Pareto-based Multi-objective Optimization of Energy Management for Fuel Cell Tramway
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摘要: 节能环保的出行方式得到政府的大力推广, 其中燃料电池混合动力有轨电车由于可无网运行且节能环保而备受关注.为了改善燃料电池/超级电容/动力电池大功率有轨电车的燃料经济性与系统耐久性, 提出一种有轨电车能量管理策略(Energy management strategy, EMS)的多目标优化方法. 首先以氢燃料消耗量和能量源性能衰减率作为评价指标, 建立多目标成本函数. 由于两个指标很难在同一个等式中评价, 设计了基于状态机与非支配排序的能量管理Pareto多目标优化方法, 获得了有轨电车能量管理策略Pareto非劣解集, 并分析了能量管理策略的目标功率参数对性能指标的影响规律, 进而遴选出兼顾燃料经济性与系统耐久性的综合最优解. 结果表明, 与功率跟随策略和基于遗传算法优化策略相比, 该能量管理优化方法的燃料经济性分别提高了29.4 %和2.4 %.Abstract: The environment-friendly transportation has been greatly promoted by governments. Because of non-polluting and being operated without nets, fuel cell hybrid tramway has attracted much attention. In order to improve the fuel economy and system durability of fuel cell/supercapacitor/power battery high-power hybrid electric vehicles, a multi-objective optimization method of energy management strategy for tramway is proposed. Firstly, the multi-objective cost function is established by using the hydrogen fuel consumption and the performance degradation rate of each energy source as performance indices. These two performance indeces are difficult to evaluate in one equation, so a Pareto multi-objective optimization method based on the state machine and non-dominated sorting is designed. The Pareto non-inferior solution set of the energy management strategy is obtained, and the influence law of the target power parameters of the energy management strategy on the performance index is revealed, and then the comprehensive optimal solution considering both fuel economy and system durability is selected. The results show that the fuel economy of the energy management optimization method is improved by 29.4 % and 2.4 % respectively, compared with the power following strategy and the genetic algorithm based optimization strategy.
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Key words:
- Hybrid tram /
- fuel cell /
- energy management /
- Pareto /
- multi-objective optimization
1) tong University, Chengdu 610031 2. School of Information Science and Technology, Southwest Jiaotong University, Chengdu 611756 3. School of Automobile and Transportation, Xihua University, Chengdu 610039 4. College of Electrical and Information Engineering, Southwest Minzu University, Chengdu 6100412) 收稿日期 2019-01-18 录用日期 2019-07-30 Manuscript received January 18, 2019; accepted July 30, 2019 国家自然科学基金 (11572264), 四川省科技厅重大科技专项 (2019ZDZX0002), 流体机械及工程四川省重点实验室开放基金 (szjj2019-015) 资助 Supported by National Natural Science Foundation of China (11572264), Science and Technology Major Project of Sichuan Province (2019ZDZX0002), and the Open Research Subject of Key Laboratory of Fluid and Power Machinery (szjj2019-015) 本文责任编委 董海荣 Recommended by Associate Editor DONG Hai-Rong 1. 西南交通大学牵引动力国家重点实验室 成都 610031 2. 西南交通大学信息科学与技术学院 成都 611756 3. 西华大学汽车与交通学院 成都 610039 4. 西南民族大学电气信息工程学院 成都 610041 1. State Key Laboratory of Traction Power, Southwest Jiao- -
图 6 基于状态机与非支配排序的Pareto优化方法
Fig. 6 Pareto optimization based on state machine and non-dominated sorting
图 9 Pfcmax与Pscmax变化对燃料消耗的影响(Pbatmax = 150 kW)
Fig. 9 The effect of Pfcmax and Pscmax change on fuelconsumption (Pbatmax = 150 kW)
图 10 Pfcmax与Pscmax变化对燃料电池耐久性的影响(Pbatmax = 150 kW)
Fig. 10 The effect of Pfcmax and Pscmax change on fuel cell durability (Pbatmax = 150 kW)
图 11 Pfcmax与Pscmax变化对超级电容耐久性的影响(Pbatmax = 150 kW)
Fig. 11 The effect of Pfcmax and Pscmax change on SCdurability (Pbatmax = 150 kW)
图 12 Pfcmax与Pscmax变化对动力电池耐久性的影响(Pbatmax = 150 kW)
Fig. 12 The effect of Pfcmax and Pscmax change on battery durability (Pbatmax = 150 kW)
图 13 Pfcmax与Pbatmax变化对燃料经济性的影响(Pscmax = 300 kW)
Fig. 13 The effect of Pfcmax and Pbatmax change on fuelconsumption (Pscmax = 300 kW)
图 14 Pfcmax与Pbatmax变化对燃料电池耐久性的影响(Pscmax = 300 kW)
Fig. 14 The effect of Pfcmax and Pbatmax change on fuel cell durability (Pscmax = 300 kW)
图 15 Pfcmax与Pbatmax变化对超级电容耐久性的影响(Pscmax = 300 kW)
Fig. 15 The effect of Pfcmax and Pbatmax change on SCdurability (Pscmax = 300 kW)
图 16 Pfcmax与Pbatmax变化对动力电池耐久性的影响(Pscmax = 300 kW)
Fig. 16 The effect of Pfcmax and Pbatmax change on battery durability (Pscmax = 300 kW)
表 1 电车运行状态和对应策略
Table 1 Operating state and strategy of tramway
运行状态 策略 S1: FC 牵引 ${P_{\rm{d}}}= {P_{\rm{fc} }}$ S2: FC + SC 牵引 ${P_{\rm{d}}}= {P_{\rm{fc} }} + {P_{\rm{sc}}}$ S3: FC + SC + BT 牵引 ${P_{\rm{d}}} = {P_{\rm{fc} }} + {P_{\rm{sc}}} + {P_{\rm{bat}}}$ S4: 低功率 SC 充电 ${P_{\rm{d}}}= {P_{\rm{fc} }} - \left| {{P_{\rm{sc}}}} \right|$ S5: 低功率 BT 充电 ${P_{\rm{d}}}= {P_{\rm{fc} }} - \left| {{P_{\rm{bat}}}} \right|$ S6: 惰行/停车 SC 充电 ${P_{\rm{d}}}= {P_{\rm{fc} }} - \left| {{P_{\rm{sc}}}} \right|$ S7: 惰行/停车 BT 充电 ${P_{\rm{d}}} = {P_{\rm{fc} }} - \left| {{P_{\rm{bat}}}} \right|$ S8: 再生制动 + 机械制动 $\left| {{P_{\rm{d}} }} \right|{\rm{ + }}{P_{\rm{fc}}}= \left| {{P_{\rm{sc}}}} \right| + \left| {{P_{\rm{bat}}}} \right| + \left| {{P_{\rm{mb}}}} \right|$ S9: 高功率再生制动 $\left| {{P_{\rm{d}}}} \right| + {P_{\rm{fc}}}= \left| {{P_{\rm{sc}}}} \right| + \left| {{P_{\rm{bat}}}} \right|$ S10: 低功率再生制动 $\left| {{P_{\rm{d}}}} \right|{\rm{ + }}{P_{\rm{fc}}} = \left| {{P_{\rm{sc}}}} \right|$ 
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表 2 燃料电池电压衰减值
Table 2 Fuel cell voltage degradation rates
运行状态 符号 衰减值 启停 $V_1'$ 23.91 μV·周期−1 空转 $U_1'$ 10.17 μV·h−1 负载变化 $V_2'$ 0.0441 μV·ΔkW−1 高功率运行 $U_2'$ 11.74 μV·h−1
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表 3 不同DOD范围下允许消耗的循环次数
Table 3 DOD ranges and lifespan cycles
DODi 范围 LCbati LCsci DOD1 (10 %) 70 000 106 DOD2 (20 %) 31 000 106 DOD3 (30 %) 18 100 106 DOD4 (40 %) 11 800 106 DOD5 (50 %) 8 100 106 DOD6 (60 %) 5 800 106 DOD7 (70 %) 4 300 106 DOD8 (80 %) 3 300 106 DOD9 (90 %) 2 500 106
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表 4 列车主要仿真参数
Table 4 The main simulation parameters of tramway
参数 取值 参数 取值 列车质量 (t) 66 最高车速 (km·h−1) 50 机械传动比 6.28 最大加速度 (m·s−1) 1 惯性质量系数 0.09 最大减速度 (m·s−1) 1 基本阻力系数 A0 2.59 整车辅助功耗 (kWh) 30 基本阻力系数 B0 0.0917 DC/DC 效率 92 % 基本阻力系数 C0 0.000775 DC/AC 效率 90 %
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表 5 PEMFC系统参数
Table 5 The PEMFC system parameters
参数 取值 额定电压 (V) 540 额定功率 (kW) 150 最大功率 (kW) 170 单电池数量 (个) 735 最大电流 (A) 320
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表 6 辅助能量源单体参数
Table 6 The parameters of auxiliary power units
动力电池参数 取值 超级电容参数 取值 额定电压 (V) 3.2 额定电压 (V) 2.7 额定容量 (Ah) 40 额定容量 (F) 3 000 工作温度 (℃) −20$\sim $45 工作温度 (℃) −40$\sim $60 内阻 (mΩ) $ \le 2$ 内阻 (mΩ) 0.29
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表 8 不同策略下的性能指标对比
Table 8 The performance index of different EMS
性能指标 功率跟随
策略基于 GA
优化基于Pareto
多目标优化燃料消耗量 (kg) 3.43 2.48 2.42 燃料电池性能衰减率 (%) 2.42 × 10−3 1.18 × 10−3 1.15 × 10−4 超级电容性能衰减率 (%) 3.2 × 10−3 3.3 × 10−3 2.9 × 10−3 动力电池性能衰减率 (%) 1.43 × 10−3 3.23 × 10−3 1.43 × 10−3 燃料电池系统效率 (%) 53.3 55.6 55.7
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