Fuel cell vehicle having v2x function and control method thereof

Abstract

The application discloses a fuel cell vehicle with a V2X function and a control method thereof, and belongs to the technical field of the fuel cell vehicle with the V2X function; the technical problem to be solved is to provide an improved hardware structure of the fuel cell vehicle with the V2X function; the technical solution for solving the above technical problem is that the fuel cell vehicle and a specific load are included; the fuel cell vehicle is provided with a power battery, a motor controller, a vehicle controller, a battery controller, a vehicle-mounted electric energy router and a motor; the power battery is connected with the motor controller and the power supply end of the vehicle-mounted electric energy router through wires; the vehicle-mounted electric energy router is connected with a power grid through wires; the specific load includes an electric load and a heating area; the electric load is connected with the vehicle-mounted electric energy router through wires; and the liquid pipeline of the heating area is connected with the liquid pipeline flowing through the power battery through a heat exchanger; the application is applied to the fuel cell vehicle.

Description

Technical Field

[0001] This invention relates to a fuel cell vehicle with V2X functionality and its control method, belonging to the technical field of fuel cell vehicles with V2X functionality. Background Technology

[0002] With the large-scale development of renewable energy sources such as wind and solar power, their randomness and intermittency pose challenges to grid stability, peak shaving and frequency regulation, and the absorption of wind and solar power. Energy storage batteries can effectively solve this problem, but large-capacity energy storage batteries will increase grid operating costs. my country's fuel cell vehicle technology is basically mature, so developing grid-connected power generation from fuel cells in hydrogen fuel cell vehicles can help alleviate peak grid loads. On the other hand, the heat generated during fuel cell power generation can be used for winter heating in residences and factories. Furthermore, the intelligence and connectivity of new energy vehicles provide a guarantee for hydrogen fuel cell vehicles to achieve V2X functionality. Summary of the Invention

[0003] In order to overcome the shortcomings of the prior art, the present invention aims to solve the technical problem of providing an improved hardware structure for a fuel cell vehicle with V2X functionality.

[0004] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: a fuel cell vehicle with V2X function, comprising a fuel cell vehicle and a specific load, wherein the fuel cell vehicle is equipped with a power battery, a motor controller, a vehicle controller, a battery controller, an on-board power router, and a motor; the power battery is connected to the power terminals of the motor controller and the on-board power router respectively via wires; the motor controller is connected to the motor via wires; the on-board power router is connected to the power grid via wires; the vehicle controller is connected to the control terminals of the power battery and the motor controller respectively via a communication bus; and the battery controller is connected to the power battery and the on-board power router respectively via a communication bus.

[0005] The specific load includes an electrical load and a heating area. The electrical load is connected to the vehicle-mounted power router via a wire, and the liquid pipeline of the heating area exchanges heat with the liquid pipeline flowing through the power battery via a heat exchanger.

[0006] The vehicle-mounted power router includes a bidirectional inverter, an AC bus, a grid-connected switch, and a load switch. The DC terminal of the bidirectional inverter is connected to the power battery via a wire, and the AC terminal of the bidirectional inverter is connected to the AC bus via a wire. One end of the grid-connected switch is connected to the AC terminal of the bidirectional inverter via the AC bus, and the other end of the grid-connected switch is connected to the power grid. One end of the load switch is connected to the electrical load, and the other end of the load switch is connected to the AC terminal of the bidirectional inverter.

[0007] The power battery includes a power battery, a fuel cell, a hydrogen cylinder, an air compressor, a first DC-DC unit, and a second DC-DC unit. The power battery is bidirectionally connected to one end of the second DC-DC unit via a wire.

[0008] The cathode inlet of the fuel cell is connected to an air compressor via a gas pipeline, the anode inlet of the fuel cell is connected to a hydrogen cylinder via a gas pipeline, the power output of the fuel cell is connected to the input of the first DC-DC unit via a wire, and the output of the first DC-DC unit is connected to the other end of the second DC-DC unit, the motor controller, and the power supply of the vehicle power router via wires.

[0009] The fuel cell vehicle is also equipped with a radiator, a first water pump, a first three-way valve, and a second three-way valve. The radiator is located at the outlet of the fuel cell, the first water pump is located at the inlet of the fuel cell, and the first and second three-way valves are both located on the liquid pipeline of the fuel cell. The liquid pipeline flowing through the fuel cell and the liquid pipeline flowing through the heating area exchange heat through a heat exchanger. The first and second three-way valves are connected to the pipeline on the side of the heat exchanger connected to the fuel cell through liquid pipelines. A second water pump is installed on the heating liquid pipeline on the side of the heat exchanger connected to the heating area.

[0010] The electrical loads are specifically AC loads, including household appliances and lighting, and factory power.

[0011] A control method for a fuel cell vehicle with V2X functionality includes the following steps:

[0012] S1: After the vehicle stops, the battery controller collects information from the power battery. If the remaining hydrogen amount is greater than the set value and there is a heating demand in the heating area, the battery controller controls the fuel cell to operate in the optimal thermal efficiency mode, providing heating to the heating area through the heat exchanger. At the same time, the power battery is used as a dispatchable distributed power source, supplying power to the electrical load through the DC-AC function of the bidirectional inverter inside the vehicle's power router. The battery controller controls the power battery to supply power to the electrical load through the vehicle's power router. When the power grid is in peak electricity demand, excess power is connected to the grid. When the power grid is in off-peak electricity demand, excess power is first used to fully charge the power battery before being connected to the grid. The fuel cell is shut down when the hydrogen amount is less than the set value, or when the power battery is fully charged.

[0013] S2: After the vehicle stops, the battery controller collects information from the power battery. If the remaining hydrogen amount is greater than the set value and there is no heating demand in the heating area, the battery controller controls the fuel cell to operate in the optimal electrical efficiency mode. When the power grid is in peak electricity demand, the fuel cell supplies power to the electrical load through the DC-AC function of the bidirectional inverter inside the vehicle's power router. Excess electricity is connected to the grid. The fuel cell is shut down when the hydrogen amount is less than the set value. When the power grid is in low electricity demand, the fuel cell supplies power to the electrical load through DC-AC, or the fuel cell is shut down and the power grid directly supplies power to the electrical load.

[0014] S3: When the car is driving normally, the power battery is converted into AC power by the motor controller and then supplies power to the motor. The fuel cell provides the main power for the car to drive.

[0015] S4: When the car is moving, during the deceleration and braking phase, the drive motor turns into a generator, and the power battery absorbs the braking energy.

[0016] The specific steps for achieving heating in step S1 are as follows:

[0017] When the car stops, if the remaining hydrogen amount is greater than the threshold b and there is a heating demand, the fuel cell is controlled to operate in the optimal thermal efficiency mode: the single cell voltage of the fuel cell is controlled to be 0.6V or below, the first three-way valve and the second three-way valve are controlled, so that the heat generated by the fuel cell flows through the heat exchanger with the heat dissipation medium, and at the same time the second water pump is started so that the liquid in the heating demand area flows through the heat exchanger, and heating is achieved through heat exchange.

[0018] When there is no heating demand in step S2, the specific steps are as follows:

[0019] After the car stops, the battery controller collects information on the power battery's charge, remaining hydrogen, and grid load, and controls the fuel cell to operate in the most energy-efficient mode: controlling the fuel cell single-cell voltage to 0.8V or higher to supply power to the electrical load.

[0020] The threshold b is specifically set based on the user's usual driving distance and the distance to the hydrogen refueling station;

[0021] The peak load periods for the power grid are set at 7:00-9:00 AM and 6:00-10:00 PM daily.

[0022] The advantages of this invention over the prior art are as follows:

[0023] 1) When a fuel cell vehicle is in motion, the power battery supplies power to the drive motor, the fuel cell provides the main power for the vehicle to move, and charges the power battery at the same time; the power battery mainly participates in the recovery of power during vehicle start-up and acceleration, and braking energy during braking.

[0024] 2) When a fuel cell vehicle is not in use, the power battery participates in grid dispatch and has the function of peak shaving and valley filling. The fuel cell is connected to the grid as a dispatchable power source, and the power battery can be replenished with energy through the grid.

[0025] 3) The vehicle-mounted power router can realize bidirectional energy flow between the power battery and the power grid, as well as energy transmission from the battery to the load.

[0026] 4) The battery controller prioritizes the battery to supply power to the load, and feeds back excess energy to the grid for grid dispatch during peak periods; this avoids the energy flow from battery to grid and back to load, thus improving energy efficiency.

[0027] 5) Fuel cells are dispatchable power and heat sources. If it is winter heating season, they can provide heat to specific areas through heat exchangers.

[0028] 6) When the fuel cell is working, the ratio of thermal efficiency to electrical efficiency can be adjusted according to the heating and power supply requirements to maximize the hydrogen energy conversion efficiency. Attached Figure Description

[0029] The present invention will be further described below with reference to the accompanying drawings:

[0030] Figure 1 This is a schematic diagram of the structure of the present invention;

[0031] Figure 2 This is a schematic diagram of the connection between the vehicle-mounted power router and the electrical load according to the present invention;

[0032] Figure 3 This is a schematic diagram of the connection between the power battery and the heating area of ​​the present invention;

[0033] Figure 4 This is a control flowchart for the fuel cell when it is stopped, according to the present invention.

[0034] In the diagram: 1 is a fuel cell vehicle, 2 is a power battery, 3 is a motor controller, 4 is a vehicle controller, 5 is a battery controller, 6 is an on-board power router, 7 is a specific load, 8 is a power grid, 9 is a motor, 10 is an AC bus, 11 is a grid connection switch, 12 is a load switch, 13 is a bidirectional inverter, 21 is a power battery, 22 is a fuel cell, 23 is a hydrogen cylinder, 24 is an air supply system, 25 is the first DC-DC unit, 26 is the second DC-DC unit, 27 is a radiator, 28 is the first water pump, 29 is the first three-way valve, 30 is the second three-way valve, 31 is a heat exchanger, 32 is the second water pump, 71 is an electrical load, and 72 is a heating area. Detailed Implementation

[0035] like Figures 1 to 4As shown, the present invention discloses a fuel cell vehicle with V2X functionality, comprising a fuel cell vehicle 1 and a specific load 7. The fuel cell vehicle 1 is equipped with a power battery 2, a motor controller 3, a vehicle controller 4, a battery controller 5, an on-board power router 6, and a motor 9. The power battery 2 is connected to the power terminals of the motor controller 3 and the on-board power router 6 via wires. The motor controller 3 is connected to the motor 9 via wires. The on-board power router 6 is connected to the power grid 8 via wires. The vehicle controller 4 is connected to the control terminals of the power battery 2 and the motor controller 3 via a communication bus. The battery controller 5 is connected to the power battery 2 and the on-board power router 6 via a communication bus.

[0036] The specific load 7 includes an electrical load 71 and a heating zone 72. The electrical load 71 is connected to the vehicle-mounted power router 6 via a wire. The liquid pipeline of the heating zone 72 exchanges heat with the liquid pipeline flowing through the power battery 2 via a heat exchanger 31.

[0037] The vehicle-mounted power router 6 includes a bidirectional inverter 13, an AC bus 10, a grid-connected switch 11, and a load switch 12. The DC terminal of the bidirectional inverter 13 is connected to the power battery 2 via a wire, and the AC terminal of the bidirectional inverter 13 is connected to the AC bus 10 via a wire. One end of the grid-connected switch 11 is connected to the AC terminal of the bidirectional inverter 13 via the AC bus 10, and the other end of the grid-connected switch 11 is connected to the power grid 8. One end of the load switch 12 is connected to the electrical load 71, and the other end of the load switch 12 is connected to the AC terminal of the bidirectional inverter 13.

[0038] The power battery 2 includes a power battery 21, a fuel cell 22, a hydrogen cylinder 23, an air compressor 24, a first DC-DC unit 25, and a second DC-DC unit 26. The power battery 21 is bidirectionally connected to one end of the second DC-DC unit 26 via a wire.

[0039] The cathode inlet of the fuel cell 22 is connected to the air compressor 24 via a gas pipeline, the anode inlet of the fuel cell 22 is connected to the hydrogen cylinder 23 via a gas pipeline, and the power output of the fuel cell 22 is connected to the input of the first DC-DC unit 25 via a wire. The output of the first DC-DC unit 25 is connected to the other end of the second DC-DC unit 26, the motor controller 3, and the power supply of the vehicle power router 6 via wires.

[0040] The fuel cell vehicle 1 is also equipped with a radiator 27, a first water pump 28, a first three-way valve 29, and a second three-way valve 30. The radiator 27 is located at the liquid outlet of the fuel cell 22, the first water pump 28 is located at the liquid inlet of the fuel cell 22, and the first three-way valve 29 and the second three-way valve 30 are both located on the liquid pipeline of the fuel cell 22. The liquid pipeline flowing through the fuel cell 22 and the liquid pipeline flowing through the heating zone 72 exchange heat through a heat exchanger 31. The first three-way valve 29 and the second three-way valve 30 are respectively connected to the pipeline on the side of the heat exchanger 31 connected to the fuel cell 22 through liquid pipelines. The second water pump 32 is installed on the heating liquid pipeline on the side of the heat exchanger 31 connected to the heating zone 72.

[0041] The electrical load 71 is specifically an AC load, including household appliances and lighting, and factory power.

[0042] A control method for a fuel cell vehicle with V2X functionality includes the following steps:

[0043] S1: After the vehicle stops, the battery controller 5 collects information from the power battery 2. When it is determined that the remaining hydrogen amount is greater than the set value and the heating area 72 has a heating demand, the battery controller 5 controls the fuel cell 22 to work in the optimal thermal efficiency mode, and provides heating to the heating area 72 through the heat exchanger 31. At the same time, the power battery 2 is used as a dispatchable distributed power source, and the DC-AC function of the bidirectional inverter 13 inside the vehicle power router 6 supplies power to the electrical load 71. The battery controller 5 controls the power battery 2 to supply power to the electrical load 71 through the vehicle power router 6. When the power grid 8 is in peak electricity demand, the excess power is connected to the grid. When the power grid is in low electricity demand, the excess power is first used to fully charge the power battery 21 before being connected to the grid. When the hydrogen amount is less than the set value, the fuel cell is shut down, or the power battery 21 is fully charged and then the fuel cell is shut down.

[0044] S2: After the vehicle stops, the battery controller 5 collects information from the power battery 2. When it is determined that the remaining hydrogen amount is greater than the set value and the heating area 72 has no heating demand, the battery controller 5 controls the fuel cell 22 to work in the optimal electrical efficiency mode. When the power grid is in peak electricity demand, the fuel cell 22 supplies power to the electrical load 71 through the DC-AC function of the bidirectional inverter 13 inside the vehicle power router 6. Excess electricity is connected to the grid. When the hydrogen amount is less than the set value, the fuel cell 22 is turned off. When the power grid is in low electricity demand, the fuel cell 22 supplies power to the electrical load 71 through DC-AC, or the fuel cell 22 is turned off and the power grid 8 directly supplies power to the electrical load 71.

[0045] S3: When the car is driving normally, the power battery 2 is converted into AC power by the motor controller 3 and then supplies power to the motor 9. The fuel cell 22 provides the main power for the car to drive.

[0046] S4: When the car is in motion, during the deceleration and braking phase, the drive motor 9 transforms into a generator, and the power battery 21 absorbs the braking feedback energy.

[0047] The specific steps for achieving heating in step S1 are as follows:

[0048] When the car stops, if the remaining hydrogen amount is greater than the threshold b and there is a heating demand, the fuel cell 22 is controlled to operate in the optimal thermal efficiency mode: the single cell voltage of the fuel cell 22 is controlled to be 0.6V or below, the first three-way valve 29 and the second three-way valve 30 are controlled, so that the heat generated by the fuel cell 22 flows through the heat exchanger 31 with the heat dissipation medium, and at the same time the second water pump 30 is started so that the liquid in the heating demand area flows through the heat exchanger 31, and heating is achieved through heat exchange.

[0049] When there is no heating demand in step S2, the specific steps are as follows:

[0050] After the vehicle stops, the battery controller 5 collects information on the power battery 21's charge, remaining hydrogen, and grid load, and controls the fuel cell to operate in the optimal electrical efficiency mode: controlling the fuel cell single-cell voltage to 0.8V or above to supply power to the electrical load.

[0051] The threshold b is specifically set based on the user's usual driving distance and the distance to the hydrogen refueling station;

[0052] The peak load periods for the power grid are set at 7:00-9:00 AM and 6:00-10:00 PM daily.

[0053] This invention provides a new energy vehicle with V2X functionality, comprising a fuel cell vehicle 1, a power battery 2, a motor controller 3, a vehicle controller 4, a battery controller 5, an on-board power router 6, a specific load 7, a power grid 8, and a motor 9. The on-board power router 6 consists of a bidirectional inverter 13, an AC bus 10, a grid connection switch 11, and an electrical load switch 12. The power battery 2 mainly consists of a power battery 21, a fuel cell 22, a hydrogen cylinder 23, an air compressor 24, a first DC-DC converter 25, a second DC-DC converter 26, a radiator 27, a first water pump 28, a first three-way valve 29, and a second three-way valve 30. The specific load 7 includes an electrical load 71 and a heating zone 72. The electrical load 71 is connected to the electrical load switch 12 via wires, enabling the battery to supply power to the load. The liquid pipeline flowing through the heating zone 72 and the liquid pipeline flowing through the fuel cell 22 exchange heat through a heat exchanger 31, using the heat generated by the fuel cell for district heating. Among them, the first three-way valve 29 and the second three-way valve 30 are district heating switches. The heating zone 72 is equipped with a heat exchanger 31 and a second water pump 32.

[0054] When the fuel cell vehicle 1 is in normal operation, the power battery 2 serves as the vehicle's power battery. The vehicle controller 4 collects driver behavior information and controls the switching of the power battery 2. The electrical energy from the power battery 2 drives the motor 9 via the motor controller 3. When the fuel cell vehicle 1 is stationary, the power battery 2 acts as an energy storage battery, serving as a power source that can be called upon by the power grid. The battery controller 5 collects information from the power battery 2 and the power grid, and through the on-board circuit router 6, enables bidirectional energy transfer between the power battery 2 and the power grid 8, as well as power supply from the power battery 2 to specific loads 7. When the power battery 2 serves as a dispatchable power source, it can also act as a heat source, providing heat to specific loads 7 as needed. Specific loads 7 include various electrical loads 71 ​​(such as household appliances and lighting, factory electricity, etc.) and district heating 72 (such as heating for residences, factories, etc.).

[0055] The power battery 2 of this invention has four operating modes:

[0056] (a) When the vehicle is stopped, the amount of hydrogen is greater than b. When there is a heating demand in the heating area, the fuel cell is controlled to operate in the optimal thermal efficiency mode. The heating area is heated through the heat exchanger, and the electrical load is powered through DC-AC: ① When the power grid is in peak electricity demand, the excess electricity is connected to the grid; ② When the power grid is in low electricity demand, the excess electricity is first used to fully charge the power battery before being connected to the grid. When the amount of hydrogen is less than b, the fuel cell is shut down, or the fuel cell is shut down after the power battery is fully charged.

[0057] (ii) When the vehicle is stopped, the hydrogen quantity is greater than b, and there is no heating demand in the heating area, the fuel cell operates in the optimal power efficiency mode: ① When the power grid is in peak electricity demand, the fuel cell supplies power to the electrical load through DC-AC, and the excess power is connected to the grid. The fuel cell is shut down when the hydrogen quantity is less than b; ② When the power grid is in low electricity demand, the fuel cell supplies power to the electrical load through DC-AC, or the fuel cell is shut down and the power grid supplies power directly to the electrical load.

[0058] (iii) When the car is in motion, the power battery supplies power to the drive motor.

[0059] (iv) When the vehicle is in motion, during the deceleration and braking phase, the drive motor turns into a generator, and the power battery absorbs the braking feedback energy.

[0060] The workflow of this invention is as follows: Figure 4 As shown. After the car stops, the battery controller collects information such as the remaining hydrogen level, heating demand, and grid load to determine the battery operating mode and sends corresponding instructions to each control unit. The main operation is analyzed as follows:

[0061] (i) When the remaining hydrogen amount is greater than the threshold b (this threshold b can be set by the user based on their usual driving distance and distance to the hydrogen refueling station; for example, if there is no driving plan for the day and the distance to the refueling station requires 20% hydrogen, the remaining hydrogen amount threshold b can be set to 25%), and there is a heating demand, the fuel cell is controlled to operate in the optimal thermal efficiency mode (controlling the fuel cell single cell voltage to 0.6V or below), and the first three-way valve and the second three-way valve are controlled to allow the heat generated by the fuel cell to flow through the heat exchanger 31 with the heat dissipation medium. At the same time, the second water pump 32 is started to allow the liquid in the heating demand area to flow through the heat exchanger 31. After heat exchange, heating is achieved. ① When the grid load is at its peak (generally, the peak grid load is from 7:00 to 12:00 and from 18:00 to 22:00 every day), the fuel cell generates excess power and connects to the grid. The battery control collects information synchronously. When the remaining hydrogen amount is less than b, the fuel cell is shut down. ② When the grid load is low, the excess power generated by the fuel cell is used to charge the power battery to full capacity, and then the fuel cell is shut down. At this time, the grid-electric heating method can be selected.

[0062] (ii) When the remaining hydrogen supply is greater than threshold b (this threshold b can be set by the user based on their usual driving distance and distance to the hydrogen refueling station; for example, if there is no driving plan for the day and the distance to the refueling station requires 20% hydrogen, the remaining hydrogen supply threshold b can be set to 25%), and there is no heating demand, the fuel cell is controlled to operate in the optimal electrical efficiency mode (controlling the fuel cell single-cell voltage to 0.8V or above) to supply power to the electrical load. ① When the grid load is at its peak, the fuel cell generates excess electricity and connects to the grid. The battery control system synchronously collects information, and when the remaining hydrogen supply is less than b, the fuel cell is shut down. ② When the grid load is at its lowest point, the fuel cell is shut down.

[0063] The hydrogen fuel cell vehicle with V2X functionality of the present invention uses a fuel cell 22 and a power battery 21 as hydrogen-electric hybrid energy batteries, and is equipped with an on-board power router 6 and a battery controller 5. The battery controller 5 controls the power battery 2 to connect to the power grid 8 and a specific load 7 through the on-board power router 6 and a three-way valve in the pipeline. When the vehicle is driving normally, the power battery 2 provides power to the motor 9 to drive the vehicle. During peak grid load periods and when the vehicle is stationary, the battery controller 5 controls the power battery 2 as a dispatchable distributed power source to supply power to the specific load 7 through the on-board power router 6, and outputs excess power to the power grid 8. If it is winter heating season, the fuel cell 22 provides heat to the specific load 7 through the heat exchanger 31, and adjusts the ratio of thermal and electrical efficiency of the fuel cell 22 according to the thermal and electrical load demand to maximize the hydrogen energy conversion efficiency. During off-peak grid load periods and when the vehicle is stationary, the battery controller 5 controls the power battery 2 to connect to the power grid 8 through the on-board power router 6 to charge the power battery 21.

[0064] This invention mainly achieves the following functions:

[0065] (1) Fuel cell vehicles can achieve bidirectional energy flow between hydrogen-electric hybrid energy batteries and the power grid via on-board power routers, and have intelligent power grid peak shaving and valley filling functions.

[0066] (2) The battery controller prioritizes the power battery to supply power to the load, and feeds back excess energy to the grid, which can reduce grid dispatch during peak periods; at the same time, it avoids the energy flow from the battery to the grid and then to the load, thus improving energy efficiency.

[0067] (3) Fuel cell vehicles are mobile, dispatchable power and heat sources.

[0068] (4) When the fuel cell is used as a dispatch power source, it can be used as a heat source. If it is winter heating season, it can provide heat to the heating area through the heat exchanger.

[0069] (5) When the fuel cell is working, the ratio of thermal efficiency to electrical efficiency can be adjusted according to the electrical and heat demand to maximize the hydrogen energy conversion efficiency.

[0070] This invention relates to the field of energy storage for new energy vehicles, specifically a hydrogen fuel cell vehicle with grid peak shaving and valley filling functions, as well as user heating capabilities. First, the hydrogen fuel cell vehicle has a hydrogen-electric hybrid energy battery consisting of a fuel cell and a power-type battery, and is designed with an onboard power router and battery controller. Second, its power battery is connected to the public grid interface and specific user loads via the power router, including electrical loads and district heating. When the vehicle is stationary, its power battery serves as a grid-dispatchable power and heat source. The vehicle's battery controller can diagnose the remaining hydrogen supply, grid load, and ambient temperature to formulate an economical dispatch strategy. Through energy transfer between the battery system, specific user loads, and the public grid, the fuel cell achieves grid-connected power generation and heating, and adjusts the electrical and thermal efficiency of the fuel cell according to user demand.

[0071] Regarding the specific structure of this invention, it should be noted that the connection relationships between the various components and modules used in this invention are definite and achievable. Except as specifically described in the embodiments, their specific connection relationships can bring about corresponding technical effects and solve the technical problems proposed by this invention without relying on the execution of corresponding software programs. Unless otherwise specifically described, the models and connection methods of the components, modules, and specific parts appearing in this invention are all prior art such as published patents, published journal articles, or common knowledge that can be obtained by those skilled in the art before the application date, and need not be elaborated. This makes the technical solution provided in this case clear, complete, and achievable, and can reproduce or obtain the corresponding physical product based on this technical means.

[0072] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A fuel cell vehicle with V2X functionality, comprising a fuel cell vehicle (1) and a specific load (7), characterized in that: The fuel cell vehicle (1) is equipped with a power battery (2), a motor controller (3), a vehicle controller (4), a battery controller (5), an on-board power router (6), and a motor (9). The power battery (2) is connected to the power terminals of the motor controller (3) and the on-board power router (6) via wires. The motor controller (3) is connected to the motor (9) via wires. The on-board power router (6) is connected to the power grid (8) via wires. The vehicle controller (4) is connected to the control terminals of the power battery (2) and the motor controller (3) via a communication bus. The battery controller (5) is connected to the power battery (2) and the on-board power router (6) via a communication bus. The specific load (7) includes an electrical load (71) and a heating zone (72). The electrical load (71) is connected to the vehicle power router (6) via a wire. The liquid pipeline of the heating zone (72) exchanges heat with the liquid pipeline flowing through the power battery (2) via a heat exchanger (31). The vehicle-mounted power router (6) includes a bidirectional inverter (13), an AC bus (10), a grid-connected switch (11), and a load switch (12). The DC terminal of the bidirectional inverter (13) is connected to the power battery (2) via a wire, and the AC terminal of the bidirectional inverter (13) is connected to the AC bus (10) via a wire. One end of the grid-connected switch (11) is connected to the AC terminal of the bidirectional inverter (13) via the AC bus (10), and the other end of the grid-connected switch (11) is connected to the power grid (8). One end of the load switch (12) is connected to the electrical load (71), and the other end of the load switch (12) is connected to the AC terminal of the bidirectional inverter (13). The power battery (2) includes a power battery (21), a fuel cell (22), a hydrogen cylinder (23), an air compressor (24), a first DC-DC unit (25), and a second DC-DC unit (26). The power battery (21) is bidirectionally connected to one end of the second DC-DC unit (26) via a wire. The cathode inlet of the fuel cell (22) is connected to the air compressor (24) via a gas pipeline, and the anode inlet of the fuel cell (22) is connected to the hydrogen cylinder (23) via a gas pipeline. The power output of the fuel cell (22) is connected to the input of the first DC-DC unit (25) via a wire. The output of the first DC-DC unit (25) is connected to the other end of the second DC-DC unit (26), the motor controller (3), and the power supply of the vehicle power router (6) via wires.

2. A fuel cell vehicle with V2X functionality according to claim 1, characterized in that: The fuel cell vehicle (1) is also equipped with a radiator (27), a first water pump (28), a first three-way valve (29), and a second three-way valve (30). The radiator (27) is located at the outlet of the fuel cell (22), the first water pump (28) is located at the inlet of the fuel cell (22), the first three-way valve (29) and the second three-way valve (30) are both located on the liquid pipeline of the fuel cell (22). The liquid pipeline flowing through the fuel cell (22) and the liquid pipeline flowing through the heating area (72) exchange heat through a heat exchanger (31). The first three-way valve (29) and the second three-way valve (30) are respectively connected to the pipeline on the side of the heat exchanger (31) connected to the fuel cell (22) through liquid pipelines. The second water pump (32) is installed on the heating liquid pipeline on the side of the heat exchanger (31) connected to the heating area (72).

3. A fuel cell vehicle with V2X functionality according to claim 1, characterized in that: The electrical load (71) is specifically an AC load, including household appliances and lighting, and factory power.

4. A control method for a fuel cell vehicle with V2X functionality, characterized in that: Includes the following steps: S1: After the car stops, the battery controller (5) collects information from the power battery (2), determines that when the remaining hydrogen amount is greater than the set value and the heating area (72) has a heating demand, the battery controller (5) controls the fuel cell (22) to work in the optimal thermal efficiency mode, and heats the heating area (72) through the heat exchanger (31). At the same time, the power battery (2) is used as a dispatchable distributed power source, and the DC-AC function of the bidirectional inverter (13) inside the vehicle power router (6) supplies power to the electrical load (71): The battery controller (5) controls the power battery (2) to supply power to the electrical load (71) through the vehicle power router (6). When the power grid (8) is in peak electricity demand, the excess electricity is connected to the grid; when the power grid is in low electricity demand, the excess electricity is first used to fully charge the power battery (21) before being connected to the grid. When the hydrogen amount is less than the set value, the fuel cell (22) is shut down, or the fuel cell (22) is shut down after the power battery (21) is fully charged. S2: After the car stops, the battery controller (5) collects information from the power battery (2), determines that when the remaining hydrogen amount is greater than the set value and the heating area (72) has no heating demand, the battery controller (5) controls the fuel cell (22) to work in the optimal power efficiency mode. When the power grid is in peak electricity demand, the power is supplied to the electrical load (71) through the DC-AC function of the bidirectional inverter (13) inside the vehicle power router (6), and the excess power is connected to the grid. When the hydrogen amount is less than the set value, the fuel cell (22) is shut down. When the power grid is in low electricity demand, the fuel cell (22) supplies power to the electrical load (71) through DC-AC, or shuts down the fuel cell (22) and the power grid (8) directly supplies power to the electrical load (71). S3: When the car is driving normally, the power battery (2) is converted into AC power by the motor controller (3) and then supplies power to the motor (9). The fuel cell (22) provides the main power for the car to drive. S4: When the car is in motion, during the deceleration and braking phase, the drive motor (9) transforms into a generator, and the power battery (21) absorbs the braking feedback energy.

5. The control method for a fuel cell vehicle with V2X function according to claim 4, characterized in that: The specific steps for achieving heating in step S1 are as follows: When the car stops, if the remaining amount of hydrogen is greater than the threshold b and there is a heating demand, the fuel cell (22) is controlled to work in the optimal thermal efficiency mode: the single cell voltage of the fuel cell (22) is controlled to be 0.6V or below, the first three-way valve (29) and the second three-way valve (30) are controlled, so that the heat generated by the fuel cell (22) flows through the heat exchanger (31) with the heat dissipation medium, and at the same time the second water pump (32) is started so that the liquid in the heating demand area flows through the heat exchanger (31), and heating is achieved through heat exchange.

6. The control method for a fuel cell vehicle with V2X function according to claim 4, characterized in that: When there is no heating demand in step S2, the specific steps are as follows: After the car stops, the battery controller (5) collects the power of the power battery (21), the remaining amount of hydrogen, and the grid load information, and controls the fuel cell to work in the optimal power efficiency mode: controlling the single cell voltage of the fuel cell to 0.8V or above to supply power to the electrical load.

7. The control method for a fuel cell vehicle with V2X function according to claim 5, characterized in that: The threshold b is specifically set based on the user's usual driving distance and the distance to the hydrogen refueling station; The peak load periods for the power grid are set at 7:00-9:00 AM and 6:00-10:00 PM daily.

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