A method and device for controlling air pressure and flow in a fuel cell system

Abstract

The present invention discloses a method and device for controlling the air pressure and flow of a fuel cell system. The method and device can autonomously adjust the air compressor speed and throttle opening according to the existing air pressure, flow, air compressor speed, throttle opening of the fuel cell system and the desired air pressure and flow, so that the fuel cell system can continuously and stably operate at the required air pressure and flow, and will not be affected by internal factors such as equipment aging and pipeline blockage; the method and device can autonomously adjust the air compressor speed and throttle opening according to the existing air pressure, flow, air compressor speed, throttle opening of the fuel cell system and the desired air pressure and flow, so that the fuel cell system can continuously and stably operate at the required air pressure and flow, and will not be affected by external factors such as ambient temperature and atmospheric pressure; the air compressor speed and throttle opening can be autonomously adjusted to appropriate parameters according to the desired air pressure and flow, thereby achieving the desired air pressure and flow, without the need for prior calibration.

Description

Technical Field

[0001] The present invention relates to the technical field of fuel cell systems, and in particular to a method and device for controlling air pressure and flow in a fuel cell system. Background Art

[0002] The continuous operation of the fuel cell system requires the continuous supply of reaction gas to the anode and cathode of the fuel cell. The gas supply is achieved through the anode circuit and cathode circuit of the fuel cell. The cathode circuit of the fuel cell is the structure that provides air to the fuel cell. Figure 1 This is a schematic diagram of a typical cathode circuit configuration, including air filtration, an air flow meter, an air compressor, a throttle valve, and a cathode pressure sensor. After being filtered by the air filter, the inlet air is compressed by the air compressor to high-pressure air. The air flow meter measures the air flow, and the cathode pressure sensor measures the air pressure entering the stack, which is fed back to the fuel cell control unit. The fuel cell control unit maintains a stable cathode pressure by controlling the air compressor speed and throttle valve opening. The throttle valve controls backpressure at the cathode outlet, regulating the cathode pressure within the stack. Generally, higher compressor speed increases air flow and higher cathode pressure; wider throttle valve opening increases air flow and lowers cathode pressure.

[0003] The cathode circuit of a fuel cell system must maintain the appropriate air flow and pressure for continuous and stable operation. This control is achieved by adjusting the air compressor and throttle valve. The control unit adjusts the compressor speed and throttle valve opening according to set values to ensure that the cathode air pressure and flow meet the fuel cell's operating requirements. Both the compressor speed and throttle valve opening affect the air pressure and flow. In actual applications, pressure and flow are coupled. To achieve the required cathode pressure and flow, technicians often have to adjust the compressor speed and throttle valve opening multiple times to match the required pressure and flow.

[0004] Existing technical solutions use calibration to pre-set the air compressor speed and throttle opening for different pressure and flow requirements in the controller. These parameters are then controlled to ensure that the air flow and pressure in the fuel cell system's cathode circuit meet the system's operating requirements. If the pressure and flow under the preset parameters do not meet the fuel cell system's requirements, technicians must recalibrate the controller, which consumes a significant amount of manpower and resources.

[0005] However, in a general fuel cell system, the following problems may be encountered.

[0006] 1. Due to internal factors such as equipment aging and pipeline blockage, the air flow and pressure are too high or too low under the original air compressor and throttle parameters, which cannot meet the system requirements.

[0007] 2. Due to the influence of external factors such as ambient temperature and atmospheric pressure, the air flow and pressure are too high or too low under the original air compressor and throttle parameters, so that they cannot meet the system requirements.

[0008] 3. For the air pressure and flow required for the fuel cell system to operate under certain working conditions, if there are no pre-calibrated air compressor and throttle parameters, it is impossible to reasonably control the air compressor and throttle to meet the air pressure and flow requirements under the working conditions.

[0009] 4. The existing flow and pressure decoupling formulas involve complex calculations or the acquisition of a large amount of characteristic data, which makes it difficult to achieve practical engineering applications, and the adjustment of the air compressor speed and throttle opening is slow. Summary of the Invention

[0010] The object of the present invention is to provide a method and device for controlling the air pressure and flow of a fuel cell system, so as to overcome the deficiencies in the prior art.

[0011] To achieve the above object, the present invention provides the following technical solutions:

[0012] This application discloses a method for controlling air pressure and flow in a fuel cell system, which specifically includes the following operations:

[0013] S1. Obtain the current air compressor speed, current throttle opening, current air pressure, current air flow, target air pressure, and target air flow;

[0014] S2. Calculate the difference between the current air pressure and the target air pressure; Calculate the difference between the current air flow and the target air flow;

[0015] S3. Based on the effects of the air compressor speed and throttle opening on the air pressure and air flow, decouple the variation factor of the air pressure with the air compressor speed, the variation factor of the air pressure with the throttle opening, the variation factor of the air flow with the air compressor speed, and the variation factor of the air flow with the throttle opening;

[0016] S4. Calculate the change in air compressor speed and the change in throttle opening based on the difference between the current air pressure and the target air pressure, the difference between the current air flow and the target air flow, and the change factor of air pressure with air compressor speed, the change factor of air pressure with throttle opening, the change factor of air flow with air compressor speed, and the change factor of air flow with throttle opening in step S3;

[0017] S5. Set the air flow deviation and air pressure deviation, and calculate the acceptable range of air flow and air pressure based on the target air pressure and target air flow.

[0018] S6. Determine whether the current air pressure is within an acceptable air pressure range and whether the current air flow is within an acceptable air flow range;

[0019] If the current air pressure is within the acceptable range and the current air flow is within the acceptable range, there is no need to adjust the air compressor speed or throttle opening;

[0020] If the current air pressure is greater than the acceptable range of air pressure and the current air flow is greater than the acceptable range of air flow, the air compressor speed is adjusted to the sum of the current air compressor speed and the air compressor speed change;

[0021] If the current air pressure is greater than the acceptable range of air pressure and the current air flow is less than the acceptable range of air flow, the throttle opening is adjusted to the sum of the current throttle opening and the throttle opening change;

[0022] If the current air pressure is lower than the acceptable range of air pressure, and the current air flow is lower than the acceptable range of air flow, the air compressor speed is adjusted to the sum of the current air compressor speed and the air compressor speed change;

[0023] If the current air pressure is lower than the acceptable air pressure range and the current air flow is higher than the acceptable air flow range, the throttle opening is adjusted to the sum of the current throttle opening and the throttle opening change.

[0024] Preferably, the specific operations of step S3 are as follows:

[0025] S31, select any set of air compressor speed rpm0 and throttle opening percent0, and obtain the corresponding air pressure P0 and air flow F0;

[0026] S32, select a set of air compressor speed rpm1 and throttle opening percent1, and obtain the corresponding air pressure P1 and air flow F1; rpm1 = rpm0 + Δrpm; percent1 = percent0 + Δpercent;

[0027] S33. Calculate, based on rpm0, percent0, P0, F0, rpm1, percent1, P1, F1, Δrpm, and Δpercent, the variation factor of air pressure with compressor speed, the variation factor of air pressure with throttle opening, the variation factor of air flow with compressor speed, and the variation factor of air flow with throttle opening.

[0028] Preferably, the specific operations of step S6 are as follows:

[0029] S61. Draw a plane rectangular coordinate system with the target air flow rate and the target air pressure as the origin, the difference between the target air flow rate and the target air pressure as the horizontal coordinate, and the difference between the target air flow rate and the target air pressure as the vertical coordinate;

[0030] S62: Find a corresponding coordinate value A in a plane rectangular coordinate system based on the current air flow rate and the current air pressure values, draw a comfort zone in the plane rectangular coordinate system based on the air flow rate deviation and the air pressure deviation, and determine whether the coordinate value A is within the comfort zone;

[0031] S63. If the coordinate value A is within the comfort zone, there is no need to adjust the air compressor speed or the throttle opening; if the coordinate value A is not within the comfort zone, make a judgment based on the quadrant where the coordinate value A is located: if the coordinate value A is in the first quadrant, adjust the air compressor speed to the sum of the current air compressor speed and the change in the air compressor speed; if the coordinate value A is in the second quadrant, adjust the throttle opening to the sum of the current throttle opening and the change in the throttle opening; if the coordinate value A is in the third quadrant, adjust the air compressor speed to the sum of the current air compressor speed and the change in the air compressor speed; if it is in the fourth quadrant, adjust the throttle opening to the sum of the current throttle opening and the change in the throttle opening.

[0032] Preferably, if the air compressor speed or throttle opening has been adjusted at least once, the step S63 further includes the following supplementary operations:

[0033] S631. Draw the coordinate point Q of the previous adjustment in the plane direct coordinate system, draw a tangent line between Q and the comfort zone, and obtain the tangent line f(x) and the tangent line g(x). The tangent line f(x) is located above the tangent line g(x). The coordinate system region above the tangent line f(x) is defined as region I, the coordinate system region between the tangent line f(x) and the tangent line g(x) is defined as region II, and the coordinate system region below the tangent line g(x) is defined as region III.

[0034] S632: If coordinate point A is in the comfort zone, there is no need to adjust the air compressor speed or throttle opening; if coordinate point A is not in the comfort zone, determine whether additional operation is required based on the position relationship of coordinate point A.

[0035] Preferably, the supplementary operation is as follows:

[0036] If coordinate point A is located in zone II, the previous adjustment operation is used; if coordinate point A is not located in zone II, the following judgment is made:

[0037] When Q is in the first or third quadrant, determine whether the product of the current throttle opening adjustment amount and the previous throttle opening change is less than 0. If the product is less than 0, no adjustment is required. If the product is greater than 0, determine whether Q and A are in the same quadrant. If not, no adjustment is required. If the same, adjust the throttle opening to the sum of the current throttle opening and the throttle opening change.

[0038] When Q is in the second or fourth quadrant, determine whether the product of the current air compressor speed change and the previous air compressor speed change is less than 0. If the product is less than 0, no adjustment is required; if the product is greater than 0, determine whether Q and A are in the same quadrant. If not, no adjustment is required; if the same, adjust the air compressor speed to the sum of the current air compressor speed and the air compressor speed change.

[0039] Preferably, the supplementary operation is as follows:

[0040] If coordinate point A is located in zone I, determine whether A is located in the first or third quadrant; if it is located, determine whether the throttle opening change is greater than 0. If it is, adjust the throttle opening to the sum of the current throttle opening and the throttle opening change. If it is not, do not perform any adjustment operation; if it is not located, determine whether the air compressor change is greater than 0. If it is less, adjust the air compressor speed to the sum of the current air compressor speed and the air compressor speed change. If it is not less, do not perform any adjustment operation;

[0041] If coordinate point A is located in zone II, the previous adjustment operation will be used;

[0042] If coordinate point A is located in zone III, determine whether A is located in the first or third quadrant; if it is located in , determine whether the throttle opening change is less than 0. If it is less than , adjust the throttle opening to the sum of the current throttle opening and the throttle opening change. If it is not less than , do not perform the adjustment operation; if it is not located in , determine whether the air compressor change is greater than 0. If it is greater, adjust the air compressor speed to the sum of the current air compressor speed and the air compressor speed change. If it is not greater than , do not perform the adjustment operation.

[0043] The present application also discloses a device for controlling the air pressure and flow of a fuel cell system, comprising a memory and one or more processors, wherein the memory stores executable code, and when the one or more processors execute the executable code, they are used to implement the above-mentioned method for controlling the air pressure and flow of a fuel cell system.

[0044] The present application also discloses a computer-readable storage medium having a program stored thereon. When the program is executed by a processor, the above-mentioned method for controlling the air pressure and flow of a fuel cell system is implemented.

[0045] Beneficial effects of the present invention:

[0046] 1. The present invention autonomously adjusts the air compressor speed and throttle opening based on the existing air pressure, flow, air compressor speed, throttle opening of the fuel cell system and the desired air pressure and flow, so that the fuel cell system can continuously and stably operate at the required air pressure and flow, and is not affected by internal factors such as equipment aging and pipeline blockage.

[0047] 2. The present invention autonomously adjusts the air compressor speed and throttle opening according to the existing air pressure, flow, air compressor speed, throttle opening and the desired air pressure and flow of the fuel cell system, so that the fuel cell system can continue to operate stably at the required air pressure and flow without being affected by external factors such as ambient temperature and atmospheric pressure.

[0048] 3. The present invention can autonomously adjust the air compressor speed and throttle opening to appropriate parameters according to the desired air pressure and flow, thereby achieving the desired air pressure and flow without the need for prior calibration.

[0049] 4. The present invention has a fast and convenient flow and pressure decoupling process, and can quickly adjust the air compressor speed and throttle opening, thereby meeting the practical application of the fuel cell system.

[0050] The features and advantages of the present invention will be described in detail through embodiments with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 is a schematic diagram of a general cathode loop configuration;

[0052] Figure 2 It is a flow chart of a method for controlling air pressure and flow in a fuel cell system according to the present invention;

[0053] Figure 3 is a schematic diagram of a plane rectangular coordinate system according to an embodiment of the present invention;

[0054] Figure 4 This is a flowchart showing whether an embodiment of the present invention requires additional operations;

[0055] Figure 5 is a schematic diagram of a plane rectangular coordinate system for determining whether an embodiment of the present invention requires additional operations;

[0056] Figure 6 This is a schematic diagram of a flow chart of one of the supplementary operations for determining an embodiment of the present invention;

[0057] Figure 7 1 is another flowchart of determining a supplementary operation according to an embodiment of the present invention;

[0058] Figure 8 is a schematic diagram of one of the comfort zones in an embodiment of the present invention;

[0059] Figure 9 It is a flow chart of a device for controlling air pressure and flow in a fuel cell system according to the present invention. DETAILED DESCRIPTION

[0060] To make the objectives, technical solutions, and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and examples. However, it should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the scope of the present invention. In addition, in the following description, descriptions of well-known structures and technologies are omitted to avoid unnecessary confusion of the present invention.

[0061] In the cathode circuit, air pressure and flow are controlled by the compressor speed and throttle opening. Changes in compressor speed and throttle opening affect both pressure and flow, meaning their effects on pressure and flow are coupled. The greater the compressor speed, the higher the pressure and flow; the lower the speed, the lower the pressure and flow; the greater the throttle opening, the lower the pressure and flow; and the smaller the throttle opening, the higher the pressure and flow. Therefore, it is necessary to decouple the effects of compressor speed and throttle opening on pressure and flow; the following methods are available:

[0062] For a fixed cathode circuit, with fixed compressor speed and throttle opening, the pressure and flow parameters are fixed. Assume there are two sets of data: [speed, opening, pressure, flow].

[0063] [rpm0,percent0,P0,F0]

[0064] [rpm1,percent1,P1,F1]

[0065] in:

[0066] rpm1=rpm0+Δrpm

[0067] percent1=percent0+Δpercent

[0068] If the values of Δrpm and Δpercent are appropriate, they can be assumed to be in the linear region, and the values of the following four change factors can be updated based on this region:

[0069]

[0070]

[0071]

[0072]

[0073] Among them, k1 is the variation factor of the current pressure with the air compressor speed, k2 is the variation factor of the current pressure with the throttle opening, k3 is the variation factor of the current flow with the air compressor speed, and k4 is the variation factor of the current flow with the throttle opening; k'1 is the variation factor of the previous pressure with the air compressor speed, k'2 is the variation factor of the previous pressure with the throttle opening, k'3 is the variation factor of the previous flow with the air compressor speed, and k'4 is the variation factor of the previous flow with the throttle opening.

[0074] Due to the characteristics of the air compressor and throttle valve's influence on pressure and flow, k1 ≥ 0, k2 ≤ 0, k3 ≥ 0, and k4 ≥ 0. The initial value of the change factor is 0, and its first update is obtained by changing from [rpm'0, percent'0] to [rpm'1, percent'0] or [rpm'0, percent'0] to [rpm'0, percent'1].

[0075] Based on the above four variation factors, the effects of the air compressor and throttle on pressure and flow can be decoupled. Based on the above four variation factors, the change in air compressor speed or throttle opening required to achieve the target pressure and flow can be inferred:

[0076]

[0077]

[0078] Among them, dP is the difference between the target pressure and the current pressure, dF is the difference between the target flow and the current flow; drpm is the change in air compressor speed required to achieve the target pressure and flow, dper cent The amount of throttle opening change required to achieve the target pressure and flow. Positive values for drpm and dpercent indicate an increase; negative values indicate a decrease.

[0079] Furthermore, the size of drpm and dpercent can be limited to avoid over-adjustment.

[0080] Based on the above decoupling process, there are the following control strategies, see Figure 2 A method for controlling air pressure and flow in a fuel cell system includes the following steps:

[0081] S1. Obtain the current air compressor speed, current throttle opening, current air pressure, current air flow, target air pressure, and target air flow;

[0082] S2. Calculate the difference between the current air pressure and the target air pressure; Calculate the difference between the current air flow and the target air flow;

[0083] S3. Based on the effects of the air compressor speed and throttle opening on the air pressure and air flow, decouple the variation factor of the air pressure with the air compressor speed, the variation factor of the air pressure with the throttle opening, the variation factor of the air flow with the air compressor speed, and the variation factor of the air flow with the throttle opening;

[0084] S4. Calculate the change in air compressor speed and the change in throttle opening based on the difference between the current air pressure and the target air pressure, the difference between the current air flow and the target air flow, and the change factor of air pressure with air compressor speed, the change factor of air pressure with throttle opening, the change factor of air flow with air compressor speed, and the change factor of air flow with throttle opening in step S3;

[0085] S5. Set the air flow deviation and air pressure deviation, and calculate the acceptable range of air flow and air pressure based on the target air pressure and target air flow.

[0086] S6. Determine whether the current air pressure is within an acceptable air pressure range and whether the current air flow is within an acceptable air flow range;

[0087] If the current air pressure is within the acceptable range and the current air flow is within the acceptable range, there is no need to adjust the air compressor speed or throttle opening;

[0088] If the current air pressure is greater than the acceptable range of air pressure and the current air flow is greater than the acceptable range of air flow, the air compressor speed is adjusted to the sum of the current air compressor speed and the air compressor speed change;

[0089] If the current air pressure is greater than the acceptable range of air pressure and the current air flow is less than the acceptable range of air flow, the throttle opening is adjusted to the sum of the current throttle opening and the throttle opening change;

[0090] If the current air pressure is lower than the acceptable range of air pressure, and the current air flow is lower than the acceptable range of air flow, the air compressor speed is adjusted to the sum of the current air compressor speed and the air compressor speed change;

[0091] If the current air pressure is lower than the acceptable air pressure range and the current air flow is higher than the acceptable air flow range, the throttle opening is adjusted to the sum of the current throttle opening and the throttle opening change.

[0092] Steps S3 and S4 have been described in the above decoupling process; in a feasible embodiment, step S6 includes the following operations, such as Figure 3 As shown:

[0093] If point A is located in the first quadrant, it means that the current flow and pressure are both greater than the target; if it is located in the second quadrant, it means that the current flow is less than the target and the current pressure is greater than the target; if it is located in the third quadrant, it means that the current flow and pressure are both less than the target; if it is located in the fourth quadrant, it means that the current flow is greater than the target and the current pressure is less than the target.

[0094] Furthermore, if point A is located on the X-axis (-∞, 0) or the Y-axis (-∞, 0), it is considered to be in the third quadrant; if point A is located on the Y-axis (0, +∞), it is considered to be in the second quadrant; if point A is located on the X-axis (0, +∞), it is considered to be in the fourth quadrant.

[0095] The comfort zone represents acceptable flow and pressure deviations, and its range can be defined by yourself. If A is within the comfort zone, it means that the flow and pressure deviations from the target are within the acceptable range, which means that there is no need to adjust the air compressor speed or throttle opening.

[0096] Determine the current position of point A. If it is in the first quadrant, the air compressor speed needs to be reduced; if it is in the second quadrant, the throttle opening needs to be increased; if it is in the third quadrant, the air compressor speed needs to be increased; if it is in the fourth quadrant, the throttle opening needs to be reduced.

[0097] In order to increase the speed and accuracy of adjusting the air compressor speed and throttle opening, the following supplementary control strategies are used: Figure 4 and Figure 5 As shown, if the pressure and flow have been adjusted once, the coordinate point Q of the previous adjustment is drawn in the coordinate system, and a tangent line is drawn to the comfort zone at point Q, which is f(x) and g(x). The coordinate system area above f(x) is called area I, the coordinate system area between f(x) and g(x) is called area II, and the coordinate system area below g(x) is called area III. Point A combines the above areas I, II, and III to make an additional judgment on this supplementary operation.

[0098] In a feasible embodiment, the specific judgment is as follows: Figure 6 As shown in FIG. 1 , if point A is located in zone I, it indicates that the pressure or flow rate during the adjustment process from Q to A is too high, and therefore the supplementary operation needs to reduce the pressure or flow rate. If point A is located in zone III, it indicates that the pressure or flow rate during the adjustment process from Q to A is too low, and therefore the supplementary operation needs to increase the pressure or flow rate. If point A is located in zone II, it indicates that the adjustment process from Q to A is appropriate, and if the previous adjustment operation is continued, the pressure and flow rate can be brought into the comfortable zone. Therefore, in step S235, the supplementary operation S is set to be equal to the previous operation S0, i.e., the previous supplementary operation is continued.

[0099] If Q is in the first or third quadrant, then the throttle opening needs to be adjusted; if Q is in the second or fourth quadrant, then the air compressor speed needs to be adjusted.

[0100] To avoid back-and-forth adjustment of the air compressor speed or throttle opening, if the product of the current adjustment amount drpm and the previous adjustment amount drpm0 (or the current adjustment amount dpercent and the previous adjustment amount dpercent0, depending on the quadrant where Q in S232 is located) is less than 0, then in step S235, the supplementary operation S=0, and no supplementary operation is performed;

[0101] If Q and A are not in the same quadrant, it means that the supplementary operation based on Q is not applicable, so in step S235, the supplementary operation S=0, and no supplementary operation is taken. If Q and A are in the same quadrant, based on the quadrant where Q is located in S232, in step S235, the supplementary operation S=1, adjusting the air compressor speed; or S=2, adjusting the throttle opening;

[0102] Update the current A, S, drpm, and dpercent data to the previous Q, S0, drpm0, and dpercent0 data for subsequent reuse; if point A is already in the comfort zone, clear the Q, S0, drpm0, and dpercent0 data, and the flow pressure adjustment process is completed.

[0103] In another feasible embodiment, the specific determination is as follows: Figure 7 As shown: If coordinate point A is located in zone I, determine whether A is located in the first or third quadrant; if it is located, determine whether the throttle opening change is greater than 0. If it is greater, adjust the throttle opening to the sum of the current throttle opening and the throttle opening change. If it is not greater, do not perform the adjustment operation; if it is not located, determine whether the air compressor change is greater than 0. If it is less than, adjust the air compressor speed to the sum of the current air compressor speed and the air compressor speed change. If it is not less than, do not perform the adjustment operation;

[0104] If coordinate point A is located in zone II, the previous adjustment operation will be used;

[0105] If coordinate point A is located in zone III, determine whether A is located in the first or third quadrant; if it is located in , determine whether the throttle opening change is less than 0. If it is less than , adjust the throttle opening to the sum of the current throttle opening and the throttle opening change. If it is not less than , do not perform the adjustment operation; if it is not located in , determine whether the air compressor change is greater than 0. If it is greater, adjust the air compressor speed to the sum of the current air compressor speed and the air compressor speed change. If it is not greater than , do not perform the adjustment operation.

[0106] In a feasible embodiment, the range of the comfort zone can be defined by oneself, including but not limited to a rectangle, such as Figure 3 As shown; round, as Figure 8 As shown;

[0107] An embodiment of a fuel cell system air pressure and flow control device of the present invention can be applied to any device with data processing capabilities, and the device with data processing capabilities can be a device or apparatus such as a computer. The device embodiment can be implemented through software, or through hardware or a combination of software and hardware. Taking software implementation as an example, as a device in a logical sense, it is formed by the processor of any device with data processing capabilities in which it is located reading the corresponding computer program instructions in the non-volatile memory into the memory for execution. From the hardware level, if Figure 6 As shown, this is a hardware structure diagram of a device with data processing capability for controlling the air pressure and flow of a fuel cell system according to the present invention. Figure 9 In addition to the processor, memory, network interface, and non-volatile memory shown, any device with data processing capabilities in which the apparatus in the embodiments is located may also include other hardware, typically based on the actual functions of the device with data processing capabilities, and this will not be described in detail here. The implementation process of the functions and effects of each unit in the above-mentioned apparatus is detailed in the implementation process of the corresponding steps in the above-mentioned method, and will not be described in detail here.

[0108] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to the partial description of the method embodiments. The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present invention. A person of ordinary skill in the art can understand and implement the present invention without inventive work.

[0109] An embodiment of the present invention further provides a computer-readable storage medium having a program stored thereon. When the program is executed by a processor, the device for controlling air pressure and flow of a fuel cell system in the above embodiment is implemented.

[0110] The computer-readable storage medium may be an internal storage unit of any device with data processing capabilities described in any of the aforementioned embodiments, such as a hard disk or memory. The computer-readable storage medium may also be an external storage device of any device with data processing capabilities, such as a plug-in hard disk, a smart media card (SMC), an SD card, a flash card, etc. equipped on the device. Furthermore, the computer-readable storage medium may also include both an internal storage unit and an external storage device of any device with data processing capabilities. The computer-readable storage medium is used to store the computer program and other programs and data required by any device with data processing capabilities, and may also be used to temporarily store data that has been output or is to be output.

[0111] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions or improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for controlling air pressure and flow in a fuel cell system, characterized in that: The specific operations include: S1. Obtain the current air compressor speed, current throttle opening, current air pressure, current air flow, target air pressure, and target air flow; S2. Calculate the difference between the current air pressure and the target air pressure; Calculate the difference between the current air flow rate and the target air flow rate; S3. Based on the effects of the air compressor speed and throttle opening on the air pressure and air flow, decouple the variation factor of the air pressure with the air compressor speed, the variation factor of the air pressure with the throttle opening, the variation factor of the air flow with the air compressor speed, and the variation factor of the air flow with the throttle opening; The specific operations of step S3 are as follows: S31, select any set of air compressor speed rpm0 and throttle opening percent0, and obtain the corresponding air pressure P0 and air flow F0; S32, select a set of air compressor speed rpm1 and throttle opening percent1, and obtain the corresponding air pressure P1 and air flow F1; rpm1 = rpm0 + ∆rpm; percent1 = percent0 + ∆percent; S33. Calculate the variation factor of air pressure with compressor speed, the variation factor of air pressure with throttle opening, the variation factor of air flow with compressor speed, and the variation factor of air flow with throttle opening based on rpm0, percent0, P0, F0, rpm1, percent1, P1, F1, ∆rpm, and ∆percent; S4, based on the difference between the current air pressure and the target air pressure, the difference between the current air flow and the target air flow in step S2, and the air pressure variation factor with the air compressor speed, the air pressure variation factor with the throttle opening, the air flow variation factor with the air compressor speed, and the air flow variation factor with the throttle opening in step S3; Calculate the change in air compressor speed and throttle opening; S5. Setting the air flow deviation and the air pressure deviation, combined with the target air pressure and the target air flow; Calculate the acceptable range of air flow and air pressure; S6. Determine whether the current air pressure is within an acceptable air pressure range and whether the current air flow is within an acceptable air flow range; If the current air pressure is within the acceptable range and the current air flow is within the acceptable range, there is no need to adjust the air compressor speed or throttle opening; If the current air pressure is greater than the acceptable range of air pressure and the current air flow is greater than the acceptable range of air flow, the air compressor speed is adjusted to the sum of the current air compressor speed and the air compressor speed change; If the current air pressure is greater than the acceptable range of air pressure and the current air flow is less than the acceptable range of air flow, the throttle opening is adjusted to the sum of the current throttle opening and the throttle opening change; If the current air pressure is lower than the acceptable range of air pressure, and the current air flow is lower than the acceptable range of air flow, the air compressor speed is adjusted to the sum of the current air compressor speed and the air compressor speed change; If the current air pressure is lower than the acceptable air pressure range and the current air flow is higher than the acceptable air flow range, the throttle opening is adjusted to the sum of the current throttle opening and the throttle opening change.

2. The method for controlling air pressure and flow of a fuel cell system according to claim 1, wherein: The specific operations of step S6 are as follows: S61. Draw a plane rectangular coordinate system with the target air flow rate and the target air pressure as the origin, the difference between the target air flow rate and the target air pressure as the horizontal coordinate, and the difference between the target air flow rate and the target air pressure as the vertical coordinate; S62: Find a corresponding coordinate value A in a plane rectangular coordinate system based on the current air flow rate and the current air pressure values, draw a comfort zone in the plane rectangular coordinate system based on the air flow rate deviation and the air pressure deviation, and determine whether the coordinate value A is within the comfort zone; S63. If the coordinate value A is within the comfort zone, there is no need to adjust the air compressor speed or the throttle opening; if the coordinate value A is not within the comfort zone, make a judgment based on the quadrant where the coordinate value A is located: if the coordinate value A is in the first quadrant, adjust the air compressor speed to the sum of the current air compressor speed and the change in the air compressor speed; if the coordinate value A is in the second quadrant, adjust the throttle opening to the sum of the current throttle opening and the change in the throttle opening; if the coordinate value A is in the third quadrant, adjust the air compressor speed to the sum of the current air compressor speed and the change in the air compressor speed; if it is in the fourth quadrant, adjust the throttle opening to the sum of the current throttle opening and the change in the throttle opening.

3. The method for controlling air pressure and flow in a fuel cell system according to claim 2, wherein: If the air compressor speed or throttle opening has been adjusted at least once, then S63 further includes the following supplementary operations: S631. Draw the coordinate point Q of the previous adjustment in the plane direct coordinate system, draw a tangent line between Q and the comfort zone, and obtain the tangent line f(x) and the tangent line g(x). The tangent line f(x) is located above the tangent line g(x). The coordinate system region above the tangent line f(x) is defined as region I, the coordinate system region between the tangent line f(x) and the tangent line g(x) is defined as region II, and the coordinate system region below the tangent line g(x) is defined as region III. S632: If coordinate point A is in the comfort zone, there is no need to adjust the air compressor speed or throttle opening; if coordinate point A is not in the comfort zone, determine whether additional operation is required based on the position relationship of coordinate point A.

4. The method for controlling air pressure and flow of a fuel cell system according to claim 3, wherein: The supplementary operations are as follows: If coordinate point A is located in zone II, the previous adjustment operation is used; if coordinate point A is not located in zone II, the following judgment is made: When Q is in the first or third quadrant, determine whether the product of the current throttle opening adjustment amount and the previous throttle opening change is less than 0. If the product is less than 0, no adjustment is required. If the product is greater than 0, determine whether Q and A are in the same quadrant. If not, no adjustment is required. If the same, adjust the throttle opening to the sum of the current throttle opening and the throttle opening change. When Q is in the second or fourth quadrant, determine whether the product of the current air compressor speed change and the previous air compressor speed change is less than 0. If the product is less than 0, no adjustment is required; if the product is greater than 0, determine whether Q and A are in the same quadrant. If not, no adjustment is required; if the same, adjust the air compressor speed to the sum of the current air compressor speed and the air compressor speed change.

5. The method for controlling air pressure and flow of a fuel cell system according to claim 3, wherein: The supplementary operations are as follows: If coordinate point A is located in zone I, determine whether A is located in the first or third quadrant; if it is located, determine whether the throttle opening change is greater than 0. If it is, adjust the throttle opening to the sum of the current throttle opening and the throttle opening change. If it is not, do not perform any adjustment operation; if it is not located, determine whether the air compressor change is greater than 0. If it is less, adjust the air compressor speed to the sum of the current air compressor speed and the air compressor speed change. If it is not less, do not perform any adjustment operation; If coordinate point A is located in zone II, the previous adjustment operation will be used; If coordinate point A is located in zone III, determine whether A is located in the first or third quadrant; if it is located in , determine whether the throttle opening change is less than 0. If it is less than , adjust the throttle opening to the sum of the current throttle opening and the throttle opening change. If it is not less than , do not perform the adjustment operation; if it is not located in , determine whether the air compressor change is greater than 0. If it is greater, adjust the air compressor speed to the sum of the current air compressor speed and the air compressor speed change. If it is not greater than , do not perform the adjustment operation.

6. A fuel cell system air pressure and flow control device, characterized by: The system comprises a memory and one or more processors, wherein the memory stores executable code, and when the one or more processors execute the executable code, they are used to implement the method for controlling the air pressure and flow of a fuel cell system according to any one of claims 1 to 5.

7. A computer-readable storage medium, characterized in that: A program is stored thereon, and when the program is executed by the processor, the method for controlling the air pressure and flow of a fuel cell system according to any one of claims 1 to 5 is implemented.

Images