Vehicle control method, system and vehicle

Abstract

The present invention relates to a vehicle control method, system and vehicle, including: obtaining the residual hydrogen pressure of gaseous residual hydrogen in the liquid hydrogen system when the vehicle is parked; when the residual hydrogen pressure is within a first preset pressure range, if there is a vehicle power supply demand, the fuel cell system starts a conversion mode to use the gaseous residual hydrogen to power the vehicle; when the residual hydrogen pressure is greater than the upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method. The present application utilizes and consumes gaseous residual hydrogen through the conversion mode and consumption mode of the fuel cell system, improves the utilization rate of gaseous residual hydrogen, and avoids the hydrogen safety problem of excessive hydrogen generated during parking.

Description

Technical Field

[0001] The present disclosure relates to the field of new energy vehicles, and in particular to a vehicle control method, system and vehicle. Background Art

[0002] As the latest technology of new energy vehicles, fuel cell technology has been unanimously recognized and strongly supported by the governments and private sectors of my country and major countries around the world, and has become an important direction for the current and future development of automobiles. Passenger vehicles have been promoted and applied abroad, while commercial vehicles are used as the promotion models of fuel cell vehicles in China due to the limitations of fuel cell engine level and the number of hydrogen refueling stations.

[0003] In the field of domestic commercial heavy-duty trucks, based on the operating characteristics of the scenarios and the converted scenario characteristics, combined with the current and future technology development trends of fuel cell vehicles and cost TCO analysis, fuel cell vehicles with a mileage of less than 500 kilometers can be matched with a 35Mpa gas-hydrogen system to meet the needs, fuel cell vehicles with a mileage of 500-1000 kilometers can be matched with a 70Mpa gas-hydrogen system to meet the needs, and fuel cell vehicles with a mileage of more than 1000 kilometers need to be matched with a liquid hydrogen system to meet the needs.

[0004] In the existing related technologies, such as Figure 3 The schematic diagram of the liquid hydrogen system of the vehicle shown in the figure shows that the main problem at present is that when the vehicle is parked for a short time or for a long time after the use of the day, the liquid hydrogen in the liquid hydrogen bottle will slowly evaporate into gas, causing the gas pressure inside the system to increase. When the pressure in the buffer tank and the liquid hydrogen bottle exceeds 1.6 MPa, the hydrogen will be discharged to the outside through the safety valve, causing hydrogen waste and hydrogen safety issues. Summary of the invention

[0005] In order to overcome the problems existing in the related art, the present disclosure provides a vehicle control method, system and vehicle.

[0006] According to a first aspect of an embodiment of the present disclosure, there is provided a control method for a vehicle, the vehicle comprising a liquid hydrogen system and a fuel cell system, including:

[0007] Obtaining the residual hydrogen pressure of gaseous residual hydrogen in the liquid hydrogen system when the vehicle is parked;

[0008] When the residual hydrogen pressure is within a first preset pressure range, if there is a demand for vehicle power supply, the fuel cell system starts a conversion mode to utilize the gaseous residual hydrogen to power the vehicle;

[0009] When the residual hydrogen pressure is greater than an upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method.

[0010] In some embodiments, when the residual hydrogen pressure is within a first preset pressure range, if there is a vehicle power supply demand, the fuel cell system starts a conversion mode to use the gaseous residual hydrogen to power the vehicle, including:

[0011] When the residual hydrogen pressure is within a first preset pressure range, determining the parking time of the vehicle;

[0012] If the parking time is within the first time range, determining whether there is a need to charge the power battery;

[0013] When the charging demand exists, the fuel cell system operates and uses the gaseous residual hydrogen to charge the power battery.

[0014] Furthermore, the fuel cell system operates and uses the gaseous residual hydrogen to charge the power battery, comprising:

[0015] Obtaining the maximum allowable loading power of the fuel cell system according to the residual hydrogen pressure;

[0016] Determining a first output power of the fuel cell system according to a maximum allowable loading power of the fuel cell system and a maximum allowable charging power of the power battery;

[0017] The fuel cell system charges the power battery according to the first output power.

[0018] In some embodiments, it also includes:

[0019] If the parking time is greater than the upper limit of the first time range, determining whether there is a power demand of the vehicle load;

[0020] When there is a demand for electricity from the vehicle load, the fuel cell system operates and uses the gaseous residual hydrogen to supply electricity to the load.

[0021] Furthermore, the fuel cell system operates and uses the gaseous residual hydrogen to power the load, comprising:

[0022] Obtaining the electrical power consumption of the vehicle load;

[0023] Determining a second output power of the fuel cell system according to a maximum allowable load power of the fuel cell system and the power consumption of the vehicle load;

[0024] The fuel cell system supplies power to the load according to the second output power.

[0025] Furthermore, the vehicle load includes: a vehicle air conditioner and / or a temperature regulating component, and the temperature regulating component is used to regulate the temperature of the power battery and / or the fuel cell system.

[0026] In some embodiments, when the residual hydrogen pressure is greater than the upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method, including:

[0027] The fuel cell system enters an idle mode to consume the gaseous residual hydrogen through idle operation.

[0028] Further, when the residual hydrogen pressure is greater than the upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method, including:

[0029] The fuel cell system controls cathode air flow to generate voltage loss to consume the gaseous residual hydrogen.

[0030] According to a second aspect of an embodiment of the present disclosure, a control system of a vehicle is provided, wherein the vehicle includes a liquid hydrogen system and a fuel cell system, including:

[0031] An acquisition module, used for acquiring the residual hydrogen pressure of the gaseous residual hydrogen in the liquid hydrogen system when the vehicle is parked;

[0032] A control module is used for, when the residual hydrogen pressure is within a first preset pressure range, if there is a vehicle power supply demand, the fuel cell system starts a conversion mode to use the gaseous residual hydrogen to power the vehicle, and when the residual hydrogen pressure is greater than an upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method.

[0033] In some embodiments, the control module is used to:

[0034] When the residual hydrogen pressure is within a first preset pressure range, determining the parking time of the vehicle;

[0035] If the parking time is within the first time range, determining whether there is a need to charge the power battery;

[0036] When the charging demand exists, the fuel cell system operates and uses the gaseous residual hydrogen to charge the power battery.

[0037] In some embodiments, the control module is used to:

[0038] Obtaining the maximum allowable loading power of the fuel cell system according to the residual hydrogen pressure;

[0039] Determining a first output power of the fuel cell system according to a maximum allowable loading power of the fuel cell system and a maximum allowable charging power of the power battery;

[0040] The fuel cell system charges the power battery according to the first output power.

[0041] In some embodiments, the control module is further configured to:

[0042] If the parking time is greater than the upper limit of the first time range, determining whether there is a power demand of the vehicle load;

[0043] When there is a demand for electricity from the vehicle load, the fuel cell system operates and uses the gaseous residual hydrogen to supply electricity to the load.

[0044] In some embodiments, the control module is used to:

[0045] Obtaining the electrical power consumption of the vehicle load;

[0046] Determining a second output power of the fuel cell system according to a maximum allowable load power of the fuel cell system and the power consumption of the vehicle load;

[0047] The fuel cell system supplies power to the load according to the second output power, wherein the vehicle load includes: a vehicle air conditioner and / or a temperature regulating component, and the temperature regulating component is used to adjust the temperature of the power battery and / or the fuel cell system.

[0048] In some embodiments, the control module is used to:

[0049] The fuel cell system enters an idle mode to consume the gaseous residual hydrogen through idle operation.

[0050] In some embodiments, the control module is used to:

[0051] The fuel cell system controls cathode air flow to generate voltage loss to consume the gaseous residual hydrogen.

[0052] According to a third aspect of an embodiment of the present disclosure, a vehicle is provided, comprising a vehicle control system as described in any one of the second aspects.

[0053] The technical solution provided by the embodiments of the present disclosure may include the following beneficial effects: different hydrogen consumption strategies are adopted according to the needs of the vehicle and the residual hydrogen pressure to improve the utilization rate of the gaseous hydrogen generated when the vehicle is parked, while avoiding the problem of excessive hydrogen being discharged to the outside through the safety valve when the residual hydrogen pressure exceeds a certain value, causing hydrogen waste and hydrogen safety issues.

[0054] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0056] Figure 1 The figure is a flow chart of a method for controlling a vehicle according to an exemplary embodiment.

[0057] Figure 2 It is a block diagram of a control system of a vehicle according to an exemplary embodiment.

[0058] Figure 3 is a schematic diagram of a liquid hydrogen system of a vehicle according to an exemplary embodiment.

[0059] Figure 4 The figure is a diagram showing the internal structure of an electronic device on a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0060] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Instead, they are merely examples of devices and methods consistent with some aspects of the present invention as detailed in the appended claims.

[0061] Figure 1 is a flow chart of a vehicle control method according to an exemplary embodiment. Figure 1 As shown, the following steps are included:

[0062] In step S101, the residual hydrogen pressure of gaseous residual hydrogen in the liquid hydrogen system when the vehicle is parked is obtained.

[0063] Specifically, when it is detected that the car is parked, the boost circuit solenoid valve in the liquid hydrogen system is controlled to close to prevent the liquid hydrogen in the liquid hydrogen system from further evaporating and causing excessive gaseous residual hydrogen in the system. Figure 3 As shown, the residual hydrogen pressure of gaseous residual hydrogen in the liquid hydrogen system can be obtained in real time by means of sensors 1 and 2 arranged in the liquid hydrogen system.

[0064] In step S102 , when the residual hydrogen pressure is within a first preset pressure range, if there is a demand for powering the vehicle, the fuel cell system starts a conversion mode to utilize the gaseous residual hydrogen to power the vehicle.

[0065] Specifically, when the residual hydrogen pressure is within the first preset pressure range, that is, when the residual hydrogen pressure is 0.3-1.5 MPa, it indicates that the liquid hydrogen in the liquid system is evaporating. In order to avoid excessive gaseous residual hydrogen, it is detected whether the vehicle has a power supply demand. If the vehicle has a power supply demand, the fuel cell starts the conversion mode to consume the gaseous residual hydrogen to meet the vehicle's power supply demand.

[0066] In some embodiments, when the residual hydrogen pressure is within a first preset pressure range, if there is a vehicle power supply demand, the fuel cell system starts a conversion mode to use the gaseous residual hydrogen to power the vehicle, including:

[0067] When the residual hydrogen pressure is within a first preset pressure range, determining the parking time of the vehicle;

[0068] If the parking time is within the first time range, determining whether there is a need to charge the power battery;

[0069] When the charging demand exists, the fuel cell system operates and uses the gaseous residual hydrogen to charge the power battery.

[0070] Specifically, when the residual hydrogen pressure is within the first preset pressure range, i.e., 0.3-1.5 MPa, and the parking time of the vehicle is within the first time range, i.e., greater than one hour and less than one day is the first time range, it is judged as short-term parking. At this time, it is determined whether the power battery of the vehicle has a charging demand. If so, the gaseous residual hydrogen is consumed by the fuel cell system to charge the power battery.

[0071] Furthermore, the fuel cell system operates and uses the gaseous residual hydrogen to charge the power battery, comprising:

[0072] Obtaining the maximum allowable loading power of the fuel cell system according to the residual hydrogen pressure;

[0073] Determining a first output power of the fuel cell system according to a maximum allowable loading power of the fuel cell system and a maximum allowable charging power of the power battery;

[0074] The fuel cell system charges the power battery according to the first output power.

[0075] Specifically, the maximum allowable load power of the fuel cell system can be obtained through the residual hydrogen pressure as shown in Table 1. Since the residual hydrogen pressure of the liquid hydrogen system will continue to decrease with the consumption of the fuel cell system, the fuel cell system needs to be based on the following Figure 3The pressure sensor 1 and the pressure sensor 2 in the system feed back the residual hydrogen pressure, and adjust the output power of the fuel cell system in real time. Assuming that the residual hydrogen pressure is 1100kpa at this time, the maximum allowable loading power of the fuel cell is 60KW. The maximum allowable charging power of the power battery is obtained, assuming it is 70KW. The maximum allowable loading power of the fuel cell system should be less than the maximum allowable charging power of the power battery, so as to determine the first output power of the fuel cell system to charge the power battery. At this time, the power battery can be charged by the maximum allowable loading power of the fuel cell of 60KW, and the power battery power is fed back in real time during charging to prevent the power battery from being overcharged.

[0076] Table 1 below shows the maximum allowable loading power of the fuel cell system corresponding to the residual hydrogen pressure.

[0077] Table 1

[0078]

[0079]

[0080] In some embodiments, it also includes:

[0081] If the parking time is greater than the upper limit of the first time range, determining whether there is a power demand of the vehicle load;

[0082] When there is a demand for electricity from the vehicle load, the fuel cell system operates and uses the gaseous residual hydrogen to supply electricity to the load.

[0083] Specifically, if the parking time of the vehicle is greater than the upper limit of the first time range, that is, the parking time of the vehicle exceeds one day, it indicates that the vehicle is parked for a long time. Since the vehicle has been charging the power battery during the short parking time, when the power battery SOC is 100%, in order to avoid overcharging of the power battery, it is determined whether the vehicle load has electricity demand, and the fuel cell system is operated and the gaseous residual hydrogen is used to power the load, but no energy is output to the power battery.

[0084] Furthermore, the fuel cell system operates and uses the gaseous residual hydrogen to power the load, comprising:

[0085] Obtaining the electrical power consumption of the vehicle load;

[0086] Determining a second output power of the fuel cell system according to a maximum allowable load power of the fuel cell system and the power consumption of the vehicle load;

[0087] The fuel cell system supplies power to the load according to the second output power.

[0088] Specifically, also according to Table 1, the maximum allowable loading power of the fuel cell system is obtained according to the residual hydrogen pressure, and the power consumption of the vehicle load is obtained at the same time, so as to determine the second output power of the fuel cell system, wherein the second output power must be greater than or equal to the power consumption of the vehicle load to avoid the second output power being unable to bear the power consumption of the load.

[0089] In some embodiments, the vehicle load includes: a vehicle air conditioner and / or a temperature regulating component, and the temperature regulating component is used to regulate the temperature of the power battery and / or the fuel cell system.

[0090] Specifically, the vehicle load includes timed heating of the power battery in winter, timed cold start of the fuel cell in winter, and remote cooling and heating of the cab. The vehicle air conditioner is used to remotely cool and heat the cab, and the temperature of the power battery and / or fuel cell system is adjusted by the temperature adjustment component. " / " means or, that is, the temperature of the fuel cell can be increased by the PTC heater, and / or the temperature of the power battery can be adjusted by the power battery heating film.

[0091] In step S103, when the residual hydrogen pressure is greater than the upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method.

[0092] Specifically, when the SOC of the power battery is 100% and the vehicle load is also running to consume the remaining hydrogen, but still cannot meet the production rate of gaseous hydrogen, the fuel cell system starts the consumption mode to consume the gaseous remaining hydrogen according to the preset consumption method.

[0093] In some embodiments, when the residual hydrogen pressure is greater than the upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method, including:

[0094] The fuel cell system enters an idle mode to consume the gaseous residual hydrogen through idle operation.

[0095] Specifically, when the SOC of the power battery is 100% and the load is also running to consume the remaining hydrogen, but the remaining hydrogen pressure still exceeds the upper limit of the first preset pressure range, that is, exceeds 1.5 MPa, then the fuel cell system enters the idle mode, that is, the output power of the fuel cell system is all used for fuel cell accessories such as air compressors, hydrogen circulation pumps, cooling fans, water pumps, etc., and no power is output to the power battery, thereby achieving the purpose of consuming hydrogen while preventing overcharging of the power battery.

[0096] In some embodiments, when the residual hydrogen pressure is greater than the upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method, including:

[0097] The fuel cell system controls cathode air flow to generate voltage loss to consume the gaseous residual hydrogen.

[0098] Specifically, through the fuel cell cathode starvation control strategy, that is, controlling the fuel cell cathode air flow to achieve the purpose of controlling the oxygen content, when the oxygen concentration at a certain power point of the fuel cell system is low, there will be a voltage loss phenomenon due to concentration polarization. Reasonable calibration can ensure that the voltage at the stack end is low, and the stack output power is low under the same current. Due to the voltage loss caused by the increased concentration polarization, the heat generation of the system increases, and the lower output power is consumed by fuel cell accessories such as air compressors, hydrogen circulation pumps, cooling fans, water pumps, etc., and no power is output to the vehicle's power battery, thereby consuming hydrogen while preventing overcharging of the power battery.

[0099] In order to further explain the technical idea of ​​the present invention, the technical solution of the present invention is now described in combination with specific application scenarios.

[0100] The first step is to detect whether the vehicle is in a parked state. If it is in a parked state, close the boost circuit solenoid valve to prevent further evaporation of liquid hydrogen.

[0101] The second step is to detect and obtain the residual hydrogen pressure of the gaseous residual hydrogen in the liquid hydrogen system when the vehicle is parked. When the residual hydrogen pressure is within the first preset pressure range, that is, 0.3-1.5 MPa, if there is a demand for vehicle power supply, the fuel cell system starts the conversion mode and uses the gaseous residual hydrogen to power the vehicle. Specifically, first determine whether the power battery has a charging demand. If the power battery has a charging demand, the power battery is charged first. If the power battery does not have a charging demand, obtain whether the vehicle has load demands for timed heating of the power battery in winter, timed cold start of the fuel cell in winter, and remote cooling and heating of the cab. If so, the conversion mode is started by the fuel cell system to use the gaseous residual hydrogen to power the load.

[0102] In the third step, if there is no demand for charging the power battery, and the residual hydrogen consumed by the load cannot meet the generation rate of gaseous residual hydrogen, then when the residual hydrogen pressure is greater than the upper limit of the first preset pressure range, that is, it exceeds 1.5 MPa, the fuel cell system starts the consumption mode and consumes the gaseous residual hydrogen in a preset consumption method, that is, the fuel cell system enters the idle mode, and the output power of the fuel cell system is all used for fuel cell accessories such as air compressors, hydrogen circulation pumps, cooling fans, water pumps, etc., and no power is output to the power battery of the whole vehicle, thereby achieving the purpose of consuming hydrogen while preventing overcharging of the power battery. Alternatively, a fuel cell cathode starvation control strategy is used, that is, the air flow to the fuel cell cathode is controlled to achieve the purpose of controlling the oxygen content. When the oxygen concentration at a certain power point of the fuel cell system is low, voltage loss due to concentration polarization will occur. Reasonable calibration can ensure that the voltage at the stack end is low, and the stack output power is low under the same current. Due to the voltage loss caused by increased concentration polarization, the heat generation of the system increases, and the lower output power is consumed by fuel cell accessories such as air compressors, hydrogen circulation pumps, cooling fans, water pumps, etc., and no power is output to the vehicle's power battery, thereby consuming hydrogen while preventing overcharging of the power battery.

[0103] In summary, this application adopts different hydrogen consumption strategies according to the needs of the vehicle and the residual hydrogen pressure, so as to improve the utilization rate of the gaseous hydrogen generated when the vehicle is parked, and at the same time avoids the problem that when the residual hydrogen pressure exceeds a certain value, the excess hydrogen will be discharged to the outside through the safety valve, causing hydrogen waste and hydrogen safety issues.

[0104] Figure 2 is a block diagram of a vehicle control system according to an exemplary embodiment. Figure 2 The system includes an acquisition module 201 and a control module 202.

[0105] An acquisition module 201 is used to acquire the residual hydrogen pressure of gaseous residual hydrogen in the liquid hydrogen system when the vehicle is parked;

[0106] Specifically, through Figure 3 Sensor 1 or 2 in the liquid hydrogen system obtains the residual hydrogen pressure of gaseous residual hydrogen.

[0107] The control module 202 is used for, when the residual hydrogen pressure is within a first preset pressure range, if there is a demand for vehicle power supply, the fuel cell system starts a conversion mode to utilize the gaseous residual hydrogen to power the vehicle, and when the residual hydrogen pressure is greater than an upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method.

[0108] Specifically, when the residual hydrogen pressure is within the first preset pressure range, that is, when the residual hydrogen pressure is 0.3-1.5 MPa, it indicates that the liquid hydrogen in the liquid system is evaporating. In order to avoid excessive gaseous residual hydrogen, by detecting whether the vehicle has a power supply demand, if the vehicle has a power supply demand, the fuel cell starts the conversion mode to consume the gaseous residual hydrogen to meet the vehicle's power supply demand. When the SOC of the power battery is 100%, and the vehicle load is also running to consume residual hydrogen, but it still cannot meet the speed of gaseous hydrogen generation, the fuel cell system starts the consumption mode to consume the gaseous residual hydrogen according to the preset consumption method.

[0109] In some embodiments, the control module 202 is used to:

[0110] When the residual hydrogen pressure is within a first preset pressure range, determining the parking time of the vehicle;

[0111] If the parking time is within the first time range, determining whether there is a need to charge the power battery;

[0112] When the charging demand exists, the fuel cell system operates and uses the gaseous residual hydrogen to charge the power battery.

[0113] Specifically, when the residual hydrogen pressure is within the first preset pressure range, i.e., 0.3-1.5 MPa, and the parking time of the vehicle is within the first time range, i.e., greater than one hour and less than one day is the first time range, it is judged as short-term parking. At this time, it is determined whether the power battery of the vehicle has a charging demand. If so, the gaseous residual hydrogen is consumed by the fuel cell system to charge the power battery.

[0114] Furthermore, the control module 202 is used to:

[0115] Obtaining the maximum allowable loading power of the fuel cell system according to the residual hydrogen pressure;

[0116] Determining a first output power of the fuel cell system according to a maximum allowable loading power of the fuel cell system and a maximum allowable charging power of the power battery;

[0117] The fuel cell system charges the power battery according to the first output power.

[0118] Specifically, the maximum allowable load power of the fuel cell system can be obtained through the residual hydrogen pressure as shown in Table 1. Since the residual hydrogen pressure of the liquid hydrogen system will continue to decrease with the consumption of the fuel cell system, the fuel cell system needs to be based on the following Figure 3The pressure sensor 1 and the pressure sensor 2 in the system feed back the residual hydrogen pressure, and adjust the output power of the fuel cell system in real time. Assuming that the residual hydrogen pressure is 1100kpa at this time, the maximum allowable loading power of the fuel cell is 60KW. The maximum allowable charging power of the power battery is obtained, assuming it is 70KW. The maximum allowable loading power of the fuel cell system should be less than the maximum allowable charging power of the power battery, so as to determine the first output power of the fuel cell system to charge the power battery. At this time, the power battery can be charged by the maximum allowable loading power of the fuel cell of 60KW, and the power battery power is fed back in real time during charging to prevent the power battery from being overcharged.

[0119] In some embodiments, the control module 202 is used to:

[0120] If the parking time is greater than the upper limit of the first time range, determining whether there is a power demand of the vehicle load;

[0121] When there is a demand for electricity from the vehicle load, the fuel cell system operates and uses the gaseous residual hydrogen to supply electricity to the load.

[0122] Specifically, if the parking time of the vehicle is greater than the upper limit of the first time range, that is, the parking time of the vehicle exceeds one day, it indicates that the vehicle is parked for a long time. Since the vehicle has been charging the power battery during the short parking time, when the power battery SOC is 100%, in order to avoid overcharging of the power battery, it is determined whether the vehicle load has electricity demand, and the fuel cell system is operated and the gaseous residual hydrogen is used to power the load, but no energy is output to the power battery.

[0123] Furthermore, the control module 202 is also used for:

[0124] Obtaining the electrical power consumption of the vehicle load;

[0125] Determining a second output power of the fuel cell system according to a maximum allowable load power of the fuel cell system and the power consumption of the vehicle load;

[0126] The fuel cell system supplies power to the load according to the second output power.

[0127] Specifically, also according to Table 1, the maximum allowable loading power of the fuel cell system is obtained according to the residual hydrogen pressure, and the power consumption of the vehicle load is obtained at the same time, so as to determine the second output power of the fuel cell system, wherein the second output power must be greater than or equal to the power consumption of the vehicle load to avoid the second output power being unable to bear the power consumption of the load.

[0128] In some embodiments, the vehicle load includes: a vehicle air conditioner and / or a temperature regulating component, and the temperature regulating component is used to regulate the temperature of the power battery and / or the fuel cell system.

[0129] Specifically, the vehicle load includes timed heating of the power battery in winter, timed cold start of the fuel cell in winter, and remote cooling and heating of the cab. The vehicle air conditioner is used to remotely cool and heat the cab, and the temperature of the power battery and / or fuel cell system is adjusted by the temperature adjustment component. " / " means or, that is, the temperature of the fuel cell can be increased by the PTC heater, and / or the temperature of the power battery can be adjusted by the power battery heating film.

[0130] In some embodiments, the control module 202 is used to:

[0131] The fuel cell system enters an idle mode to consume the gaseous residual hydrogen through idle operation.

[0132] Specifically, when the SOC of the power battery is 100% and the load is also running to consume the remaining hydrogen, but the remaining hydrogen pressure still exceeds the upper limit of the first preset pressure range, that is, exceeds 1.5 MPa, then the fuel cell system enters the idle mode, that is, the output power of the fuel cell system is all used for fuel cell accessories such as air compressors, hydrogen circulation pumps, cooling fans, water pumps, etc., and no power is output to the power battery, thereby achieving the purpose of consuming hydrogen while preventing overcharging of the power battery.

[0133] In some embodiments, when the control module 202 is used to:

[0134] The fuel cell system controls cathode air flow to generate voltage loss to consume the gaseous residual hydrogen.

[0135] Specifically, through the fuel cell cathode starvation control strategy, that is, controlling the fuel cell cathode air flow to achieve the purpose of controlling the oxygen content, when the oxygen concentration at a certain power point of the fuel cell system is low, there will be a voltage loss phenomenon due to concentration polarization. Reasonable calibration can ensure that the voltage at the stack end is low, and the stack output power is low under the same current. Due to the voltage loss caused by the increased concentration polarization, the heat generation of the system increases, and the lower output power is consumed by fuel cell accessories such as air compressors, hydrogen circulation pumps, cooling fans, water pumps, etc., and no power is output to the vehicle's power battery, thereby consuming hydrogen while preventing overcharging of the power battery.

[0136] In summary, this application adopts different hydrogen consumption strategies according to the needs of the vehicle and the residual hydrogen pressure, so as to improve the utilization rate of the gaseous hydrogen generated when the vehicle is parked, and at the same time avoids the problem that when the residual hydrogen pressure exceeds a certain value, the excess hydrogen will be discharged to the outside through the safety valve, causing hydrogen waste and hydrogen safety issues.

[0137] In one embodiment, a vehicle is provided, comprising: Figure 4 The internal structure diagram of the electronic device in Figure 4 As shown. The electronic device includes a processor, a memory, a communication interface, a display screen and an input device connected through a system bus. Among them, the processor of the electronic device is used to provide computing and control capabilities. The memory of the electronic device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The communication interface of the computer device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be achieved through WIFI, an operator network, near field communication (NFC) or other technologies. When the computer program is executed by the processor, a vehicle control method is implemented. The display screen of the computer device can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covered on the display screen, or a button, a trackball or a touch pad set on the computer device housing, or an external keyboard, touch pad or mouse, etc.

[0138] Those skilled in the art will understand that Figure 4 The structure shown in the figure is only a block diagram of a part of the structure related to the present application scheme, and does not constitute a limitation on the computer device on the vehicle to which the present application scheme is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0139] The vehicle control system provided in the present application can be implemented in the form of a computer program. The computer program can be Figure 4 The memory of the electronic device may store various program modules constituting the control system of the vehicle, such as: Figure 2 The computer program composed of the program modules of the acquisition module 201 and the control module 202 enables the processor to execute the steps of a vehicle control method of each embodiment of the present application described in this specification.

[0140] Those skilled in the art should understand that the scope of disclosure involved in this application is not limited to the technical solutions formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the aforementioned disclosed concept. For example, the above features are replaced with (but not limited to) technical features with similar functions disclosed in this application.

[0141] 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 one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0142] The present invention has been described through the above-mentioned embodiments, but it should be understood that the above-mentioned embodiments are only for the purpose of example and illustration, and are not intended to limit the present invention to the described embodiments. It can be understood by those skilled in the art that more variations and modifications can be made according to the teachings of the present invention, and these variations and modifications all fall within the scope of the protection claimed by the present invention.

Claims

1. A vehicle control method, characterized in that: The vehicle includes a liquid hydrogen system and a fuel cell system, and the control method includes: Obtaining the residual hydrogen pressure of gaseous residual hydrogen in the liquid hydrogen system when the vehicle is parked; When the residual hydrogen pressure is within the first preset pressure range, if there is a vehicle power supply demand, the fuel cell system starts a conversion mode to use the gaseous residual hydrogen to power the vehicle, including: When the residual hydrogen pressure is within a first preset pressure range, determining the parking time of the vehicle; If the parking time is within the first time range, determining whether there is a need to charge the power battery; When there is a charging demand, the fuel cell system operates and uses the gaseous residual hydrogen to charge the power battery; If the parking time is greater than the upper limit of the first time range, determining whether there is a power demand of the vehicle load; When there is a demand for electricity from the vehicle load, the fuel cell system operates and uses the gaseous residual hydrogen to supply electricity to the load; When the residual hydrogen pressure is greater than an upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method.

2. The vehicle control method according to claim 1, characterized in that: The fuel cell system operates and uses the gaseous residual hydrogen to charge the power battery, comprising: Obtaining the maximum allowable loading power of the fuel cell system according to the residual hydrogen pressure; Determining a first output power of the fuel cell system according to a maximum allowable loading power of the fuel cell system and a maximum allowable charging power of the power battery; The fuel cell system charges the power battery according to the first output power.

3. The vehicle control method according to claim 1, characterized in that: The fuel cell system operates and uses the gaseous residual hydrogen to power the load, comprising: Obtaining the electrical power consumption of the vehicle load; Determining a second output power of the fuel cell system according to a maximum allowable load power of the fuel cell system and the power consumption of the vehicle load; The fuel cell system supplies power to the load according to the second output power.

4. The vehicle control method according to claim 3, characterized in that: The vehicle load includes: a vehicle air conditioner and / or a temperature regulating component, and the temperature regulating component is used to regulate the temperature of the power battery and / or the fuel cell system.

5. The vehicle control method according to claim 1, characterized in that: When the residual hydrogen pressure is greater than the upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method, including: The fuel cell system enters an idle mode to consume the gaseous residual hydrogen through idle operation.

6. The vehicle control method according to claim 1, characterized in that: When the residual hydrogen pressure is greater than the upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method, including: The fuel cell system controls cathode air flow to generate voltage loss to consume the gaseous residual hydrogen.

7. A vehicle control system, characterized in that: The vehicle includes a liquid hydrogen system and a fuel cell system, and the control system includes: An acquisition module, used for acquiring the residual hydrogen pressure of the gaseous residual hydrogen in the liquid hydrogen system when the vehicle is parked; A control module, for when the residual hydrogen pressure is within a first preset pressure range, if there is a demand for vehicle power supply, the fuel cell system starts a conversion mode to use the gaseous residual hydrogen to power the vehicle, including: when the residual hydrogen pressure is within the first preset pressure range, judging the parking time of the vehicle; if the parking time is within a first time range, judging whether there is a demand for charging the power battery; when there is a charging demand, the fuel cell system runs and uses the gaseous residual hydrogen to charge the power battery; if the parking time is greater than the upper limit of the first time range, judging whether there is a demand for electricity from the vehicle load; when there is a demand for electricity from the vehicle load, the fuel cell system runs and uses the gaseous residual hydrogen to power the load, and when the residual hydrogen pressure is greater than the upper limit of the first preset pressure range, the fuel cell system starts a consumption mode to consume the gaseous residual hydrogen according to a preset consumption method.

8. A vehicle, characterized in that: include: A vehicle control system according to claim 7.

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