A fuel cell electrical system test bench and control method

Abstract

The present invention relates to the field of fuel cell technology, and in particular to a fuel cell electrical system test bench and control method. The fuel cell electrical system test bench includes a fuel cell controller, a hydrogen path component, an air path component, and a water path component connected to the fuel cell controller. The fuel cell controller is also connected to a boost converter, and the boost converter has a signal input end and a signal output end. The signal input end is connected to a programmable power supply, and the programmable power supply is used to replace a fuel cell stack under different working conditions. The signal output end is connected to a programmable load. The test bench in the present invention is close to an actual fuel cell engine, and the test result is close to the actual working state, so as to verify the control strategy of the fuel cell.

Description

Technical Field

[0001] The present invention relates to the technical field of fuel cells, and in particular to a fuel cell electrical system test bench and a control method. Background Art

[0002] As traditional fuel vehicles are becoming increasingly polluting the environment, and pure electric vehicles have technical difficulties such as long charging time and limited driving range, new energy vehicles using hydrogen fuel cells as power sources are favored by the market due to their advantages such as zero pollution, high efficiency and long driving range.

[0003] The fuel cell engine is a core component of the power system. During the development process, the reliability of its internal electrical components needs to be identified in advance, the control strategy also needs to be verified in advance, and any problems that arise need to be solved, thereby saving a lot of time and cost, and thus improving the overall reliability and quality of the product.

[0004] However, the current test benches for fuel cell engines are basically built with simulated components. The actual electromagnetic environment is very different from the working environment of the fuel cell engine when used in a complete vehicle. The test results may be quite different from the actual situation, making it difficult to provide reference or guidance on the actual vehicle status. Summary of the invention

[0005] The present invention mainly solves the technical problem that the fuel cell test bench in the prior art is quite different from the actual working environment, and provides a fuel cell electrical system test bench and a control method.

[0006] In order to solve the above technical problems and achieve the above invention objectives, the present invention provides a fuel cell electrical system test bench, including a fuel cell controller, a hydrogen path component, an air path component and a water path component connected to the fuel cell controller, the fuel cell controller is also connected to a boost converter, the boost converter has a signal input terminal and a signal output terminal, the signal input terminal is connected to a programmable power supply, the programmable power supply is used to replace a fuel cell stack under different working conditions, and the signal output terminal is connected to a programmable load.

[0007] In one possible implementation manner, the programmable power supply and the programmable load are respectively connected to the fuel cell controller.

[0008] In one possible implementation manner, the fuel cell controller is connected to a data acquisition controller, and the data acquisition controller is used to collect test data of the fuel cell controller.

[0009] In one embodiment, the hydrogen circuit component includes a hydrogen supply pipeline, a hydrogen injector arranged on the hydrogen supply pipeline and a first detection module for detecting the hydrogen pressure, the output end of the hydrogen injector is connected to a safety valve, and the hydrogen injector and the first detection module are both connected to the fuel cell controller.

[0010] In one embodiment, the air path component includes an air pipeline, an air compressor arranged on the air pipeline, and a second detection module, the second detection module is used to detect the temperature and pressure of the air, the output end of the air compressor is connected to an intercooler, the output end of the intercooler is connected to an air three-way valve, the output end of the air three-way valve is connected to a tail exhaust throttle, the air compressor, the second detection module, the air three-way valve and the tail exhaust throttle are all connected to the fuel cell controller.

[0011] In one possible implementation manner, the water circuit components include a water circulation pipeline, a water pump and a radiator arranged on the water circulation pipeline. The water circulation pipeline is also provided with a third detection module for detecting the cooling water temperature. The water pump and the third detection module are both connected to the fuel cell controller.

[0012] In one possible implementation manner, the water circulation pipeline includes a main line, a first branch and a second branch connected to the main line, the first branch and the second branch are connected in parallel, the radiator is arranged on the first branch, a heater is arranged on the second branch, a cooling three-way valve is arranged between the first branch, the second branch and the main line, and the cooling three-way valve and the heater are both connected to the fuel cell controller.

[0013] A fuel cell electrical system control method, comprising:

[0014] The fuel cell controller sets the operating parameters according to the operating conditions to be tested of the actual vehicle;

[0015] The fuel cell controller controls the operation of the hydrogen path component, the air path component, and the water path component respectively according to the operating condition parameters;

[0016] The first detection module, the second detection module and the third detection module respectively send the test data to the fuel cell controller, and the fuel cell controller determines whether the test data is normal;

[0017] The programmable power supply sets a polarization curve of a fuel cell to be simulated according to the operating condition parameters, and the programmable power supply simulates the operation of the fuel cell according to the polarization curve;

[0018] The fuel cell controls the boost converter to operate according to the operating parameters;

[0019] The programmable load sets a load operating condition according to the operating condition parameters, and the programmable load operates according to the load operating condition.

[0020] In one possible implementation manner, the programmable power supply sets the polarization curve of the fuel cell to be simulated according to the operating parameters, including: the fuel cell controller determines the polarization curve according to the operating parameters, and the fuel cell controller sends the polarization curve to the programmable power supply; the programmable load sets the load operating condition according to the operating parameters, including: the fuel cell controller determines the load operating condition according to the operating parameters, and the fuel cell controller sends the load operating condition to the programmable load.

[0021] In one possible implementation manner, the control method further includes: the fuel cell controller sending the test data to the data acquisition controller, and the data acquisition controller storing the test data.

[0022] Compared with the prior art, the fuel cell electrical system test bench and control method of the present invention have the following beneficial effects:

[0023] The hydrogen circuit components, air circuit components and water circuit components respectively replicate the hydrogen supply system, air supply system and cooling water circulation system under the actual vehicle state. The programmable power supply and programmable load are used to replace the fuel cell and load under the actual vehicle state respectively. The fuel cell controller and boost converter are actual components used in the vehicle. Therefore, the entire fuel cell test bench is close to the actual fuel cell engine, and the working state and electromagnetic environment are close to the actual situation. The fuel cell controller controls the operation of each component according to the set control strategy to verify the control strategy, so as to provide reference or guidance for the actual vehicle state. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a schematic structural diagram of an embodiment of the present invention;

[0025] Figure 2 yes Figure 1 Schematic diagram of the structure of the hydrogen circuit components;

[0026] Figure 3 yes Figure 1 Schematic diagram of the structure of the hollow air circuit components;

[0027] Figure 4 yes Figure 1 Schematic diagram of the structure of the water channel components.

[0028] Explanation of the numbers in the figure: 1. Fuel cell controller; 2. Hydrogen circuit components; 21. Hydrogen supply pipeline; 22. Hydrogen injector; 23. Ejector; 24. Safety valve; 25. Return pipeline; 26. Hydrogen injection inlet pressure sensor; 27. Ejector inlet pressure sensor; 28. Ejector outlet pressure sensor; 3. Air circuit components; 31. Air pipeline; 311. Diverter pipeline; 312. Tail exhaust pipeline; 313. Tail exhaust throttle; 32. Air compressor; 33. Intercooler; 34. Air filter; 35. Flow meter; 36. Air three-way valve; 37. Air inlet temperature and pressure sensor; 38. Air outlet temperature sensor; 39. Air outlet Pressure sensor; 4, water circuit components; 41, water circulation pipeline; 411, main pipeline; 4111, inlet temperature sensor; 4112, outlet temperature sensor; 4113, conductivity meter; 412, first branch; 4121, impurity filter; 413, second branch; 4131, heater; 42, water pump; 43, radiator; 44, compensation water tank; 45, cooling three-way valve; 46, third branch; 461, deionization tank; 47, water supply pipeline; 48, water outlet temperature sensor; 49, water inlet temperature sensor; 5, boost converter; 6, programmable power supply; 7, programmable load; 8, data acquisition controller. DETAILED DESCRIPTION

[0029] In order to make the purpose, features and advantages of the present invention more obvious and easy to understand, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0030] Embodiment 1:

[0031] Reference Figure 1The embodiment of the present invention discloses a fuel cell electrical system test bench, including a fuel cell controller 1, a hydrogen circuit component 2, an air circuit component 3 and a water circuit component 4 connected to the fuel cell controller 1, and the fuel cell controller 1 is also connected to a boost converter 5, the boost converter 5 has a signal input end and a signal output end, the signal input end is connected to a programmable power supply 6, the programmable power supply 6 is used to replace the fuel cell stack, and the signal output end is connected to a programmable load 7. The embodiment of the present invention aims to use the above-mentioned components to make the test bench basically built with actual components, and the working state and electromagnetic environment of the test bench are close to those of the actual vehicle, so as to verify the control strategy of the fuel cell engine and ensure the overall reliability and quality of the product; due to the programmability of the programmable power supply 6 and the programmable load 7, the programmable power supply 6 can simulate fuel cell stacks of different performances, and the programmable load 7 can simulate the power battery of the whole vehicle.

[0032] Reference Figure 1 and Figure 2 The hydrogen circuit component 2 includes a hydrogen supply pipeline 21, a hydrogen injector 22 and an ejector 23 arranged on the hydrogen supply pipeline 21. The input end of the hydrogen injector 22 is used to connect the hydrogen storage device (not shown), and the hydrogen injector 22 is connected to the fuel cell controller 1 through a data cable. The ejector 23 is connected to the output end of the hydrogen injector 22 through the hydrogen supply pipeline 21. A safety valve 24 is arranged on the hydrogen supply pipeline 21 connected to the output end of the ejector 23. The safety valve 24 is a common pressure relief valve, and the output end of the safety valve 24 is used to connect the fuel cell stack (not shown). The ejector 23 is also connected to a return pipeline 25. The input end of the return pipeline 25 is used to connect the fuel cell stack, and the output end of the return pipeline 25 is connected to the ejector 23. The hydrogen supply pipeline 21 is provided with a first detection module connected to the fuel cell controller 1. The first detection module includes a hydrogen injection inlet pressure sensor 26, an ejection inlet pressure sensor 27, and an ejection outlet pressure sensor 28. The hydrogen injection inlet pressure sensor 26 is arranged at the input end of the hydrogen injector 22, the ejection inlet pressure sensor 27 is arranged between the hydrogen injector 22 and the ejector 23, and the ejection outlet pressure sensor 28 is arranged between the ejector 23 and the safety valve 24. The embodiment of the present invention does not impose any specific restrictions on the specific models of the hydrogen injection inlet pressure sensor 26, the ejection inlet pressure sensor 27 and the ejection outlet pressure sensor 28.

[0033] In the actual working process, hydrogen is transported to the hydrogen injector 22 through the hydrogen storage device, and the hydrogen injector 22 then injects the hydrogen to the ejector 23, and the hydrogen is then transported to the safety valve 24 through the ejector 23. When the pressure of the hydrogen is greater than the pressure set by the safety valve 24, the safety valve 24 opens and the hydrogen is transported to the fuel cell stack. In order to ensure that the hydrogen reacts fully and avoid the fuel cell stack from being short of gas during the power generation process, hydrogen is usually supplied in excess, and the incompletely reacted hydrogen is input into the ejector 23 along the reflux line 25, and then enters the fuel cell stack to re-react after merging with the new hydrogen.

[0034] Reference Figure 1 and Figure 3 The air path component 3 includes an air pipeline 31, an air compressor 32 and an intercooler 33 arranged on the air pipeline 31, and the intercooler 33 is connected to the output end of the air compressor 32. An air filter 34 is installed at the input end of the air pipeline 31, and a flow meter 35 is arranged between the air filter 34 and the air compressor 32. The output end of the intercooler 33 is connected to an air three-way valve 36, which is a commonly used electric three-way valve. The intercooler 33 is connected to the first end of the air three-way valve 36 through the air pipeline 31, and the second end of the air three-way valve 36 is connected to the tail exhaust throttle 313. The air compressor 32, the air three-way valve 36 and the tail exhaust throttle 313 are all connected to the fuel cell controller 1. The air pipeline 31 is provided with a second detection module connected to the fuel cell controller 1, and the second detection module includes an air inlet temperature and pressure sensor 37, an air outlet temperature sensor 38 and an air outlet pressure sensor 39. The air-in temperature and pressure sensor 37 is arranged between the intercooler 33 and the air three-way valve 36, and is used to detect the temperature and pressure of the air. The air-out temperature sensor 38 and the air-out pressure sensor 39 are arranged in sequence between the tail exhaust throttle 313 and the air three-way valve 36. The embodiment of the present invention does not specifically limit the specific models of the air-in temperature and pressure sensor 37, the air-out temperature sensor 38 and the air-out pressure sensor 39. The third end of the air three-way valve 36 is connected to the shunt pipeline 311, the air pipeline 31 where the tail exhaust throttle 313 is located is connected in parallel with the shunt pipeline 311, and the output ends of the air pipeline 31 and the shunt pipeline 311 are connected to the tail exhaust pipeline 312.

[0035] In the actual working process, air enters the air pipeline 31 through the air filter 34, the air filter 34 filters the dust in the air, the flow meter 35 monitors the air flow, the air compressor 32 compresses the air and transports the air along the air pipeline 31, the intercooler 33 is used to cool the supercharged air, and then the air enters the fuel cell stack through the tail exhaust throttle 313 to react. When it is necessary to reduce the air flow into the stack, the fuel cell controller 1 adjusts the opening of the tail exhaust throttle 313 and opens the third end of the air three-way valve 36, so that the excess air is discharged through the shunt pipeline 311 and the tail exhaust pipeline 312 in turn.

[0036] Reference Figure 1 and Figure 4 The water circuit component 4 includes a water circulation pipeline 41, a water pump 42 and a radiator 43 arranged on the water circulation pipeline, and the water pump 42 is connected to the fuel cell controller 1. The water circulation pipeline 41 includes a main pipeline 411, a first branch 412 and a second branch 413 connected to the main pipeline 411, the first branch 412 and the second branch 413 are connected in parallel, the radiator 43 is arranged on the first branch 412, and a heater 4131 is arranged on the second branch 413, and the heater 4131 is a commonly used PTC heating plate. A cooling three-way valve 45 is arranged between the first branch 412, the second branch 413 and the main pipeline 411, and the cooling three-way valve 45 is also an electrically controlled three-way valve. The cooling three-way valve 45 and the heater 4131 are both connected to the fuel cell controller 1. The input end and the output end of the radiator 43 are respectively provided with an inlet temperature sensor 4111 and an outlet temperature sensor 4112, and an impurity filter 4121 is also arranged on the first branch 412. A third detection module connected to the fuel cell controller 1 is arranged on the main line 411. The third detection module includes a water outlet temperature sensor 48 and a water inlet temperature sensor 49 for detecting the temperature of cooling water. The water outlet temperature sensor 48 and the water inlet temperature sensor 49 are respectively arranged at the input end and the output end of the main line 411. The cooling water enters the fuel cell stack through the output end of the main line 411, and then enters the input end of the main line 411.

[0037] The water circuit component 4 also includes a compensation water tank 44 for supplying cooling water to the water circulation pipeline 41. A water supply pipeline 47 is connected between the compensation water tank 44 and the main pipeline 411. A third branch 46 is connected between the output end of the radiator 43 and the compensation water tank 44. A deionization tank 461 is provided on the third branch 46. The deionization tank 461 is mainly used to remove calcium and magnesium ions in the cooling water to avoid the situation where the cooling effect is reduced due to scaling of calcium and magnesium ions. A conductivity meter 4113 is also provided on the main pipeline 411. The conductivity meter 4113 is used to detect the content of calcium and magnesium ions in the cooling water.

[0038] In the actual working process, cooling water enters the fuel cell stack, the temperature of the fuel cell stack decreases, the temperature of the cooling water increases, and the water pump 42 transports the heated cooling water to the radiator 43 for cooling. The cooled cooling water is then transported to the fuel cell stack through the cooling three-way valve 45. The above is a single cycle of cooling water. Normally, the cooling three-way valve 45 closes the second branch 413, so that the cooling water must pass through the radiator 43 for cooling. If the bench test is carried out in a cold environment in winter, the environmental test temperature is low. Since the electrochemical reaction inside the fuel cell stack needs to be carried out at a higher temperature, and the higher the temperature, the faster the reaction rate, the fuel cell controller 1 controls the cooling three-way valve 45 so that the cooling water passes through the second branch 413 for heating, and does not pass through the first branch 412 for cooling, thereby increasing the reaction temperature inside the fuel cell stack in a short time, so that the fuel cell stack generates electricity quickly.

[0039] In the embodiment of the present invention, the actual fuel cell stack is replaced by the programmable power supply 6. Therefore, the output ends of the hydrogen path component 2, the air path component 3 and the water path component 4 do not need to be connected to the fuel cell stack. The hydrogen in the hydrogen path component 2 can be replaced by air. The first detection module needs to monitor the hydrogen supply pipeline 21 (see Figure 2 ) and sends the pressure data to the fuel cell controller 1. Similarly, the second detection module sends the air temperature and pressure data to the fuel cell controller 1, and the third detection module sends the cooling water temperature data to the fuel cell controller 1. The fuel cell controller 1 determines whether each component is consistent with the actual vehicle working state based on the above test data to verify whether its own control strategy is correct.

[0040] The fuel cell controller 1 is connected to the programmable power supply 6 and the programmable load 7 respectively, and the fuel cell controller 1 is also connected to the data acquisition controller 8. The above connection mode can be a wired communication connection or a wireless communication connection, and the embodiment of the present invention does not impose specific restrictions on this. The data acquisition controller 8 is used to obtain and store the test data of the fuel cell controller 1, and the data acquisition controller 8 can upload the test data to a remote server to facilitate the analysis of the test data.

[0041] Embodiment 2:

[0042] The embodiment of the present invention also discloses a fuel cell electrical system control method, including:

[0043] The fuel cell controller 1 sets the operating condition parameters according to the operating condition to be tested of the actual vehicle; the operating condition to be tested may be the acceleration condition, braking condition, endurance condition, etc. of the actual vehicle, and the embodiment of the present invention does not impose any specific limitation on this.

[0044] The fuel cell controller 1 controls the operation of the hydrogen path component 2, the air path component 3, and the water path component 4 respectively according to the operating parameters;

[0045] The first detection module, the second detection module and the third detection module respectively send the test data to the fuel cell controller 1, and the fuel cell controller determines whether the test data is normal;

[0046] The fuel cell controller 1 determines the polarization curve of the fuel cell according to the operating parameters, and then sends the polarization curve to the programmable power supply 6, and the programmable power supply 6 simulates the working state of the fuel cell according to the polarization curve;

[0047] The fuel cell controls the boost converter 5 to work according to the operating parameters, that is, sends the target current to the boost converter 5 in real time, and the boost converter 5 works according to the target current, so that the working state of the boost converter 5 is consistent with that of the actual vehicle;

[0048] The fuel cell controller 1 determines the load condition of the power battery under the actual vehicle state according to the working condition parameters, and then sends the load condition to the programmable load 7, and the programmable load 7 works according to the load condition;

[0049] During the test, the data acquisition controller 8 acquires the test data of the fuel cell controller 1, including fault information. The data acquisition controller 8 stores the test data and can upload it to a remote server, thereby providing support for product data analysis.

[0050] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples, unless they are contradictory.

[0051] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0052] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A fuel cell electrical system test bench, characterized in that: The invention comprises a fuel cell controller (1), a hydrogen path component (2), an air path component (3) and a water path component (4) connected to the fuel cell controller (1), the fuel cell controller (1) is further connected to a boost converter (5), the boost converter (5) has a signal input end and a signal output end, the signal input end is connected to a programmable power supply (6), the programmable power supply (6) is used to replace a fuel cell stack under different working conditions, and the signal output end is connected to a programmable load (7); wherein: The hydrogen circuit component (2) comprises a hydrogen supply pipeline (21), a hydrogen injector (22) arranged on the hydrogen supply pipeline (21), and a first detection module for detecting hydrogen pressure, the output end of the hydrogen injector (22) is connected to a safety valve (24), and the hydrogen injector (22) and the first detection module are both connected to the fuel cell controller (1); The air path component (3) comprises an air pipeline (31), an air compressor (32) arranged on the air pipeline (31), and a second detection module, wherein the second detection module is used to detect the temperature and pressure of the air, the output end of the air compressor (32) is connected to an intercooler (33), the output end of the intercooler (33) is connected to an air three-way valve (36), the output end of the air three-way valve (36) is connected to a tail exhaust throttle (313), and the air compressor (32), the second detection module, the air three-way valve (36) and the tail exhaust throttle (313) are all connected to the fuel cell controller (1); The water circuit component (4) comprises a water circulation pipeline (41), a water pump (42) and a radiator (43) arranged on the water circulation pipeline; the water circulation pipeline (41) is also provided with a third detection module for detecting the temperature of cooling water; the water pump (42) and the third detection module are both connected to the fuel cell controller (1); The water circulation pipeline (41) comprises a main pipeline (411), a main pipeline (411) connected to the main pipeline (411) A first branch (412) and a second branch (413) are provided, the first branch (412) and the second branch (413) are connected in parallel, the radiator (43) is arranged on the first branch (412), the second branch (413) is provided with a heater (4131), a cooling three-way valve (45) is provided between the first branch (412), the second branch (413) and the main line (411), and the cooling three-way valve (45) and the heater (4131) are both connected to the fuel cell controller (1).

2. The fuel cell electrical system test bench according to claim 1, characterized in that: The programmable power supply (6) and the programmable load (7) are respectively connected to the fuel cell controller (1).

3. The fuel cell electrical system test bench according to claim 1, characterized in that: The fuel cell controller (1) is connected to a data acquisition controller (8), and the data acquisition controller (8) is used to collect test data of the fuel cell controller (1).

4. A control method for a fuel cell electrical system, applied to the fuel cell electrical system test bench according to any one of claims 1 to 3, characterized in that: include: The fuel cell controller (1) sets operating parameters according to the operating conditions to be tested of the actual vehicle; The fuel cell controller (1) controls the operation of the hydrogen path component (2), the air path component (3), and the water path component (4) respectively according to the operating condition parameters; The first detection module, the second detection module and the third detection module respectively send the test data to the fuel cell controller (1), and the fuel cell controller (1) determines whether the test data is normal; The programmable power supply (6) sets a polarization curve of a fuel cell to be simulated according to the operating condition parameters, and the programmable power supply (6) simulates the operation of the fuel cell according to the polarization curve; The fuel cell controls the boost converter (5) to operate according to the operating parameters; The programmable load (7) sets a load operating condition according to the operating condition parameters, and the programmable load (7) operates according to the load operating condition.

5. The control method of the fuel cell electrical system according to claim 4, characterized in that: The programmable power supply (6) sets the polarization curve of the fuel cell to be simulated according to the operating condition parameters, including: the fuel cell controller (1) determines the polarization curve according to the operating condition parameters, and the fuel cell controller (1) sends the polarization curve to the programmable power supply (6); the programmable load (7) sets the load operating condition according to the operating condition parameters, including: the fuel cell controller (1) determines the load operating condition according to the operating condition parameters, and the fuel cell controller (1) sends the load operating condition to the programmable load (7).

6. The control method of the fuel cell electrical system according to claim 4, characterized in that: The control method further comprises: the fuel cell controller (1) sends the test data to the data acquisition controller (8), and the data acquisition controller (8) stores the test data.

Images