Control Method, Device, and Controller for a Fuel Cell Vehicle and Its Air Supply System

Abstract

The present invention discloses a fuel cell vehicle, a control method, a device and a controller for an air supply system thereof. The control method includes: after the fuel cell system is started, obtaining a first estimated power required by the whole vehicle; using the first estimated power as a first target demand power; determining a first air demand intake air volume based on the first target demand power, and controlling the fuel cell air supply system to supply air according to the first air demand intake air volume. The above control method can improve the response speed or following effect of the power output of the fuel cell vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of fuel cells, and particularly to a fuel cell vehicle, a control method, a device, and a controller for an air supply system thereof. Background Art

[0002] With the popularization and promotion of new energy vehicles and hydrogen energy vehicles, more and more automobile enterprises are moving towards electrification and new energy. More and more hydrogen fuel cell systems are applied to new energy vehicles.

[0003] Currently, for the hydrogen fuel air intake control method, after the vehicle control unit (VCU) issues a power request command to the fuel cell control unit (FCCU), the FCCU controls the air intake of the air supply system after receiving the power request command from the VCU. Therefore, there are two control lags at the communication level, resulting in a lag in the power output of the vehicle and affecting the stability of the vehicle's power output. Summary of the Invention

[0004] The present invention provides a fuel cell vehicle, a control method, a device, and a controller for an air supply system thereof, so as to solve or partially solve the technical problem that there are two control lags at the communication level in the intake control of current hydrogen fuel cell vehicles, resulting in a lag in the power output of the vehicle.

[0005] To solve the above technical problem, according to an embodiment of the present invention, a control method for a fuel cell air supply system is provided, which is applied to a fuel cell controller of a fuel cell vehicle and includes:

[0006] After the fuel cell system is started, obtain a first estimated power required by the vehicle;

[0007] Use the first estimated power as a first target demand power;

[0008] Based on the first target demand power, determine a first air demand intake volume, and control the fuel cell air supply system to supply air according to the first air demand intake volume.

[0009] Optionally, after controlling the fuel cell air supply system to supply air according to the first air demand intake volume, the control method further includes:

[0010] Obtain a second estimated power required by the vehicle at the current moment, a vehicle demand power output by the vehicle controller, and an actual output power of the fuel cell stack;

[0011] According to the actual output power, the vehicle demand power, and the second estimated power, determine a second target demand power;

[0012] Determine the second air demand intake air volume based on the second target demand power, and control the fuel cell air supply system to supply air according to the second air demand intake air volume.

[0013] Optionally, the determining the second target demand power according to the actual output power, the vehicle demand power, and the second estimated power includes:

[0014] Determine a ratio according to the actual output power and the vehicle demand power;

[0015] If the ratio is within a set range, use the second estimated power as the second target demand power;

[0016] If the ratio is not within the set range, determine the second target demand power according to the ratio and the second estimated power.

[0017] Optionally, the determining the second air demand intake air volume based on the second target demand power includes:

[0018] Determine the theoretical intake air volume according to the second target demand power and a preset corresponding relationship, and use the theoretical intake air volume as the second air demand intake air volume; the preset corresponding relationship is a mapping relationship between the demand power and the theoretical intake air volume.

[0019] Further, the controlling the fuel cell air supply system to supply air according to the second air demand intake air volume includes:

[0020] Determine the first rotational speed of the air compressor in the fuel cell air supply system according to the second air demand intake air volume;

[0021] Control the air compressor to work based on the first rotational speed to obtain the current output power of the fuel cell stack;

[0022] Perform PI control based on the current output power and the second target demand power to obtain the second rotational speed of the air compressor;

[0023] Control the air compressor to work based on the second rotational speed and obtain the actual output power of the fuel cell stack.

[0024] Optionally, the obtaining the first estimated power required by the vehicle includes:

[0025] Obtain the total demand power of the vehicle-mounted high-voltage system; the vehicle-mounted high-voltage system includes at least one of a motor system, a vehicle-mounted air-conditioning system, a power supply system, and a power battery system;

[0026] Obtain the first estimated power required by the whole vehicle according to the total required power and the energy conversion efficiency of the fuel cell system.

[0027] Based on the same inventive concept, according to an embodiment of the present invention, a control system for a fuel cell air supply system is provided, which is applied to a fuel cell controller of a fuel cell vehicle. The control system includes:

[0028] A whole vehicle required power calculation module, configured to obtain the first estimated power required by the whole vehicle after the fuel cell system is started;

[0029] A whole vehicle required power self-learning module, configured to use the first estimated power as the first target required power;

[0030] An air intake control module, configured to determine the first air required intake volume based on the first target required power, and control the fuel cell air supply system to supply air according to the first air required intake volume.

[0031] Optionally, the whole vehicle required power self-learning module is further configured to:

[0032] Obtain the second estimated power required by the whole vehicle at the current moment, the required power output by the whole vehicle controller, and the actual output power of the fuel cell stack; determine the second target required power from the second estimated power and the required power of the whole vehicle according to the actual output power and the required power of the whole vehicle;

[0033] The air intake control module is configured to:

[0034] Determine the second air required intake volume based on the second target required power, and control the fuel cell air supply system to supply air according to the second air required intake volume.

[0035] Based on the same inventive concept, according to an embodiment of the present invention, a fuel cell controller is provided. The fuel cell controller includes a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the computer program, the steps of any one of the foregoing technical solutions are implemented.

[0036] Based on the same inventive concept, according to an embodiment of the present invention, a fuel cell vehicle is provided. The fuel cell vehicle includes the fuel cell controller in the foregoing technical solution.

[0037] Through one or more technical solutions of the present invention, the present invention has the following beneficial effects or advantages:

[0038] The present invention provides a control method for a fuel cell air supply system. The fuel cell controller FCCU determines the first target demand power of the current vehicle, and then determines the first air demand intake volume of the fuel cell air supply system at this time based on the first target demand power. After the fuel cell system is started, the above method directly estimates the current demand power of the vehicle by the FCCU and realizes the rapid control of the intake volume of the air supply system in this way. Compared with the traditional two-layer communication intake control scheme of VCU→FCCU→air supply system, since the communication time for waiting for the vehicle controller VCU to send the vehicle demand power is omitted, the response speed or following effect of the power output of the fuel cell vehicle can be improved.

[0039] The above description is only an overview of the technical solution of the present invention. In order to be able to understand the technical means of the present invention more clearly, it can be implemented according to the content of the description. And in order to make the above and other purposes, features and advantages of the present invention more obvious and understandable, the specific embodiments of the present invention are specifically described below. Brief Description of the Drawings

[0040] By reading the detailed description of the preferred embodiments below, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of showing the preferred embodiments and are not considered to be a limitation of the present invention. And throughout the drawings, the same reference numerals are used to represent the same components.

[0041] In the drawings:

[0042] Figure 1 The schematic diagram of the air supply system of the hydrogen fuel cell system according to an embodiment of the present invention is shown;

[0043] Figure 2 The schematic diagram of the control method flow of the fuel cell air supply system according to an embodiment of the present invention is shown;

[0044] Figure 3 The schematic diagram of the control logic of the vehicle demand power self-learning according to an embodiment of the present invention is shown;

[0045] Figure 4 The schematic diagram of the control system of the fuel cell air supply system according to an embodiment of the present invention is shown;

[0046] Figure 5 The schematic diagram of the fuel cell controller according to an embodiment of the present invention is shown. Detailed Embodiments

[0047] To enable those skilled in the art to which this application pertains to more clearly understand this application, the following describes the technical solution of this application in detail through specific embodiments with reference to the accompanying drawings. Throughout this specification, unless otherwise specifically stated, the terms used herein should be understood as having the meanings commonly used in the art. Therefore, unless otherwise defined, all technical and scientific terms used herein have the same meaning as the general understanding of those skilled in the art to which this invention pertains. In case of any contradiction, this specification shall prevail. Unless otherwise specifically stated, various devices used in this invention can be obtained through market purchase or prepared by existing methods.

[0048] To solve the two-layer lag in the communication level of the intake control of current hydrogen fuel cells, the present invention provides a control method for a fuel cell air supply system, which is applied to the fuel cell controller of a fuel cell vehicle. The overall idea is as follows:

[0049] After the fuel cell system is started, obtain the first estimated power required by the whole vehicle; use the first estimated power as the first target demand power; determine the first air demand intake volume based on the first target demand power, and control the fuel cell air supply system to supply air according to the first air demand intake volume.

[0050] After the above method is completed after the fuel cell system is started, the fuel cell controller FCCU determines the first target demand power of the current whole vehicle, and then determines the first air demand intake volume of the fuel cell air supply system at this time based on the first target demand power. After the fuel cell system is started, the above method directly estimates the current demand power of the vehicle by the FCCU and realizes the rapid control of the intake volume of the air supply system; compared with the traditional two-layer communication intake control scheme of VCU→FCCU→air supply system, since the communication time of waiting for the whole vehicle controller VCU to issue the whole vehicle demand power is omitted, the response speed or following effect of the vehicle power output can be improved.

[0051] In the following content, the above solution will be further described in combination with specific embodiments:

[0052] Explanation of some abbreviated English terms:

[0053] VCU: Vehicle Control Unit;

[0054] FCS: Fuel Cell System;

[0055] FCCU: Fuel Cell Controller;

[0056] BMS: Battery Management System.

[0057] In an optional embodiment, the solution provided by the present invention is applied to the fuel cell controller FCCU of a certain hydrogen fuel cell vehicle model. Among them, the schematic diagram of the air supply system of the fuel cell system FCS is as shown in Figure 1 shown, and the working principle of its air control is outlined as follows:

[0058] When the fuel cell system needs to supply oxygen, the oxygen supply air compressor controller 4 controls the oxygen supply air compressor 3 to start working; the air at the air inlet removes impurities, dust and moisture in the air through the air purification device 1, and the air intake volume of the air is cumulatively collected through the air flow meter 2, and the relevant data information is transmitted to the oxygen supply air compressor controller 4 through a hard wire; the air entering the air flow meter 2 flows into the compressed air cooling device 5 through the oxygen supply air compressor 3, and a pressure sensor 6 is installed on the compressed air cooling device 5, and the pressure sensor 6 can detect the air pressure on the compressed air cooling device 5, and the pressure sensor 6 transmits the relevant data information to the oxygen supply air compressor controller 4 through a hard wire. The air flowing through the compressed air cooling device 5 finally flows into the air humidification system 8 through the air intake check valve 7; the function of the air intake check valve 7 is to limit the air flow direction from a to b and prevent air from flowing back. The air flowing into the air humidification system 8 is humidified here and then flows into the oxygen intake end of the fuel cell 9, and then enters the fuel cell stack for reaction.

[0059] The control method executed by the FCCU is as shown in Figure 2 shown, including steps S1 to S3:

[0060] S1: After the fuel cell system is started, obtain the first estimated power required by the vehicle;

[0061] Specifically, after the hydrogen fuel cell system is started, since the VCU has not calculated and issued the vehicle demand power at this time, the FCCU calculates the vehicle demand power at this time, that is, the first estimated power.

[0062] The first estimated power can be obtained according to the total demand power of all in-vehicle high-voltage systems or high-voltage devices on the vehicle. Specifically, the in-vehicle high-voltage systems include the motor system, the in-vehicle air-conditioning system, the power supply system, the power battery system, and other working high-voltage systems or high-voltage devices.

[0063] Let the total demand power be Ps, then:

[0064] Ps = M1 + K1 + D1 + C1 + Q1 (1)

[0065] Where:

[0066] M1 is the motor demand power, which can be obtained according to the throttle opening, braking opening, motor speed, and motor external characteristics;

[0067] K1 is the required power of the vehicle air conditioning system, which can be obtained by collecting the operating voltage and operating current of the vehicle air conditioning system at this time;

[0068] D1 is the required power of the power supply system, specifically the DCL power supply system, which can be obtained by collecting the operating voltage and operating current of the power supply;

[0069] C1 is the required power of the battery system, which can be determined according to the state of charge SOC of the power battery system (including lithium batteries, supercapacitors, etc.), and the SOC can be obtained from the battery management system BMS;

[0070] Q1 is the required power of other high-voltage systems or devices, which can be obtained by collecting the corresponding operating voltage and operating current.

[0071] In short, by collecting the power information of all high-voltage loads of the vehicle, the first estimated power is determined.

[0072] Next, according to the total required power Ps and the energy conversion efficiency k of the fuel cell system, the first estimated power required by the vehicle is obtained. An optional calculation method is as follows:

[0073] Pfcs = Ps / k (2)

[0074] In the above formula, Pfcs is the first estimated power.

[0075] S2: Take the first estimated power as the first target required power;

[0076] Since the vehicle control unit VCU has not issued the vehicle required power at this time, the first estimated power Pfcs obtained by the FCCU is directly used as the vehicle required power at this time. Therefore, the first target required power is the required power of the vehicle before the vehicle control unit VCU issues the vehicle required power after the fuel cell system starts up.

[0077] S3: Determine the first air demand intake based on the first target required power, and control the fuel cell air supply system to supply air according to the first air demand intake.

[0078] In order to speed up the determination speed, a preset corresponding relationship, that is, the mapping relationship between the required power P, the stack energy conversion efficiency u, and the theoretical air intake Q, can be determined and stored in advance. After obtaining the first target required power, querying the preset corresponding relationship can directly obtain the corresponding first air demand intake, and then control the fuel cell air supply system based on this so that the actual intake is the first air demand intake.

[0079] The above solution speeds up the response speed of the vehicle's power output in two aspects: First, after the fuel cell system starts up and before the VCU issues a power request, the FCCU determines the vehicle's required power at this time, thus reducing the communication control lag between the VCU and the FCCU; Second, after obtaining the first target required power, the first air required intake volume at this moment is directly determined by looking up a table, simplifying the calculation workload of the intake volume.

[0080] Although the method of quickly determining the vehicle's required power by the FCCU can improve the response speed of the vehicle's power output, it may also cause the problem that the accuracy of the estimated vehicle power determined by the FCCU is not as good as the vehicle's required power determined and issued by the VCU, resulting in a decrease in the power output accuracy.

[0081] To solve this problem, in some other alternative embodiments, after controlling the fuel cell air supply system to supply air according to the first air required intake volume, the control method further includes:

[0082] Obtain the second estimated power required by the vehicle at the current moment, the vehicle's required power output by the vehicle controller, and the actual output power of the fuel cell stack; Determine the second target required power according to the actual output power, the vehicle's required power, and the second estimated power; Determine the second air required intake volume based on the second target required power, and control the fuel cell air supply system to supply air according to the second air required intake volume.

[0083] Specifically, at the initial moment after the fuel cell starts up, since the VCU has not issued the vehicle's required power, the first estimated power is directly used as the first target required power. In the subsequent process, the VCU starts to continuously determine the vehicle's required power and issue it to the FCCU. At this time, the FCCU enters the control logic of self-learning the vehicle's required power. In the stage of self-learning the vehicle's required power, the actual output power Pact of the fuel cell stack at the current moment responds to the first target required power or the second target required power determined by the FCCU at the previous moment.

[0084] The determination method of the second estimated power is the same as that of the first estimated power, which is the total required power of all in-vehicle high-voltage systems or high-voltage devices of the vehicle at the current moment, and is obtained by combining the energy conversion efficiency k of the fuel cell system.

[0085] The control logic idea for the vehicle demand power self - learning is as follows: Compare and judge the actual output power Pact of the fuel cell stack at the current moment with the vehicle demand power P1 output by the VCU at the current moment; If the difference between the actual output power Pact of the fuel cell stack and the vehicle demand power P1 output by the VCU is not significant, it indicates that the second estimated power P2 determined by the FCCU at this moment is consistent with the vehicle demand power P1 determined by the VCU, and the second estimated power P2 can continue to be directly used as the second target demand power; If the difference between the actual output power Pact of the fuel cell stack and the vehicle demand power P1 output by the VCU is large, it indicates that the second estimated power P2 determined by the FCCU at this moment is inconsistent with the vehicle demand power P1 determined by the VCU. At this time, P2 needs to be adjusted based on the difference between Pact and P1, and the adjusted P2 is used as the second target demand power.

[0086] An optional determination scheme for the second target demand power is as follows:

[0087] Based on the actual output power Pact and the vehicle demand power P1, determine the ratio, that is:

[0088] e = Pact / P1 (3)

[0089] If the ratio e is within the set range, then use the second estimated power P2 as the second target demand power; If the ratio e is not within the set range, then determine the second target demand power based on the ratio e and the second estimated power P2.

[0090] For example, the second target demand power P can be determined according to the following formula 目标 :

[0091] P 目标 = e × P2 (4)

[0092] Among them, the set range can be 0.98 - 1.02, that is: If the value of the actual output power Pact is between 0.99×P1 and 1.02×P1, directly use the second estimated power P2 as the second target demand power; If the actual output power Pact < 0.99×P1 or > 1.02×P1, then determine the second target demand power according to e×P2.

[0093] Another optional scheme is as follows:

[0094] Based on the actual output power Pact and the vehicle demand power P1, determine the difference; If the difference is within the set range, then use the second estimated power P2 as the second target demand power; If the difference is not within the set range, then determine the second target demand power based on the difference and the second estimated power.

[0095] After determining the second target required power, in the same way as the method for determining the first air required intake air volume, according to the second target required power and the preset corresponding relationship, determine the theoretical intake air volume and use the theoretical intake air volume as the second air required intake air volume; the preset corresponding relationship is the mapping relationship between the required power P and the theoretical intake air volume Q of air, or the mapping relationship among the required power P, the power conversion efficiency u of the fuel cell stack, and the theoretical intake air volume Q of air.

[0096] In summary, the above solution takes into account that when the VCU determines and issues the vehicle required power, its time lags behind the vehicle power requirement calculated by the FCCU. Therefore, when the fuel cell system is just started, the first vehicle power requirement directly uses the first target required power determined by the fuel cell controller FCCU in the fuel cell system FCS to control the intake air volume of the air supply system; in the subsequent process, it is necessary to verify whether the vehicle required power P1 obtained from the VCU is consistent with the second estimated power P2 obtained from the FCCU. The specific implementation method is to compare whether P1 is consistent with the actual output power Pact of the fuel cell system. If the two are consistent, continue to use P2 to control the intake air volume of the air supply system. If they are inconsistent, adjust based on the deviation between P1 and Pact on the basis of P2, and use the adjusted P2 as the second target required power and then control the intake air volume of the FCS air supply system. Its control flow chart is as Figure 3 shown.

[0097] Through the above solution, it can not only solve the lag problem existing in the VCU issuing the vehicle required power, accelerate the power output response of the vehicle, but also avoid the problem of poor vehicle power response accuracy caused by the excessive deviation between the estimated required power determined by the FCCU and the vehicle required power determined by the VCU.

[0098] Furthermore, when controlling the fuel cell air supply system according to the air required intake air volume, the traditional solution uses proportional integral derivative (PID) regulation, which results in large fluctuations in the air supply control parameter values; large control fluctuations are likely to cause failures in the air supply system and also lead to poor stability of the power output of the fuel cell system.

[0099] To solve this problem, in some alternative embodiments, the intake air control solution of the fuel cell air supply system is adjusted as follows:

[0100] Determine the first rotational speed of the air compressor in the fuel cell air supply system according to the second air demand intake air volume; control the operation of the air compressor based on the first rotational speed to obtain the current output power of the fuel cell stack; perform PI control based on the current output power and the second target demand power to obtain the second rotational speed of the air compressor; control the operation of the air compressor based on the second rotational speed, and obtain the actual output power of the fuel cell stack.

[0101] Specifically, after obtaining the second air demand intake air volume F Air , the first rotational speed of the air compressor can be determined according to the following formula:

[0102] N1 = F Air / i (5)

[0103] In the above formula, N is the first rotational speed, and i is the known intake air volume constant of the air compressor.

[0104] After obtaining the first rotational speed, control the air compressor to operate at the first rotational speed. After the actual rotational speed of the air compressor stabilizes at the first rotational speed, collect the output voltage and output current of the fuel cell stack, and the current output power Pa of the fuel cell stack can be determined according to the output voltage and output current.

[0105] Since the current output power Pa may not necessarily match the second target demand power P 目标 , therefore, perform proportional-integral (PI) control based on P 目标 , Pa to make Pa match P 目标 and correct the actual intake air volume of the air supply system. The specific process is to calculate the difference between the current output power Pa and the second target demand power P 目标 . This difference, combined with the PI adjustment coefficient, obtains the air intake volume correction amount Ls. At this time, the second rotational speed of the air compressor is determined according to the following formula:

[0106] N2 = (F Air +Ls) / i (6)

[0107] After determining the second rotational speed N2, control the operation of the air compressor according to N2, and then continuously adjust the rotational speed of the air compressor through the above PI control until the current output power of the fuel cell stack matches the second target demand power. Among them, the PI adjustment coefficient is obtained through calibration and debugging.

[0108] After adjusting the second rotational speed through PI control, that is, the actual intake air volume of the air supply system, the actual output voltage and actual output current of the fuel cell stack are collected at this time, and the actual output power Pact of the fuel cell stack at this moment is obtained after controlling the actual intake air volume of the air supply system according to the second target demand power. It should be noted that considering the output lag of the actual output power Pact, the actually determined actual output power Pact at the current moment is actually used for the judgment of the vehicle demand power self-learning at the next moment to determine the second target demand power at the next moment.

[0109] It should be noted that if the second target demand power becomes 0 at a certain moment, the air compressor is controlled to stop working.

[0110] Generally speaking, the control method of the fuel cell air supply system provided by the above embodiments has the following characteristics:

[0111] 1) By determining the demand power through the fuel cell controller to control the air supply of the air supply system, the air intake volume control function can be quickly realized, and the air volume supply control of the hydrogen fuel system can be accurately completed, with the characteristics of fast control and good robustness;

[0112] 2) After the vehicle controller VCU starts to determine and issue the vehicle demand power, self-learning verification is carried out based on the vehicle demand power calculated by the VCU, the actual output power of the fuel cell system, and the second target demand power calculated by the FCCU; if it is verified that the estimated power output by the FCCU does not match or is inconsistent with the vehicle demand power determined by the VCU, the developer can be actively alarmed to remind that there is a design defect in the system architecture in terms of estimating the demand power. At this time, the vehicle demand power issued by the VCU is automatically switched to for control, so as to ensure the stable and reliable operation of the fuel cell system.

[0113] 3) The above method has the characteristics of good reliability, wide applicability, good compatibility, strong control logic, and high control accuracy, and is suitable for the field of new energy vehicles. After simple deformation, it can also be applied to other fuel cell system application fields.

[0114] Based on the same inventive concept as the foregoing embodiments, in another alternative embodiment, as Figure 4 shown, a control system of a fuel cell air supply system is provided, including:

[0115] A vehicle demand power calculation module 10, configured to obtain a first estimated power required by the vehicle after the fuel cell system is started;

[0116] A vehicle demand power self-learning module 20, configured to use the first estimated power as a first target demand power;

[0117] The air intake control module 30 is configured to determine a first air demand intake volume based on the first target demand power, and control the fuel cell air supply system to supply air according to the first air demand intake volume.

[0118] Optionally, the vehicle demand power self-learning module 20 is further configured to:

[0119] Obtain a second estimated power demanded by the vehicle at the current moment, the vehicle demand power output by the vehicle controller, and the actual output power of the fuel cell stack; determine a second target demand power from the second estimated power and the vehicle demand power according to the actual output power and the vehicle demand power;

[0120] The air intake control module 30 is configured to:

[0121] Determine a second air demand intake volume based on the second target demand power, and control the fuel cell air supply system to supply air according to the second air demand intake volume.

[0122] Optionally, the vehicle demand power self-learning module 20 is configured to:

[0123] Determine a ratio according to the actual output power and the vehicle demand power; if the ratio is within a set range, use the second estimated power as the second target demand power; if the ratio is not within the set range, determine the second target demand power according to the ratio and the second estimated power.

[0124] The air intake control module 30 is configured to: determine a theoretical intake volume according to the second target demand power and a preset corresponding relationship, and use the theoretical intake volume as the second air demand intake volume; the preset corresponding relationship is a mapping relationship between the demand power and the theoretical intake volume.

[0125] Further, the air intake control module 30 is configured to:

[0126] Determine a first rotational speed of an air compressor in the fuel cell air supply system according to the second air demand intake volume; control the air compressor to operate based on the first rotational speed, and obtain the current output power of the fuel cell stack; perform PI control based on the current output power and the second target demand power to obtain a second rotational speed of the air compressor; control the air compressor to operate based on the second rotational speed, and obtain the actual output power of the fuel cell stack.

[0127] Optionally, the vehicle demand power calculation module 10 is configured to:

[0128] Obtain the total required power of the vehicle-mounted high-voltage system; the vehicle-mounted high-voltage system includes at least one of a motor system, a vehicle air-conditioning system, a power supply system, and a power battery system;

[0129] According to the total required power and the energy conversion efficiency of the fuel cell system, obtain the first estimated power required by the entire vehicle.

[0130] Generally speaking:

[0131] The vehicle total power demand calculation module 10 is used for: synchronously collecting all load power information of the vehicle to calculate the power output of the fuel cell system, and determining and outputting the first estimated power and the second estimated power P2 of the vehicle total power demand. Among them, the algorithm for power estimation by the vehicle total power demand calculation module 10 based on all load powers can be the same as the algorithm for the vehicle to determine the total power demand by the VCU, or can be slightly adjusted.

[0132] The vehicle total power demand self-learning module 20 is used for: when the fuel cell system is just started, the first vehicle total power demand directly uses the first estimated power calculated by the vehicle total power demand calculation module 10 as the first target demand power for air intake control; after the VCU starts to calculate and output the vehicle total power demand P1, verify whether the vehicle total power demand P1 output by the VCU is consistent with the second estimated power P2 output by the vehicle total power demand calculation module 10. The specific implementation method is to compare P1 and the actual output power Pact of the fuel cell stack obtained by controlling the air intake according to P2, and calculate the deviation ratio e = Pact / P1 between P1 and Pact; if they are consistent, directly use P2 as the second target demand power and output it to the air intake control module 30 for intake control of the air supply system; if they are inconsistent, adjust the deviation amount on the basis of P2 to obtain the second target demand power, and then perform intake control, because the vehicle total power demand output by the VCU lags behind the vehicle total power demand output by the FCCU.

[0133] The air intake control module 30 is used for: based on the first target demand power or the second target demand power P output by the vehicle total power demand self-learning module 20 目标 , obtain the theoretical required intake air volume according to the mapping relationship between the demand power and the intake air volume, so as to control the rotational speed of the air compressor; after collecting the current output power Pa of the fuel cell system, perform PI control according to the difference between the current output power Pa and the second target demand power P 目标 to make the actual control of the air intake consistent with the demand control, and at the same time obtain the actual output power Pact of the fuel cell system.

[0134] Based on the same inventive concept as the foregoing embodiments, in another alternative embodiment, such as Figure 5As shown, a fuel cell controller 500 is provided, which includes a processor 520 and a memory 510. The memory 510 is coupled to the processor 520, and the memory 510 stores a computer program 511. When the computer program 511 is executed by the processor 520, the programmable logic controller 500 is caused to execute the steps of the control method described in the foregoing embodiments.

[0135] Based on the same inventive concept as the foregoing embodiments, in another alternative embodiment, a fuel cell vehicle is provided, and the fuel cell vehicle includes the fuel cell controller in the foregoing embodiments.

[0136] Through one or more embodiments of the present invention, the present invention has the following beneficial effects or advantages:

[0137] The present invention provides a control method, device, and controller for a fuel cell vehicle and its air supply system. In the control method, the fuel cell controller FCCU determines the first target demand power of the current vehicle, and then determines the first air demand intake volume of the fuel cell air supply system at this time based on the first target demand power. After the fuel cell system is started, the above method directly estimates the current demand power of the vehicle by the FCCU and thereby realizes the rapid control of the intake volume of the air supply system. Compared with the traditional two-layer communication intake control scheme of VCU→FCCU→air supply system, since the communication time for waiting for the vehicle controller VCU to send the vehicle demand power is omitted, the response speed or following effect of the power output of the fuel cell vehicle can be improved.

[0138] Although the preferred embodiments of the present application have been described, those of ordinary skill in the art can make additional changes and modifications once they learn the basic creative concepts. Therefore, the appended claims are intended to be construed to include the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0139] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application also intends to include these modifications and variations.

Claims

1. A control method for a fuel cell air supply system, characterized in that, A fuel cell controller applied to a fuel cell vehicle, the control method comprising: After the fuel cell system is started, obtaining a first estimated power required by the vehicle; Taking the first estimated power as a first target demand power; Based on the first target demand power, determining a first air demand intake air volume, and controlling the fuel cell air supply system to supply air according to the first air demand intake air volume; After controlling the fuel cell air supply system to supply air according to the first air demand intake air volume, the control method further comprises: Obtaining a second estimated power required by the vehicle at the current moment, the vehicle demand power output by the vehicle controller, and the actual output power of the fuel cell stack; Determining a second target demand power according to the actual output power, the vehicle demand power, and the second estimated power; Based on the second target demand power, determining a second air demand intake air volume, and controlling the fuel cell air supply system to supply air according to the second air demand intake air volume; The determining the second target demand power according to the actual output power, the vehicle demand power, and the second estimated power includes: Determining a ratio according to the actual output power and the vehicle demand power; If the ratio is within a set range, taking the second estimated power as the second target demand power; If the ratio is not within the set range, determining the second target demand power according to the ratio and the second estimated power.

2. The control method according to claim 1, wherein The determining the second air demand intake air volume based on the second target demand power includes: According to the second target demand power and a preset corresponding relationship, determining a theoretical intake air volume and taking the theoretical intake air volume as the second air demand intake air volume; the preset corresponding relationship is a mapping relationship between the demand power and the theoretical intake air volume.

3. The control method according to claim 2, characterized in that, The controlling the fuel cell air supply system to supply air according to the second air demand intake air volume includes: According to the second air demand intake air volume, determining a first rotational speed of an air compressor in the fuel cell air supply system; Based on the first rotational speed, controlling the air compressor to work, and obtaining the current output power of the fuel cell stack; Performing PI control based on the current output power and the second target demand power to obtain a second rotational speed of the air compressor; Based on the second rotational speed, controlling the air compressor to work, and obtaining the actual output power of the fuel cell stack.

4. The control method according to claim 1, characterized in that The obtaining the first estimated power required by the vehicle includes: Obtaining the total demand power of the on-vehicle high-voltage system; the on-vehicle high-voltage system includes at least one of a motor system, an on-vehicle air-conditioning system, a power supply system, and a power battery system; According to the total demand power and the energy conversion efficiency of the fuel cell system, obtaining the first estimated power required by the vehicle.

5. A control system for a fuel cell air supply system, characterized in that, A fuel cell controller applied to a fuel cell vehicle, the control system comprising: A vehicle demand power calculation module, configured to obtain a first estimated power required by the vehicle after the fuel cell system is started; A vehicle demand power self-learning module, configured to take the first estimated power as a first target demand power; The vehicle demand power self-learning module is further configured to: Obtain the second estimated power demanded by the vehicle at the current moment, the vehicle demand power output by the vehicle controller, and the actual output power of the fuel cell stack; determine a second target demand power from the second estimated power and the vehicle demand power according to the actual output power and the vehicle demand power; Determine a ratio according to the actual output power and the vehicle demand power; if the ratio is within a set range, use the second estimated power as the second target demand power; if the ratio is not within the set range, determine the second target demand power according to the ratio and the second estimated power; An air intake amount control module, configured to determine a first air demand intake amount based on the first target demand power, and control the fuel cell air supply system to supply air according to the first air demand intake amount; The air intake amount control module is configured to: Determine a second air demand intake amount based on the second target demand power, and control the fuel cell air supply system to supply air according to the second air demand intake amount.

6. A fuel cell controller, the fuel cell controller comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the processor executes the computer program, the steps of the control method according to any one of claims 1 to 4 are implemented.

7. A fuel cell vehicle, characterized in that, The fuel cell vehicle includes the fuel cell controller according to claim 6.

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