and the required power mode ahead can be predicted according to the map information provided by the ADAS, including: high-power mode, low-power mode corresponding to the ADAS map information Power Mode, Power Frequent Change Mode, and Power Normal Mode.
  • Auxiliary electrical energy modules of the FCEV are adjusted based on the forward required power mode.
  • the specific adjustment method for the SOC value of the auxiliary electric energy module by the FCEV energy management system is the same as the FCEV energy management method, and the description is not repeated in this embodiment.
  • An FCEV energy management method and system of the present invention is to combine the electronic horizon with the vehicle controller VCU, the electronic horizon sends the road ahead information to the vehicle controller VCU through a vehicle bus such as CAN or Ethernet, and the vehicle controller
  • the VCU controls the SOC value of the FCEV auxiliary electric energy module to maintain a reasonable level according to the information of the road ahead and the road condition information, so as to balance the load of the fuel cell, so that the fuel cell can keep the power output changing slowly.
  • the electronic horizon system is a database system that can provide vehicles with accurate real-time information of the road ahead.
  • the electronic horizon system can obtain various dynamic data such as speed limit information, traffic lights, construction sites, obstacles and other dynamic data of the road ahead and the actual road. Data; the present invention is easy to implement in industry by means of electronic horizon system and vehicle controller VCU, and various components such as vehicle controller, vehicle bus, battery, super capacitor, motor and fuel cell are also easy to process in industry.

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Abstract

提供了一种FCEV能量管理方法及系统，方法包括：获取车辆前方道路信息和前方路况信息（101）；根据前方道路信息和前方路况信息预测前方所需功率模式（102）；基于预测的前方所需功率模式，调节FCEV辅助电能源模块（203）的SOC值（103）；能够根据车辆前方道路信息和前方路况信息调节FCEV辅助电能源模块（203）的SOC值，使FCEV辅助电能源模块（203）的SOC值保持在合理的水平，从而实现对燃料电池（201）负载的均衡，使燃料电池（201）能够保持功率输出缓慢变化。

Description

一种FCEV能量管理方法及系统 技术领域
本发明涉及车辆控制领域，特别是一种FCEV能量管理方法及系统。
背景技术
FCEV(燃料电池汽车)具有燃料利用率较高、无污染、低噪音等优势，但是由于燃料电池放电特性偏软，因此不适合高功率输出，此外，燃料电池动态性能差功率输出变化缓慢，不适合车辆高功率大电流放电和功率不断频繁变化的情况。因此，FCEV中一般都需加入辅助电能源(一般为电池和/或超级电容)，以进行混合驱动。
现有的混合驱动中，在车辆电机需求功率变化较大时，能量控制模块保持燃料电池输出功率仍以较慢速度变化，而辅助电能源模块用较快功率变化输出或回收电能进行补偿。但现有的FCEV能量管理方法一般只针对当前情况进行管理，例如固定一个最低阈值和一个最高阈值，当发现辅助电能源模块的SOC(State of charge，即荷电状态，用来反映电池的剩余容量)低于最低阈值时进行强制充电，当辅助电能源模块的SOC高于最高阈值时，进行强制放电。
现有的能量管理策略没有考虑到车辆前方运行的情况，如果当前SOC过大，则在前方电机功率突然变小时，无法回收燃料电池多余功率，从而造成能量浪费。如果当前SOC过小，则在前方电机功率突然变大时，无法补充燃料电池功率输出的不足。现有的方法，对辅助电能源模块SOC的充放电仅采用固定策略，没有根据车辆前方道路信息和前方路况信息，有预测性的调整辅助电能源模块的SOC控制策略。
发明内容
为解决现有技术中存在的技术问题，本发明提供了一种FCEV能量管理方法及系统，能够根据车辆前方道路信息和前方路况信息调节辅助电能源模块的SOC值，使辅助电能源模块的SOC值保持在合理的水平，从而实现对燃料电池负载的均衡，使燃料电池能够保持功率输出缓慢变化。
本发明解决其技术问题所采用的技术方案是：一种FCEV能量管理方法，包括：
获取车辆前方道路信息和前方路况信息；
根据所述前方道路信息和前方路况信息预测前方所需功率模式；
基于预测的前方所需功率模式，调节FCEV辅助电能源模块的SOC值；所述辅助电能源模块包括动力电池和/或超级电容。
作为本发明的一优选方案，所述根据所述前方道路信息和前方路况信息预测前方所需功率模式，包括：
如果车辆前方道路信息为预置的长陡上坡情形，预测前方所需功率模式为高功率模式；
如果车辆前方道路信息为预置的长陡下坡情形，预测前方所需功率模式为低功率模式；
如果车辆前方道路信息为预置的连续短距离上下坡情形，或者，如果车辆前方路况信息为预置的拥堵情形，预测前方所需功率模式为功率频繁变化模式；
否则，预测前方所需功率模式为功率正常模式。
作为本发明的一优选方案，所述基于所述前方所需功率模式，调节FCEV辅助电能源模块的SOC值，包括：
如果前方所需功率模式为功率频繁变化模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值附近；
如果前方所需功率模式为高功率模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值附近；
如果前方所需功率模式为低功率模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最小值附近。
作为本发明的一优选方案，所述基于所述前方所需功率模式，调节FCEV辅助电能源模块的SOC值，还包括：
如果车辆前方道路信息为预置的长陡下坡情形，且车辆前方路况信息为预置的拥堵情形，即如果前方所需功率模式既为低功率模式，也为功率频繁变化模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最小值附近；
如果车辆前方道路信息为预置的长陡上坡情形，且车辆前方路况信息为预置的拥堵情形，即如果前方所需功率模式既为高功率模式，也为功率频繁变化模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值附近。
作为本发明的一优选方案，所述基于所述前方所需功率模式，调节FCEV辅助电能源模块的SOC值，还包括：
如果前方所需功率模式为功率正常模式，则将FCEV辅助电能源模块的SOC值与预置的第一阈值和预置的第二阈值进行实时比较；如果FCEV辅助电能源模块的SOC值大于所述第一阈值，则控制FCEV辅助电能源模块进行放电；如果FCEV辅助电能源模块的SOC值小于所述第二阈值，则控制FCEV辅助电能源模块进行充电。
作为本发明的一优选方案，所述控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值附近，具体包括：控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值±10％的范围内。
作为本发明的一优选方案，所述控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值附近，具体包括：控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值与允许的SOC最大值下浮10％之间的范围内。
作为本发明的一优选方案，所述控制FCEV辅助电能源模块的SOC值保持在允许的SOC最小值附近，具体包括：控制FCEV辅助电能源模块的SOC值保持在允许的SOC最小值与允许的SOC最小值上浮10％之间的范围内。
本发明一种FCEV能量管理系统，包括：
燃料电池，用于输出能量以供车辆使用；
辅助电能源模块，用于回收所述燃料电池输出的多余的能量，以及，用于在所述燃料电池输出能量不能满足车辆需求的时候，释放能量以供车辆使用；
前方道路状况获取模块，用于获取车辆前方道路信息和前方路况信息；
能量控制模块，与所述燃料电池相连接以将燃料电池的输出能量提供给车辆和/ 或辅助电能源模块；与所述辅助电能源模块相连接以调节所述辅助电能源模块的输出能量或回收能量，实现辅助电能源模块SOC值的调节；与所述前方道路状况获取模块相连接以根据所述前方道路信息和前方路况信息预测前方所需功率模式。
作为本发明的一优选方案，所述辅助电能源模块包括动力电池和/或超级电容；所述能量控制模块通过整车控制器实现；所述前方道路状况获取模块通过基于ADAS地图的电子地平线系统实现；所述前方所需功率模式包括高功率模式、低功率模式、功率频繁变化模式和功率正常模式。
采用上述技术方案，相对于现有技术，本发明取得的有益效果是：
本发明能够根据车辆前方道路信息和前方路况信息调节FCEV辅助电能源模块的SOC值，使FCEV辅助电能源模块的SOC值保持在合理的水平，从而实现对燃料电池负载的均衡，使燃料电池能够保持功率输出缓慢变化；
本发明的能量控制模块在车辆电机需求功率小于燃料电池最大输出功率的时候，控制燃料电池对辅助电能源模块进行充电，回收燃料电池的多余输出能量；同时，在车辆电机需求功率大于燃料电池最大输出功率的时候，控制辅助电能源模块释放能量，补充燃料电池输出不足的能量。
附图说明
图1为本发明方法的流程示意图；
图2为本发明系统的结构示意图。
具体实施方式
下面结合附图及实施例详细说明本发明所述的技术方案。
实施例
本实施例的方法执行主体为能量控制模块，能量控制模块是以微控制器MCU为核心的控制设备，可以通过整车控制器VCU实现，所述能量控制模块能安装本实施例方法的执行程序和/或数据库程序，具体本发明不做限定。
需要说明的是，本申请权利要求及说明书中涉及到的步骤标识，仅是为了使文件看起来更加清晰，具体实施时，步骤的顺序可以根据需求相应调整。
参见图1所示，本发明一种FCEV能量管理方法，包括：
S101，获取车辆前方道路信息和前方路况信息；
S102，根据所述前方道路信息和所述前方路况信息预测前方所需功率模式；
S103，基于预测的所述前方所需功率模式，调节FCEV辅助电能源模块的SOC值；所述FCEV辅助电能源模块包括动力电池和/或超级电容。
进一步的，所述根据所述前方道路信息和前方路况信息预测前方所需功率模式，包括：
如果车辆前方道路信息为预置的长陡上坡情形，预测前方所需功率模式为高功率模式；
如果车辆前方道路信息为预置的长陡下坡情形，预测前方所需功率模式为低功率模式；
如果车辆前方道路信息为预置的连续短距离上下坡情形，或者，如果车辆前方路况信息为预置的拥堵情形，预测前方所需功率模式为功率频繁变化模式；
如果车辆前方道路信息不为长陡上坡、长陡下坡或连续短距离上下坡，且车辆前方路况信息不为拥堵，预测前方所需功率模式为功率正常模式。
具体的，前方道路信息中长陡上下坡的分类，可以参照国家公路工程技术标准，对不同等级的道路大于规定的最大缓和纵坡即为陡坡。
也可根据用户实际应用需求进行自定义，如用户自定义规则如下：
如果平均坡度大于等于3％且小于4％，且连续下坡坡长大于5km，或者，平均坡度大于等于4％且小于5％，且连续下坡坡长大于4km，或者，平均坡度大于等于5％，且连续下坡坡长大于3km时，则定义为长下坡，预测前方所需功率模式为低功率模式。
如果平均坡度大于等于3％且小于4％，且连续上坡坡长大于5km，或者，平均坡度大于等于4％且小于5％，连续上坡坡长大于4km，或者，平均坡度大于等于5％，且连续上坡坡长大于3km，则定义为长上坡，预测前方所需功率模式为高功率模式。
如果平均坡度大于等于3％且小于4％，且连续上坡或下坡坡长小于500m，或者，平均坡度大于等于4％且小于5％，且连续上坡或下坡坡长小于400m，或者，平均坡度大于等于5％，且连续上坡或下坡坡长小于300km，则为短坡道，当出现连续多个短坡道(具体个数可自定义)，且上坡和下坡交替时，则定义为连续短距离上下坡，预测前方所需功率模式为功率频繁变化模式。
进一步的，所述基于预测的前方所需功率模式，调节FCEV辅助电能源模块的SOC值，包括：
如果前方所需功率模式为功率频繁变化模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值附近；
如果前方所需功率模式为高功率模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值附近；
如果前方所需功率模式为低功率模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最小值附近。
如果前方所需功率模式为功率频繁变化模式，控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值附近，这样在车辆电机需求功率突然变大时，辅助电能源模块能够提供瞬时变化的大功率，同时在车辆电机需求功率突然变小时，辅助电能源模块有足够的SOC空间回收燃料电池输出的过多功率。在此策略下，如果进入前方预测功率路段前SOC值过高，则提前释放部分电量以驱动车辆，直到SOC值达到SOC最大值的中位值附近；如果SOC值过低，则提前提高燃料电池输出，为辅助电能源模块充电，直到SOC值达到SOC最大值的中位值附近。
所述控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值附近，具体包括：
控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值±10％的范围内。如SOC允许最大值为95％，则控制FCEV辅助电能源模块的SOC值保持在0.95*0.5*0.9～0.95*0.5*1.1的范围内。
如果前方所需功率模式为高功率模式，则提前提高燃料电池输出，为辅助电能源模块充电，直到SOC值达到并保持在允许的SOC最大值附近。这样在未来(前方)功率需求变高时，辅助电能源模块存储的较多的能量能够更长时间输出大功率，实现对燃料电池进行补偿，弥补燃料电池功率不能马上变高以及不能保持大功率输出的缺点。
所述控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值附近，具体包括：
控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值与允许的SOC最大值下浮10％之间的范围内。如SOC允许最大值为95％，则控制FCEV辅助电能源模块的SOC值保持在0.95*0.9～0.95*1.0的范围内。
如果前方所需功率模式为低功率模式，则提前释放辅助电能源模块的部分电量用于驱动车辆，提前将SOC值降低并保持在允许的SOC最小值附近，这样就预留出了较大的电能存储空间，这样在未来(前方)功率需求变低时，可尽量多的回收燃料电池输出能量及回收制动能量，弥补因为燃料电池功率不能马上变低的缺点。
所述控制FCEV辅助电能源模块的SOC值保持在允许的SOC最小值附近，具体包括：
控制FCEV辅助电能源模块的SOC值保持在允许的SOC最小值与允许的SOC最小值上浮10％之间的范围内。如SOC允许最小值为15％，则控制辅助电能源模块的SOC值保持在0.15*1.0～0.15*1.1的范围内。
上述FCEV辅助电能源模块SOC值的调节方式，使得FCEV辅助电能源模块有较大的空间，持续性的回收燃料电池输出的能量和制动能量。如果前方为功率正常模式，则采用固定阈值的调节方式，这样可让FCEV得到比较好的整体能源经济性，具体如下：
如果前方所需功率模式为功率正常模式，则将FCEV辅助电能源模块的SOC值与预置的第一阈值和预置的第二阈值进行实时比较；如果FCEV辅助电能源模块的SOC值大于所述第一阈值，则控制FCEV辅助电能源模块进行放电；如果FCEV辅助电能源模块的SOC值小于所述第二阈值，则控制FCEV辅助电能源模块进行充电。
进一步的，当车辆前方道路信息为预置的长陡上坡情形，且车辆前方路况信息为拥堵时，会出现高功率模式和功率频繁变化模式重叠的情况。同样，当车辆前方道路信息为预置的长陡下坡情形，且车辆前方路况信息为拥堵时，会出现低功率模式和功率频繁变化模式重叠的情况。从经济性考虑，在功率频繁变化模式与低功率模式重叠时，即前方为拥堵的长陡下坡路段时，按低功率模式调节辅助电能源模块的SOC值；在功率频繁变化模式与高功率模式重叠时，即前方为拥堵的长陡上坡路段时，按功率频繁变化模式调节辅助电能源模块的SOC值。
具体的，调节方式包括：
如果车辆前方道路信息为预置的长陡下坡情形，且车辆前方路况信息为预置的拥堵情形，即如果前方所需功率模式即为低功率模式，也为功率频繁变化模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最小值附近；
如果车辆前方道路信息为预置的长陡上坡情形，且车辆前方路况信息为预置的拥堵情形，即如果前方所需功率模式即为高功率模式，也为功率频繁变化模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值附近。
参见图2所示，本发明一种FCEV能量管理系统，包括：
燃料电池201，用于输出能量以供车辆使用；
辅助电能源模块203(即FCEV辅助电能源模块)，用于回收所述燃料电池201输出的多余的能量，以及，用于在所述燃料电池201输出能量不能满足车辆需求的时候，释放能量以供车辆使用；
前方道路状况获取模块204，用于获取车辆前方道路信息和前方路况信息；
能量控制模块205，与所述燃料电池201相连接以将燃料电池201的输出能量提供给车辆和/或辅助电能源模块203；与所述辅助电能源模块203相连接以调节所述辅助电能源模块203的输出能量或回收能量，实现辅助电能源模块203SOC值的调节；与所述前方道路状况获取模块204相连接以根据所述前方道路信息和前方路况信息预测前方所需功率模式。
具体的，所述辅助电能源模块203输出功率为电机206所需功率和燃料电池201经过DC/DC变换器202输出的功率之差，电机206输出功率随驾驶的操作信号变化而变化的。能量控制模块205调节辅助电能源模块203输出的功率或回收功率来实现对燃料电池201负载的均衡，使燃料电池201能够保持功率输出缓慢变化。能量控制模块205在电机206需求功率小于燃料电池201最大输出功率的时候，控制燃料电池201对辅助电能源模块203充电，回收燃料电池201的多余输出能量；在电机206需求功率大于燃料电池201最大输出功率的时候，控制辅助电能源模块203释放能量，补充燃料电池201输出不足的能量。进一步的，所述电机206驱动车辆的传动模块207，所述传动模块207驱动车轮208行驶。
本实施例中，所述辅助电能源模块203包括动力电池和/或超级电容；所述能量控制模块205通过整车控制器实现；所述前方道路状况获取模块204通过电子地平线实现。
具体的，所述前方道路信息和前方路况信息由基于ADAS地图的电子地平线系统提供，根据ADAS提供的地图信息能够预测前方所需功率模式，包括：与ADAS地图信息对应划分的高功率模式、低功率模式、功率频繁变化模式和功率正常模式。基于所述前方所需功率模式，调节所述FCEV的辅助电能源模块。
本实施例将电子地平线与整车控制器VCU相结合，电子地平线通过CAN或以太网等车辆总线往整车控制器VCU发送前方道路信息，整车控制器VCU根据前方道路信息和路况信息控制所述辅助电能源模块203的SOC值保持在合理的水平。
一种FCEV能量管理系统对辅助电能源模块SOC值的具体调节方法同一种FCEV能量管理方法，本实施例不再重复说明。
上述只是本发明的较佳实施例，并非对本发明作任何形式上的限制。虽然本发明已以较佳实施例揭露如上，然而并非用以限定本发明。任何熟悉本领域的技术人员，在不脱离本发明技术方案范围的情况下，都可利用上述揭示的技术内容对本发明技术方案作出许多可能的变动和修饰，或修改为等同化的等效实施例。因此，凡是未脱离本发明技术方案的内容，依据本发明技术实质对以上实施例所做的任何简单修改、等同变化及修饰，均应落在本发明技术方案保护的范围内。
工业实用性
本发明的一种FCEV能量管理方法及系统，是将电子地平线与整车控制器VCU相结合，电子地平线通过CAN或以太网等车辆总线往整车控制器VCU发送前方道路信息，整车控制器VCU根据前方道路信息和路况信息控制所述FCEV辅助电能源模块的SOC值保持在合理的水平，从而实现对燃料电池负载的均衡，使燃料电池能够保持功率输出缓慢变化。电子地平线系统是一种可以为车辆提供前方道路准确的实 时信息的数据库系统，利用电子地平线系统能够获取前方道路的限速信息、交通指示灯、建筑工地、障碍物等各类动态数据和实际道路数据；本发明借助于电子地平线系统和整车控制器VCU，在工业上便于实现，而且整车控制器、车辆总线、电池、超级电容、电机和燃料电池等各个部件在工业上也便于加工。

Claims (10)

  1. 一种FCEV能量管理方法，其特征在于，包括：
    获取车辆前方道路信息和前方路况信息；
    根据所述前方道路信息和所述前方路况信息预测前方所需功率模式；
    基于所述前方所需功率模式，调节FCEV辅助电能源模块的SOC值。
  2. 根据权利要求1所述的FCEV能量管理方法，其特征在于：所述根据所述前方道路信息和前方路况信息预测前方所需功率模式，包括：
    如果车辆前方道路信息为预置的长陡上坡情形，预测前方所需功率模式为高功率模式；
    如果车辆前方道路信息为预置的长陡下坡情形，预测前方所需功率模式为低功率模式；
    如果车辆前方道路信息为预置的连续短距离上下坡情形，或者，如果车辆前方路况信息为预置的拥堵情形，预测前方所需功率模式为功率频繁变化模式；
    否则，预测前方所需功率模式为功率正常模式。
  3. 根据权利要求2所述的FCEV能量管理方法，其特征在于：所述基于所述前方所需功率模式，调节FCEV辅助电能源模块的SOC值，包括：
    如果前方所需功率模式为功率频繁变化模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值附近；
    如果前方所需功率模式为高功率模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值附近；
    如果前方所需功率模式为低功率模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最小值附近。
  4. 根据权利要求3所述的FCEV能量管理方法，其特征在于：所述基于所述前方所需功率模式，调节FCEV辅助电能源模块的SOC值，还包括：
    如果车辆前方道路信息为预置的长陡下坡情形，且车辆前方路况信息为预置的拥堵情形，即如果前方所需功率模式既为低功率模式，也为功率频繁变化模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最小值附近；
    如果车辆前方道路信息为预置的长陡上坡情形，且车辆前方路况信息为预置的拥堵情形，即如果前方所需功率模式既为高功率模式，也为功率频繁变化模式，则控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值附近。
  5. 根据权利要求3所述的FCEV能量管理方法，其特征在于：所述基于所述前方所需功率模式，调节FCEV辅助电能源模块的SOC值，还包括：
    如果前方所需功率模式为功率正常模式，则将FCEV辅助电能源模块的SOC值与预置的第一阈值和预置的第二阈值进行实时比较；如果FCEV辅助电能源模块的SOC值大于所述第一阈值，则控制FCEV辅助电能源模块进行放电；如果FCEV辅助电能源模块的SOC值小于所述第二阈值，则控制FCEV辅助电能源模块进行充电。
  6. 根据权利要求3或4或5所述的FCEV能量管理方法，其特征在于：所述控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值附近，具体包括：控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值的中位值±10％的范围内。
  7. 根据权利要求3或4或5所述的FCEV能量管理方法，其特征在于：所述控 制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值附近，具体包括：控制FCEV辅助电能源模块的SOC值保持在允许的SOC最大值与允许的SOC最大值下浮10％之间的范围内。
  8. 根据权利要求3或4或5所述的FCEV能量管理方法，其特征在于：所述控制FCEV辅助电能源模块的SOC值保持在允许的SOC最小值附近，具体包括：控制FCEV辅助电能源模块的SOC值保持在允许的SOC最小值与允许的SOC最小值上浮10％之间的范围内。
  9. 一种FCEV能量管理系统，其特征在于，包括：
    燃料电池，用于输出能量以供车辆使用；
    辅助电能源模块，用于回收所述燃料电池输出的多余能量，以及，用于在所述燃料电池输出能量不能满足车辆需求的时候，释放能量以供车辆使用；
    前方道路状况获取模块，用于获取车辆前方道路信息和前方路况信息；
    能量控制模块，与所述燃料电池相连接以将燃料电池的输出能量提供给车辆和/或辅助电能源模块；与所述辅助电能源模块相连接以调节所述辅助电能源模块输出能量或回收能量，实现辅助电能源模块SOC值的调节；与所述前方道路状况获取模块相连接以根据所述前方道路信息和前方路况信息预测前方所需功率模式。
  10. 根据权利要求9所述的FCEV能量管理系统，其特征在于：所述辅助电能源模块包括动力电池和/或超级电容；所述能量控制模块通过整车控制器实现；所述前方道路状况获取模块通过基于ADAS地图的电子地平线系统实现；所述前方所需功率模式包括高功率模式、低功率模式、功率频繁变化模式和功率正常模式。
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