Hydrogen internal combustion engine range extending power system, control method and automobile

Abstract

The application relates to a hydrogen internal combustion engine range-extending power system, a control method and an automobile, wherein the system comprises a hydrogen internal combustion engine, a range-extender generator, a motor controller, a power battery and a driving motor; the hydrogen internal combustion engine is connected with a hydrogen storage bottle gas circuit, the hydrogen internal combustion engine is mechanically connected with the range-extender generator, under any target operating condition of the hydrogen internal combustion engine in an operating state, the hydrogen internal combustion engine is used for driving the range-extender generator to generate power, and the hydrogen internal combustion engine supplies power to the power battery and / or the driving motor in the hydrogen internal combustion engine range-extending power system, and the hydrogen internal combustion engine operates according to an excess air coefficient; the motor controller is electrically connected with the range-extender generator, the driving motor and the power battery respectively, and is used for controlling the power generation power of the range-extender generator, the output power of power transmission to the driving motor and the charging power of charging to the power battery. Through the application, the working load of the supercharger can be reduced, the power performance equivalent to that of a gasoline engine can be achieved, and nitrogen oxide emission can be reduced.

Description

Technical Field

[0001] This invention relates to the field of automotive power technology, specifically to a hydrogen internal combustion engine range extender power system, control method, and automobile. Background Technology

[0002] In the context of carbon neutrality, hydrogen energy is an ideal clean fuel, and hydrogen internal combustion engines have become one of the "zero carbon" solutions in the transportation sector due to their zero carbon emission characteristics, and have been widely studied by domestic and foreign automobile companies and research institutions.

[0003] Considering that the stoichiometric air-fuel ratio of a hydrogen internal combustion engine is 34.5, which is more than twice that of a gasoline engine, the power performance of a hydrogen internal combustion engine is generally inferior to that of a gasoline engine. Therefore, to achieve the same power performance as a gasoline engine, the turbocharger needs to force more air into the internal combustion engine compared to a gasoline engine. Furthermore, hydrogen internal combustion engines emit higher levels of nitrogen oxides (NOx) when burning in a slightly leaner or equivalent air-fuel ratio, failing to meet emission regulations. Therefore, lean combustion is required to achieve lower NOx emissions, further increasing the workload of the turbocharger.

[0004] Therefore, it is evident that hydrogen internal combustion engines, as a power source, suffer from the aforementioned technical problems. Summary of the Invention

[0005] One objective of this invention is to provide a hydrogen internal combustion engine range extender power system to solve at least one technical problem existing in the prior art; a second objective is to provide a control method for a hydrogen internal combustion engine range extender power system; a third objective is to provide a control device for a hydrogen internal combustion engine range extender power system; a fourth objective is to provide an electronic device; a fifth objective is to provide an automobile; and a sixth objective is to provide a storage medium.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] A hydrogen internal combustion engine range extender power system includes: a hydrogen internal combustion engine, a range extender generator, a motor controller, a power battery, and a drive motor;

[0008] The hydrogen internal combustion engine is connected to a hydrogen storage cylinder gas line for providing hydrogen, and the hydrogen internal combustion engine is mechanically connected to the range extender generator. Under any target operating condition in which the hydrogen internal combustion engine is in operation, the hydrogen internal combustion engine is used to drive the range extender generator to generate electricity and supply power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender power system, and the hydrogen internal combustion engine operates according to the excess air coefficient.

[0009] The motor controller is electrically connected to the range extender generator, the drive motor, and the power battery, and is used to control the power generation of the range extender generator, the output power of the drive motor, and the charging power of the power battery.

[0010] In this embodiment of the hydrogen internal combustion engine range extender system, the hydrogen internal combustion engine is mechanically connected to the range extender generator. The hydrogen internal combustion engine drives the range extender generator to generate electricity and supplies power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender system. Therefore, in this embodiment, the hydrogen internal combustion engine only needs to drive the range extender generator to generate electricity. Thus, even when the hydrogen internal combustion engine does not need to achieve power performance comparable to a gasoline engine, i.e., when the turbocharger does not need to operate under high load, the drive motor can still be controlled by the motor controller to achieve power performance comparable to a gasoline engine. Furthermore, the hydrogen internal combustion engine operates with an excess air coefficient, thereby reducing nitrogen oxide emissions. Therefore, through this embodiment of the hydrogen internal combustion engine range extender system, the goal of achieving power performance comparable to a gasoline engine and reducing nitrogen oxide emissions can be achieved while reducing the workload of the turbocharger.

[0011] Optionally, the hydrogen internal combustion engine range extender system, as described above, also includes: an on-board charger and a gearbox;

[0012] The power battery is electrically connected to the on-board charger and is used to receive charging through the on-board charger.

[0013] The gearbox is mechanically connected to the drive motor and the wheels.

[0014] The system in this embodiment, by setting up a reduction gearbox, can recover mechanical energy from the wheels and charge the power battery via an on-board charger.

[0015] Alternatively, as described above, a hydrogen internal combustion engine range extender powertrain:

[0016] In front-wheel drive vehicles, the generator controller and drive motor controller in the motor controller are integrated.

[0017] In rear-wheel drive vehicles, the generator controller and drive motor controller in the motor controller are separate units.

[0018] By using the system in this embodiment, different motor controller settings are adopted for different vehicle models, thereby achieving optimal cost control.

[0019] According to another aspect of the embodiments of this application, a control method for a hydrogen internal combustion engine range extender power system is also provided, comprising:

[0020] Obtain the current power demand of the target vehicle; obtain the current state of charge of the power battery in the hydrogen internal combustion engine range extender system of the target vehicle;

[0021] Based on the current power demand and the current state of charge, the target operating conditions and energy flow patterns of the hydrogen internal combustion engine range extender system are determined. Under any target operating condition in which the hydrogen internal combustion engine is in operation, the hydrogen internal combustion engine drives the range extender generator to generate electricity and supplies power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender system. The hydrogen internal combustion engine operates with an excess air coefficient. The energy flow pattern is used to indicate the flow path of electrical energy in the target vehicle.

[0022] The hydrogen internal combustion engine range extender system is controlled according to the target operating conditions and the energy flow pattern.

[0023] In this embodiment, the hydrogen internal combustion engine is used to drive the range extender generator to generate electricity and supply power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender system. Therefore, in this embodiment, the hydrogen internal combustion engine only needs to drive the range extender generator to generate electricity. Thus, even when the hydrogen internal combustion engine does not need to achieve power performance comparable to a gasoline engine (i.e., the turbocharger does not need to operate under high load), the drive motor can still be controlled by the motor controller to achieve power performance comparable to a gasoline engine. Furthermore, the hydrogen internal combustion engine operates with an excess air coefficient, thereby reducing nitrogen oxide emissions. Therefore, through this embodiment's hydrogen internal combustion engine range extender system, it is possible to achieve power performance comparable to a gasoline engine while reducing nitrogen oxide emissions, all while reducing the turbocharger's workload.

[0024] Optionally, as described in the aforementioned hydrogen internal combustion engine range extender power system control method, obtaining the current power demand of the target vehicle includes:

[0025] Acquire the accelerator pedal opening signal of the target vehicle;

[0026] The target power of the target vehicle is determined based on the opening signal;

[0027] The current power requirement is determined by dividing the target power by the product of the efficiency of the motor controller, the efficiency of the drive motor, and the efficiency of the gearbox in the target vehicle.

[0028] The method described in this embodiment provides a way to determine the current power requirement of a target vehicle.

[0029] Optionally, as described above with the hydrogen internal combustion engine range extender system, determining the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge includes:

[0030] Obtain the current operating status of the target vehicle;

[0031] When the current power demand is 0, the current operating state indicates the target vehicle's speed is 0, and the current state of charge is between the minimum state of charge value and the lower limit state of charge value, the target vehicle is determined to enter a parking idle state. The target operating condition is the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operating at the idle operating point. The energy flow mode is the first energy flow mode, wherein the minimum state of charge value is the minimum charge value under the preset accuracy requirement of the power battery's charge detection accuracy, the lower limit state of charge value is the minimum charge value of the power battery that can meet the power demand of the target vehicle, the minimum state of charge value is less than the lower limit state of charge value, the excess air coefficient of the hydrogen internal combustion engine operating at the idle operating point is between 1.2 and 3.2, and the first energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine charges the power battery.

[0032] If the current power demand is 0, the current operating state indicates that the target vehicle speed is 0, and the current state of charge is greater than the lower limit state of charge value, then the target vehicle is determined to enter the parking stop state.

[0033] When the current power demand is 0, the current operating state indicates that the target vehicle's speed is not 0, and the current state of charge is greater than the lower limit of the state of charge value, the target vehicle is determined to enter the energy recovery state. The target operating condition is that the hydrogen internal combustion engine is not running, the energy recovery subsystem of the hydrogen internal combustion engine range extender is running, and the energy flow mode is the second energy flow mode, wherein the second energy flow mode is that the electrical energy recovered through the energy recovery subsystem is used to charge the power battery.

[0034] The method in this embodiment can determine the target operating condition and energy flow pattern of a vehicle when the required power is 0 and the vehicle is in motion or stationary.

[0035] Optionally, as described in the aforementioned control method for a hydrogen internal combustion engine range extender system, determining the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge includes:

[0036] When the current power demand is greater than 0, it is determined whether the current state of charge is higher than the upper limit state of charge value, wherein the upper limit state of charge value is used to indicate the maximum charge value of the power battery for fast charging;

[0037] If the current state of charge is higher than the upper limit of the state of charge value, determine whether the current power demand is greater than the discharge power of the power battery;

[0038] When it is determined that the current power demand is less than or equal to the discharge power, the target operating condition is that the hydrogen internal combustion engine does not run, the power battery discharges and runs, and the energy flow mode is the third energy flow mode, wherein the third energy flow mode is: power is supplied to the drive motor only through the power battery;

[0039] When it is determined that the current power demand is greater than the discharge power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the high-speed cruise target operating condition point, and the energy flow mode is the fourth energy flow mode, wherein the excess air coefficient of the hydrogen internal combustion engine is between 1.6 and 2.4 when operating at the high-speed cruise target operating condition point, and the fourth energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine supplies power to the drive motor.

[0040] The method of this embodiment can determine the target operating conditions and energy flow patterns of the vehicle when the current state of charge is higher than the upper limit state of charge value, respectively, when the current demand power is less than or equal to the discharge power and when the current demand power is greater than the discharge power.

[0041] Optionally, as described in the aforementioned control method for a hydrogen internal combustion engine range extender system, determining the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge includes:

[0042] If the current power demand is not 0, determine whether the current state of charge is greater than the lower limit state of charge value and less than or equal to the upper limit state of charge value. The lower limit state of charge value is the minimum charge value that the power battery can meet the power demand of the target vehicle, and the upper limit state of charge value is used to indicate the maximum charge value of the power battery for fast charging.

[0043] If it is determined that the current state of charge is greater than the lower limit state of charge value and less than or equal to the upper limit state of charge value, at least one of the following steps shall be performed:

[0044] When it is determined that the current power demand is less than or equal to the discharge power of the power battery, the target operating condition is that the hydrogen internal combustion engine does not run, the power battery discharges and runs, and the energy flow mode is the third energy flow mode, wherein the third energy flow mode is: power is supplied to the drive motor only through the power battery;

[0045] When it is determined that the current demand power is greater than the maximum power in the economic operating range, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the target operating condition point of high-speed cruise. The energy flow mode is the fifth energy flow mode, wherein the maximum power in the economic operating range is greater than the discharge power, the excess air coefficient of the hydrogen internal combustion engine is between 1.7 and 2.3 when operating at the target operating condition point of high-speed cruise, and the fifth energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine simultaneously supplies power to the drive motor and charges the power battery.

[0046] When the current required power is determined to be less than or equal to the maximum power in the economic operating range, and greater than the difference between the maximum power in the economic operating range and the rechargeable power of the power battery, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the maximum power point in the economic operating range, and the energy flow mode is the fifth energy flow mode, wherein the excess air coefficient of the hydrogen internal combustion engine when operating at the maximum power point in the economic operating range is between 1.9 and 2.2;

[0047] When it is determined that the current required power is less than or equal to the first maximum power value and greater than the difference between the second power in the economic operating region and the rechargeable power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the second power point in the economic operating region, and the energy flow mode is the fifth energy flow mode, wherein the first maximum power value is the maximum value of the difference between the maximum power in the economic operating region and the rechargeable power and the second power in the economic operating region, and the excess air coefficient of the hydrogen internal combustion engine operating at the second power point in the economic operating region is between 2.2 and 2.6;

[0048] When the current required power is determined to be less than or equal to the second maximum power value and greater than the difference between the third power in the economic operating region and the rechargeable power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the third power point in the economic operating region, and the energy flow mode is the fifth energy flow mode, wherein the second maximum power value is the maximum value between the difference between the second power in the economic operating region and the rechargeable power and the third power in the economic operating region, and the excess air coefficient of the hydrogen internal combustion engine operating at the third power point in the economic operating region is between 1.9 and 2.2;

[0049] When the current required power is determined to be less than or equal to the third maximum power value, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the minimum power point in the economic operating region, and the energy flow mode is the fifth energy flow mode. The third maximum power value is the maximum value of the difference between the three power values ​​in the economic operating region and the rechargeable power value, and the minimum power value in the economic operating region. The excess air coefficient of the hydrogen internal combustion engine when operating at the minimum power point in the economic operating region is between 1.9 and 2.2.

[0050] The method of this embodiment can determine the target operating conditions and energy flow patterns of the vehicle under different conditions when the current state of charge is greater than the lower limit state of charge value and less than or equal to the upper limit state of charge value.

[0051] Optionally, as described in the aforementioned control method for a hydrogen internal combustion engine range extender system, determining the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge includes:

[0052] When the current required power is not 0, it is determined whether the current state of charge is greater than the minimum state of charge value and less than or equal to the lower limit state of charge value. The minimum state of charge value is the minimum charge value under the preset accuracy requirement for the power battery's charge detection accuracy. The lower limit state of charge value is the minimum charge value that the power battery can meet the power requirement of the target vehicle.

[0053] If the current state of charge is determined to be at either the lower limit state of charge value or the upper limit state of charge value, at least one of the following steps shall be performed:

[0054] When it is determined that the current power demand is greater than the maximum power in the economic operating range, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the target operating condition point of high-speed cruise. The energy flow mode is the fifth energy flow mode, wherein the fifth energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine simultaneously supplies power to the drive motor and charges the power battery. The excess air coefficient of the hydrogen internal combustion engine is between 1.7 and 2.3 when it operates at the target operating condition point of high-speed cruise.

[0055] When the current required power is determined to be less than or equal to the maximum power in the economic operating range, and greater than the difference between the maximum power in the economic operating range and the rechargeable power of the power battery, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the maximum power point in the economic operating range. The energy flow mode is the fifth energy flow mode, wherein the fifth energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine simultaneously supplies power to the drive motor and charges the power battery, and the excess air coefficient of the hydrogen internal combustion engine when operating at the maximum power point in the economic operating range is between 1.9 and 2.2.

[0056] When it is determined that the current required power is less than or equal to the first maximum power value and greater than the difference between the second power in the economic operating region and the rechargeable power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the second power point in the economic operating region, and the energy flow mode is the fifth energy flow mode, wherein the first maximum power value is the maximum value of the difference between the maximum power in the economic operating region and the rechargeable power and the second power in the economic operating region, and the excess air coefficient of the hydrogen internal combustion engine operating at the second power point in the economic operating region is between 2.2 and 2.6;

[0057] When the current required power is determined to be less than or equal to the second maximum power value and greater than the difference between the third power in the economic operating region and the rechargeable power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the third power point in the economic operating region, and the energy flow mode is the fifth energy flow mode, wherein the second maximum power value is the maximum value of the difference between the second power in the economic operating region and the rechargeable power and the third power in the economic operating region, and the excess air coefficient of the hydrogen internal combustion engine operating at the third power point in the economic operating region is between 1.9 and 2.2;

[0058] When the current required power is determined to be less than or equal to the third maximum power value, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the minimum power point in the economic operating region, and the energy flow mode is the fifth energy flow mode. The third maximum power value is the maximum value of the difference between the three power values ​​in the economic operating region and the rechargeable power value, and the minimum power value in the economic operating region. The excess air coefficient of the hydrogen internal combustion engine when operating at the minimum power point in the economic operating region is between 1.9 and 2.2.

[0059] The method in this embodiment can determine the target operating conditions and energy flow patterns of the vehicle under different conditions, given that the current state of charge is at the lower limit state of charge value and the upper limit state of charge value.

[0060] According to another aspect of the embodiments of this application, a control device for a hydrogen internal combustion engine range extender power system is also provided, comprising:

[0061] The first acquisition module is used to acquire the current power requirement of the target vehicle;

[0062] The second acquisition module is used to acquire the current state of charge of the power battery in the hydrogen internal combustion engine range extender power system of the target vehicle.

[0063] The determination module is used to determine the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge. Under any target operating condition in which the hydrogen internal combustion engine is in operation, the hydrogen internal combustion engine drives the range extender generator to generate electricity and supplies power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender system. The hydrogen internal combustion engine operates with an excess air coefficient. The energy flow mode is used to indicate the flow path of electrical energy in the target vehicle.

[0064] The control module is used to control the hydrogen internal combustion engine range extender system according to the target operating conditions and the energy flow mode.

[0065] According to another aspect of the embodiments of this application, an electronic device is also provided, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; wherein the memory is used to store a computer program; and the processor is used to execute the method steps of any of the above embodiments by running the computer program stored in the memory.

[0066] According to another aspect of the embodiments of this application, an automobile is also provided, including: a hydrogen internal combustion engine range extender power system as described in any of the preceding embodiments and electronic devices as described above.

[0067] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, wherein a computer program is stored therein, wherein the computer program is configured to execute the method steps of any of the above embodiments when running.

[0068] The beneficial effects of this invention are:

[0069] In this embodiment, the hydrogen internal combustion engine is used to drive the range extender generator to generate electricity and supply power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender system. Therefore, in this embodiment, the hydrogen internal combustion engine only needs to drive the range extender generator to generate electricity. Thus, even when the hydrogen internal combustion engine does not need to achieve power performance comparable to a gasoline engine (i.e., the turbocharger does not need to operate under high load), the drive motor can still be controlled by the motor controller to achieve power performance comparable to a gasoline engine. Furthermore, the hydrogen internal combustion engine operates with an excess air coefficient, thereby reducing nitrogen oxide emissions. Therefore, through this embodiment's hydrogen internal combustion engine range extender system, it is possible to achieve power performance comparable to a gasoline engine while reducing nitrogen oxide emissions, all while reducing the turbocharger's workload. Attached Figure Description

[0070] Figure 1 This is a schematic diagram of an optional hydrogen internal combustion engine range extender power system according to an embodiment of this application;

[0071] Figure 2 This is a schematic flowchart of an optional hydrogen internal combustion engine range extender power system control method according to an embodiment of this application;

[0072] Figure 3 This is a flowchart illustrating another optional control method for a hydrogen internal combustion engine range extender power system according to an embodiment of this application;

[0073] Figure 4 This is a flowchart illustrating another optional control method for a hydrogen internal combustion engine range extender power system according to an embodiment of this application;

[0074] Figure 5 This is a flowchart illustrating another optional control method for a hydrogen internal combustion engine range extender power system according to an embodiment of this application;

[0075] Figure 6 This is a flowchart illustrating another optional control method for a hydrogen internal combustion engine range extender power system according to an embodiment of this application;

[0076] Figure 7 This is a schematic diagram of the economic indicators of the operating range of a hydrogen internal combustion engine in an optional hydrogen internal combustion engine range extender system according to an application example of this application;

[0077] Figure 8 This is a schematic diagram of the emission indicators of the hydrogen internal combustion engine in the operating area of ​​an optional hydrogen internal combustion engine range extender system according to an application example of this application;

[0078] Figure 9This is a schematic flowchart of an optional control method for a hydrogen internal combustion engine range extender power system according to an application example of this application;

[0079] Figure 10 This is a structural block diagram of an optional hydrogen internal combustion engine range extender power system control device according to an embodiment of this application;

[0080] Figure 11 This is a structural block diagram of an optional electronic device according to an embodiment of this application.

[0081] Among them, 1-hydrogen internal combustion engine, 2-range extender generator, 3-motor controller, 31-generator controller, 32-drive motor controller, 4-power battery, 5-drive motor, 6-on-board charger, 7-gearbox, 8-hydrogen storage tank, and 9-wheel. Detailed Implementation

[0082] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0083] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0084] like Figure 1 As shown, according to one aspect of this application, a range-extending power system for a hydrogen internal combustion engine 1 is provided, comprising: a hydrogen internal combustion engine 1, a range extender generator 2, a motor controller 3, a power battery 4, and a drive motor 5;

[0085] The hydrogen internal combustion engine 1 is connected to the hydrogen storage cylinder 8 for providing hydrogen through a gas circuit. The hydrogen internal combustion engine 1 is mechanically connected to the range extender generator 2. Under any target operating condition in which the hydrogen internal combustion engine 1 is in operation, the hydrogen internal combustion engine 1 is used to drive the range extender generator 2 to generate electricity and supply power to the power battery 4 and / or the drive motor 5 in the range extender power system of the hydrogen internal combustion engine 1. The hydrogen internal combustion engine 1 operates according to the excess air coefficient.

[0086] The motor controller 3 is electrically connected to the range extender generator 2, the drive motor 5 and the power battery 4 respectively, and is used to control the power generation of the range extender generator 2, the output power of the drive motor 5, and the charging power of the power battery 4.

[0087] In this embodiment of the hydrogen internal combustion engine 1 range extender power system, the hydrogen internal combustion engine 1 is mechanically connected to the range extender generator, so that the hydrogen internal combustion engine 1 drives the range extender generator 2 to generate electricity and supplies power to the power battery 4 and / or the drive motor 5 in the hydrogen internal combustion engine 1 range extender power system. Thus, in this embodiment, the hydrogen internal combustion engine 1 only needs to be able to drive the range extender generator 2 to generate electricity. Therefore, even when the hydrogen internal combustion engine 1 does not need to achieve the power performance of a gasoline engine, that is, when the turbocharger does not need to work under high load, the drive motor 5 can still be controlled by the motor controller 3 to enable the drive motor 5 to achieve the power performance of a gasoline engine. Furthermore, the hydrogen internal combustion engine 1 operates with an excess air coefficient, thereby reducing nitrogen oxide emissions. Therefore, through this embodiment of the hydrogen internal combustion engine 1 range extender power system, the goal of achieving power performance comparable to a gasoline engine and reducing nitrogen oxide emissions can be achieved while reducing the workload of the turbocharger.

[0088] As an optional embodiment, the hydrogen internal combustion engine 1 range-extending power system described above also includes: an on-board charger 6 and a reduction gearbox 7;

[0089] The power battery 4 is electrically connected to the on-board charger 6 and is used to receive charging through the on-board charger 6;

[0090] The gearbox 7 is mechanically connected to the drive motor 5 and the wheel 9.

[0091] The system in this embodiment, by setting up a reduction gearbox 7, can recover the mechanical energy of the wheel 9 and charge the power battery 4 through the on-board charger 6.

[0092] As an alternative embodiment, such as the aforementioned hydrogen internal combustion engine 1 range-extended power system:

[0093] In front-wheel drive vehicles, the generator controller 31 and drive motor controller 32 in the motor controller 3 are integrated.

[0094] In rear-wheel drive vehicles, the generator controller 31 and drive motor controller 32 in the motor controller 3 are set up separately.

[0095] By using the system in this embodiment, different settings for the motor controller 3 are adopted for different vehicle models, thereby achieving optimal cost control.

[0096] Specifically, the hydrogen internal combustion engine range extender power system of the present invention includes a hydrogen internal combustion engine 1, a range extender generator 2, a motor controller 3 (composed of a generator controller 31 and a drive motor controller 32), a power battery 4, a drive motor 5, an on-board charger 6, a gearbox 7, a hydrogen storage tank 8, and wheels 9. The hydrogen storage tank 8 is mechanically (gas-circuit-connected) to the hydrogen internal combustion engine 1, and the hydrogen internal combustion engine 1 is mechanically connected to the range extender generator 2. The generator controller 3-1 is electrically connected to the range extender generator 2 and the power battery 4, the drive motor controller 3-2 is electrically connected to the drive motor 5 and the power battery 4, and the power battery 4 is electrically connected to the on-board charger 6. The gearbox 7 is mechanically connected to the drive motor 5 and the wheels 9. Furthermore, in front-wheel drive vehicles, the generator controller 31 and the drive motor controller 32 are integrated; in rear-wheel drive vehicles, the generator controller 31 and the drive motor controller 32 are separate units.

[0097] According to one aspect of the embodiments of this application, a control method for a hydrogen internal combustion engine range-extended power system is provided. As an optional embodiment, in this embodiment, the above-described control method for a hydrogen internal combustion engine range-extended power system can be applied to a hardware environment consisting of a terminal and a server. The server connects to the terminal via a network and can be used to provide services (such as advertising push services, application services, etc.) to the terminal or clients installed on the terminal. A database can be set up on the server or independently of the server to provide data storage services to the server.

[0098] The aforementioned network may include, but is not limited to, at least one of the following: wired network, wireless network. The aforementioned wired network may include, but is not limited to, at least one of the following: wide area network, metropolitan area network, local area network. The aforementioned wireless network may include, but is not limited to, at least one of the following: Wi-Fi (Wireless Fidelity), Bluetooth. The terminal is not limited to PC, mobile phone, tablet computer, etc.

[0099] The hydrogen internal combustion engine range extender power system control method of this application embodiment can be executed by a server, a terminal, or both. Specifically, the terminal executing the hydrogen internal combustion engine range extender power system control method of this application embodiment can also be executed by a client installed on it.

[0100] Taking the hydrogen internal combustion engine range extender power system control method in this embodiment, executed by the server, as an example, Figure 2 A flowchart illustrating an optional hydrogen internal combustion engine range extender power system control method provided in this application embodiment includes the following steps:

[0101] Step P101: Obtain the current power requirement of the target vehicle.

[0102] The hydrogen internal combustion engine range extender power system control method in this embodiment can be applied to scenarios where a hydrogen internal combustion engine is used as one of the power sources for a vehicle.

[0103] As an optional embodiment, such as the aforementioned hydrogen internal combustion engine range extender system, obtaining the current power demand of the target vehicle includes the following steps:

[0104] Acquire the accelerator pedal opening signal of the target vehicle; determine the target power of the target vehicle based on the opening signal; determine the current power requirement by dividing the target power by the product of the efficiency of the motor controller, the efficiency of the drive motor, and the efficiency of the gearbox in the target vehicle.

[0105] In other words, by acquiring the accelerator pedal opening signal of the target vehicle, the target power of the target vehicle is determined. After determining the target power of the target vehicle, the current power demand of the target vehicle needs to be determined based on the efficiency of each part of the target vehicle. That is, the current power demand can still reach the target power after various losses occur.

[0106] In this embodiment, the target power is the power P required at the wheel end of the target vehicle. Wheel .

[0107] Generally, the total efficiency of the target vehicle can be determined based on the product of the motor controller efficiency, drive motor efficiency, and gearbox efficiency; therefore, the current power requirement can be determined by dividing the target power by the product obtained above.

[0108] For example, the current power demand P and the power demand P at the car wheel end. Wheel (That is, the target power) has the following relationship:

[0109] P = P Wheel / (η7·η5·η3);

[0110] Wherein, η3: efficiency of generator and drive motor controller; η5: efficiency of drive motor; η7: efficiency of gearbox (including transmission system).

[0111] The method described in this embodiment provides a way to determine the current power requirement of a target vehicle.

[0112] Step P102: Obtain the current state of charge of the power battery in the hydrogen internal combustion engine range extender system of the target vehicle.

[0113] In this embodiment, the power battery can be a component of a hydrogen internal combustion engine range extender system.

[0114] By collecting the remaining power of the power battery, the current state of charge (SOC) can be determined to indicate the current remaining power of the power battery.

[0115] Step P103: Based on the current power demand and current state of charge, determine the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system. Under any target operating condition in which the hydrogen internal combustion engine in the range extender system is in operation, the hydrogen internal combustion engine drives the range extender generator to generate electricity and supplies power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender system. The hydrogen internal combustion engine operates with an excess air coefficient. The energy flow mode is used to indicate the flow path of electrical energy in the target vehicle.

[0116] After obtaining the current power demand and the current state of charge, the target operating conditions and energy flow patterns of the hydrogen internal combustion engine range extender system can be determined based on the current power demand and the current state of charge.

[0117] The target operating condition of the hydrogen internal combustion engine can be used to indicate whether the hydrogen internal combustion engine is in operation, and when the hydrogen internal combustion engine is in operation, whether the hydrogen internal combustion engine supplies power to the power battery, the drive motor, or both.

[0118] Furthermore, the hydrogen internal combustion engine may need to operate and drive the range extender generator to generate electricity when the current state of charge indicates that the remaining charge of the power battery is too low (e.g., below a preset upper limit of the state of charge value), and / or when the current power demand is greater than the maximum power that the power battery can provide.

[0119] For example, when the current state of charge indicates that the remaining power of the battery is too low, the hydrogen internal combustion engine can operate and generate electricity through the range extender generator to power the battery and / or the drive motor; when the current state of charge indicates that the remaining power of the battery is not too low, and the current power demand is greater than the maximum power that the battery can provide, the hydrogen internal combustion engine can operate and generate electricity through the range extender generator to power only the drive motor.

[0120] After determining the current demand and the current state of charge, the energy flow path in the target vehicle can also be determined, i.e., the energy flow pattern.

[0121] Energy flow patterns may include, but are not limited to: whether the electrical energy generated by the hydrogen internal combustion engine driving the range extender generator supplies power to the power battery, whether the electrical energy generated by the hydrogen internal combustion engine driving the range extender generator supplies power to the drive motor, whether the power battery supplies power to the drive motor, and whether the kinetic energy of the wheels is recovered (i.e., the kinetic energy of the wheels is converted into electrical energy and stored in the power battery).

[0122] Step P104: Control the hydrogen internal combustion engine range extender system according to the target operating conditions and energy flow mode.

[0123] Once the target operating conditions and energy flow patterns are determined, the hydrogen internal combustion engine range extender system can be controlled to determine whether to start the hydrogen internal combustion engine, whether to supply power to the power battery and / or drive motor through the hydrogen internal combustion engine, and whether to supply power to the drive motor through the power battery, etc.

[0124] By using the method of this embodiment, the hydrogen internal combustion engine is used to drive the range extender generator to generate electricity and supply power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender power system. Therefore, in this embodiment, the hydrogen internal combustion engine only needs to drive the range extender generator to generate electricity. Thus, even when the hydrogen internal combustion engine does not need to achieve the same power performance as a gasoline engine, that is, when the turbocharger does not need to operate under high load, the drive motor can still be controlled by the motor controller to enable the drive motor to achieve the same power performance as a gasoline engine. Furthermore, the hydrogen internal combustion engine operates with an excess air coefficient, thereby reducing nitrogen oxide emissions. Therefore, through the hydrogen internal combustion engine range extender power system of this embodiment, the goal of achieving power performance comparable to a gasoline engine and reducing nitrogen oxide emissions can be achieved while reducing the workload of the turbocharger.

[0125] like Figure 3 As shown, as an optional embodiment, the aforementioned control method for a hydrogen internal combustion engine range extender system determines the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and current state of charge, including the following steps:

[0126] Step P201: Obtain the current operating status of the target vehicle.

[0127] To further determine whether energy recovery is necessary, the current operating status of the target vehicle can be obtained. The current operating status can be status information indicating the current speed of the target vehicle.

[0128] Step P202: When the current power demand is 0, the current operating status indicates the target vehicle's speed is 0, and the current state of charge is between the minimum state of charge value and the lower limit state of charge value, the target vehicle is determined to enter a parking idle state. The target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system is operating at the idle operating point. The energy flow mode is the first energy flow mode. In this mode, the minimum state of charge value is the minimum charge value under the preset accuracy requirement of the power battery's charge detection accuracy. The lower limit state of charge value is the minimum charge value that the power battery can meet the power demand of the target vehicle. The minimum state of charge value is less than the lower limit state of charge value. The excess air coefficient of the hydrogen internal combustion engine is between 1.2 and 3.2 when operating at the idle operating point. The first energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine charges the power battery.

[0129] After obtaining the current operating status of the target vehicle, if the current operating status indicates that the target vehicle's speed is 0 and the current power demand is also 0, then the interval corresponding to the target vehicle's current state of charge can be determined.

[0130] Given that the current state of charge is between the minimum state of charge value and the lower limit state of charge value, the target vehicle is determined to enter the parking idle state. The target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system is operating at the idle operating point, and the energy flow mode is the first energy flow mode.

[0131] In other words, once it is determined that the accelerator pedal opening DPedal = 0, it is further determined whether the target vehicle's speed V is zero.

[0132] Once the vehicle speed V = 0, it is further determined whether the current state of charge (SOC) of the power battery is below the minimum SOC value. Min and the set lower limit of state of charge (SOC) Low between.

[0133] Under normal circumstances, the minimum state of charge (SOC) value Min The battery level should be between 10% and 15%. If the battery level is too low, the actual battery level may be even lower due to inaccurate battery level detection, which could lead to insufficient battery power and prevent the vehicle from operating.

[0134] Lower limit of state of charge (SOC) Low Between 25% and 35% is the minimum charge value at which the power battery can meet the power requirements of the target vehicle.

[0135] When the state of charge (SOC) of the power battery is determined to be between the minimum SOC value Min and the set lower limit value SOC Low Between, i.e., SOC Min <SOC≤SOCLow When the car is parked and idling, the first energy flow mode is to charge the power battery with electrical energy generated by the hydrogen internal combustion engine, that is: the hydrogen internal combustion engine 1 in such a state... Figure 7 The idle operating point E shown is in operation. The energy flow path corresponding to this first energy flow mode is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → power battery 4.

[0136] Under these conditions, the excess air coefficient of the hydrogen internal combustion engine at idle operating point is between 1.2 and 3.2. Furthermore, the excess air coefficient of the hydrogen internal combustion engine at idle operating point can be between 1.35 and 3.0. Under these conditions, the speed of the hydrogen internal combustion engine is between 1000 r / min and 1500 r / min, the power of the hydrogen internal combustion engine is between 2.5 kW and 4.5 kW, and the original NOx emission is not higher than 50 ppm.

[0137] Step P203: When the current power demand is 0, the current operating status indicates that the target vehicle's speed is 0, and the current state of charge is greater than the lower limit of the state of charge value, determine that the target vehicle has entered the parking stop state.

[0138] In other words, when the current power demand is determined to be 0, the current operating status indicates that the target vehicle's speed is 0, and the current state of charge (SOC) of the power battery is greater than the lower limit of the state of charge (SOCLow), the car enters the parking stop state, meaning the target vehicle stops completely.

[0139] Step P204: When the current power demand is 0, the current operating status indicates that the target vehicle's speed is not 0, and the current state of charge is greater than the lower limit of the state of charge value, the target vehicle is determined to enter the energy recovery state. The target operating condition is that the hydrogen internal combustion engine is not running, the energy recovery subsystem of the hydrogen internal combustion engine range extender is running, and the energy flow mode is the second energy flow mode. In the second energy flow mode, the electrical energy recovered through the energy recovery subsystem is used to charge the power battery.

[0140] In other words, once the target vehicle's speed V > 0 is determined, it is further determined whether the current state of charge (SOC) of the power battery is below the minimum SOC value. Min and highest state of charge (SOC) Max between.

[0141] When the current state of charge (SOC) of the power battery is determined to be between the minimum SOC value... Min and highest state of charge (SOC) Max Between, i.e., SOC Min <SOC≤SOC MaxThen the car performs energy recovery, that is, the energy recovery subsystem of the hydrogen internal combustion engine range extender system operates to convert the kinetic energy of the wheels into electrical energy and store it in the power battery according to the second energy flow mode. The energy flow path corresponding to the second energy flow mode is: wheel 9 → reduction gearbox 7 → drive motor 5 → drive motor controller 3-2 → power battery 4.

[0142] The method in this embodiment can determine the target operating condition and energy flow pattern of a vehicle when the required power is 0 and the vehicle is in motion or stationary.

[0143] like Figure 4 As shown, as an optional embodiment, the aforementioned control method for a hydrogen internal combustion engine range extender system determines the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge, including the following steps:

[0144] Step P301: If the current power demand is greater than 0, determine whether the current state of charge is higher than the upper limit state of charge value. The upper limit state of charge value is used to indicate the maximum charge value of the power battery for fast charging.

[0145] If the current power demand is determined to be greater than 0, it is determined that the target vehicle needs to be driven. Therefore, it is determined whether the current state of charge is higher than the upper limit state of charge value.

[0146] In other words, it determines whether the current state of charge (SOC) of the power battery meets the requirement that the current SOC is greater than the upper limit SOC value. High Requirements.

[0147] Upper limit of state of charge (SOC) High It can be the maximum charge value used to indicate the power battery's ability to charge quickly, typically between 75% and 85%.

[0148] Step P302: If the current state of charge is higher than the upper limit of the state of charge value, determine whether the current power demand is greater than the discharge power of the power battery.

[0149] When the current state of charge (SOC) of the power battery is determined to be greater than the upper limit SOC value. High Further determine whether the current power demand P of the target vehicle does not exceed the discharge power P of the power battery. 4out .

[0150] Step P303: When it is determined that the current power demand is less than or equal to the discharge power, the target operating condition is that the hydrogen internal combustion engine does not run, the power battery discharges, and the energy flow mode is the third energy flow mode. The third energy flow mode is: power is supplied to the drive motor only through the power battery.

[0151] When the current power demand P of the target vehicle is determined to be less than or equal to the discharge power P of the power battery 4out In this case, the car is driven by pure electric power, meaning it is driven solely by the power battery, the hydrogen internal combustion engine does not run, and the energy flow mode is the third energy flow mode. The energy flow path corresponding to the third energy flow mode is: power battery 4 → drive motor controller 3-2 → drive motor 5 → reduction gearbox 7 → wheel 9.

[0152] Step P304: When it is determined that the current demand power is greater than the discharge power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the target operating condition point of high-speed cruise. The energy flow mode is the fourth energy flow mode, wherein the excess air coefficient of the hydrogen internal combustion engine is between 1.6 and 2.4 when it operates at the target operating condition point of high-speed cruise. The fourth energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine supplies power to the drive motor.

[0153] When it is determined that the current power demand P is greater than the discharge power P of the power battery 4out Then the car will be driven in series, such as Figure 7 As shown, the hydrogen internal combustion engine operates at high-speed cruise operating point F, and operates according to the fourth energy flow mode. The energy flow path corresponding to the fourth energy flow mode is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 3-1 → drive motor controller 3-2 → drive motor 5 → reduction gearbox 7 → wheel 9.

[0154] The excess air coefficient of the hydrogen internal combustion engine during high-speed cruise operation is between 1.6 and 2.4. Furthermore, at high-speed cruise operating point F, the excess air coefficient can satisfy 1.8 ≤ λ ≤ 1.9. Under these conditions, the hydrogen internal combustion engine speed is between N = 3000 r / min and P... 1F =50kW, NOx raw emissions not higher than 65ppm.

[0155] The method of this embodiment can determine the target operating conditions and energy flow patterns of the vehicle when the current state of charge is higher than the upper limit state of charge value, respectively, when the current demand power is less than or equal to the discharge power and when the current demand power is greater than the discharge power.

[0156] like Figure 5 As shown, as an optional embodiment, the aforementioned control method for a hydrogen internal combustion engine range extender system determines the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge, including the following steps:

[0157] Step P401: If the current power demand is not 0, determine whether the current state of charge is greater than the lower limit state of charge value and less than or equal to the upper limit state of charge value. The lower limit state of charge value is the minimum charge value that the power battery can meet the power demand of the target vehicle, and the upper limit state of charge value is used to indicate the maximum charge value of the power battery for fast charging.

[0158] If it is determined that the current power demand of the target vehicle is not zero, then it is further determined whether the current power demand P ≤ the discharge power P of the power battery. 4out .

[0159] If it is determined that the current state of charge is greater than the lower limit state of charge value and less than or equal to the upper limit state of charge value, perform at least one of the following steps:

[0160] Step P402: If the current power demand is less than or equal to the discharge power of the power battery, the target operating condition is that the hydrogen internal combustion engine does not run, the power battery discharges, and the energy flow mode is the third energy flow mode. The third energy flow mode is: power is supplied to the drive motor only through the power battery.

[0161] When the target vehicle meets the current power requirement P ≤ the discharge power P of the power battery 4out When the target vehicle is in pure electric drive mode, the target operating condition is that the hydrogen internal combustion engine is not running and the power battery is discharging.

[0162] The discharge power P of the power battery 4out It can be the continuous discharge power of the power battery over 30 minutes, measured in kW.

[0163] The energy flow mode is the third energy flow mode, and the energy flow path corresponding to the third energy flow mode is: power battery 4 → drive motor controller 3-2 → drive motor 5 → reduction gearbox 7 → wheel 9.

[0164] Step P403: Given that the current power demand is greater than the maximum power in the economic operating range, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the target operating condition point of high-speed cruise. The energy flow mode is the fifth energy flow mode, wherein the maximum power in the economic operating range is greater than the discharge power, the excess air coefficient of the hydrogen internal combustion engine is between 1.7 and 2.3 when operating at the target operating condition point of high-speed cruise, and the fifth energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine simultaneously supplies power to the drive motor and charges the power battery.

[0165] When it is determined that the current power demand P is greater than the discharge power P of the power battery 4out Further determine whether the current power demand P is higher than the maximum power P in the economic operating range. 1D .

[0166] Maximum power P in the economic operating range 1D This refers to the maximum power output that can be achieved under pre-set conditions, while meeting preset power conversion rate requirements (i.e., within the optimal power generation efficiency range of the hydrogen internal combustion engine). For example... Figure 7 Point D is shown. Furthermore, the target operating condition is the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operating at the target high-speed cruise operating point (e.g.,...). Figure 7 (Point F shown) is running.

[0167] When the vehicle's required power P is determined to be greater than the maximum power P in the economical operating range... 1D The target vehicle is driven in series, with the hydrogen internal combustion engine operating at high-speed cruising point F. The energy flow mode is the fifth energy flow mode, meaning that while the hydrogen internal combustion engine and range extender generator supply power to the drive motor, they also charge the power battery. In other words, the fifth energy flow mode includes: Energy Flow I: Hydrogen storage tank 8 → Hydrogen internal combustion engine 1 → Range extender generator 2 → Generator controller 3-1 → Drive motor controller 3-2 → Drive motor 5 → Gearbox 7 → Wheel 9; and Energy Flow II: Hydrogen storage tank 8 → Hydrogen internal combustion engine 1 → Range extender generator 2 → Generator controller 3-1 → Power battery 4.

[0168] The excess air coefficient of the hydrogen internal combustion engine at the target high-speed cruise operating point F is between 1.7 and 2.3. Furthermore, the high-speed cruise operating point F can also satisfy: 1.8 ≤ λ ≤ 1.9, N = 3000 r / min, P 1F =50kW, NOx raw emissions not higher than 65ppm.

[0169] Where λ is the excess air coefficient, which is greater than 1 during lean combustion; N is the engine speed of the hydrogen internal combustion engine, in r / min; P 1F : Output power of hydrogen internal combustion engine at high-speed cruise operating point F.

[0170] Step P404: If the current demand power is determined to be less than or equal to the maximum power in the economic operating range, and greater than the difference between the maximum power in the economic operating range and the rechargeable power of the power battery, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the maximum power point in the economic operating range, and the energy flow mode is the fifth energy flow mode, wherein the excess air coefficient of the hydrogen internal combustion engine when operating at the maximum power point in the economic operating range is between 1.9 and 2.2.

[0171] When the current power demand P of the target vehicle is determined to be within the maximum power P of the economical operating range. 1D With the rechargeable power P of the power battery 4in The difference between the maximum power P in the economic operating area 1DBetween, i.e., P 1D -P 4in <P≤P 1D Then the target vehicle will be driven in series.

[0172] Power battery rechargeable power P 4in This refers to the maximum rechargeable power of the battery.

[0173] Furthermore, in this case, while the hydrogen internal combustion engine is operating at its maximum power point D in the economic operating range, the energy flow mode is also the fifth energy flow mode. That is, while the hydrogen internal combustion engine and the range extender generator are supplying power to the drive motor, the hydrogen internal combustion engine and the range extender generator are also charging the power battery.

[0174] The excess air coefficient of the hydrogen internal combustion engine at its maximum power point D in the economic operating range is between 1.9 and 2.2. Furthermore, the maximum power point D in the economic operating range can also satisfy: 2.0 ≤ λ ≤ 2.1, N = 2700 r / min, P 1F =31kW, NOx raw emissions not higher than 48ppm.

[0175] Where λ is the excess air coefficient, which is greater than 1 during lean combustion; N is the engine speed of the hydrogen internal combustion engine, in r / min; P 1F : Output power of the hydrogen internal combustion engine at the maximum power point D in the economical operating range.

[0176] Step P405: If the current power demand is less than or equal to the first maximum power value and greater than the difference between the second power in the economic operating region and the rechargeable power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the second power point in the economic operating region, and the energy flow mode is the fifth energy flow mode. The first maximum power value is the maximum value between the difference between the maximum power in the economic operating region and the rechargeable power and the second power in the economic operating region. The excess air coefficient of the hydrogen internal combustion engine when operating at the second power point in the economic operating region is between 2.2 and 2.6.

[0177] When the current power demand P of the target vehicle is determined to be between the difference between the second power and the rechargeable power in the economic operating range and the first maximum power value, i.e., P 1C -P 4in <P≤Max(P) 1D -P 4in ,P 1C If ), then the target vehicle will be driven in series.

[0178] Wherein, the first maximum power value is the maximum of the difference between the maximum power in the economic operating region and the rechargeable power, and the second power in the economic operating region, i.e., Max(P) 1D -P 4in ,P1C ).

[0179] Furthermore, in this case, while the hydrogen internal combustion engine is operating at the second power point C in the economic operating range, the energy flow mode is also the fifth energy flow mode. That is, while the hydrogen internal combustion engine and the range extender generator are supplying power to the drive motor, the hydrogen internal combustion engine and the range extender generator are also charging the power battery.

[0180] The excess air coefficient of the hydrogen internal combustion engine operating at its second power point C in the economical operating range is between 2.2 and 2.6. Furthermore, the second power point C in the economical operating range can also satisfy: 2.3 ≤ λ ≤ 2.5, N = 2000 r / min, P 1C =20kW, NOx raw emissions not higher than 20ppm.

[0181] Where λ is the excess air coefficient, which is greater than 1 during lean combustion; N is the engine speed of the hydrogen internal combustion engine, in r / min; P 1F : Output power of the hydrogen internal combustion engine at the second power point C in the economic operating range.

[0182] Step P406: If the current power demand is determined to be less than or equal to the second maximum power value and greater than the difference between the third power in the economic operating region and the rechargeable power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the third power point in the economic operating region, and the energy flow mode is the fifth energy flow mode. The second maximum power value is the maximum value between the difference between the second power in the economic operating region and the rechargeable power and the third power in the economic operating region. The excess air coefficient of the hydrogen internal combustion engine when operating at the third power point in the economic operating region is between 1.9 and 2.2.

[0183] When the current power demand P of the target vehicle is determined to be between the difference between the third power and the rechargeable power in the economic operating range and the second maximum power value, i.e., P 1B -P 4in <P≤Max(P) 1C -P 4in ,P 1B If ), then the target vehicle will be driven in series.

[0184] Among them, the second maximum power value is the maximum value among the difference between the second power in the economic operating region and the rechargeable power, and the third power in the economic operating region, i.e., Max(P) 1C -P 4in ,P 1B ).

[0185] Furthermore, in this case, while the hydrogen internal combustion engine is operating at the third power point B in the economic operating range, the energy flow mode is also the fifth energy flow mode. That is, while the hydrogen internal combustion engine and the range extender generator are supplying power to the drive motor, the hydrogen internal combustion engine and the range extender generator are also charging the power battery.

[0186] The excess air coefficient of the hydrogen internal combustion engine operating at the third power point B in its economical operating range is between 2.2 and 2.6. Furthermore, the third power point B in the economical operating range can also satisfy: 2.3 ≤ λ ≤ 2.5, N = 2000 r / min, P 1C =20kW, NOx raw emissions not higher than 20ppm.

[0187] Where λ is the excess air coefficient, which is greater than 1 during lean combustion; N is the engine speed of the hydrogen internal combustion engine, in r / min; P 1F : Output power of the hydrogen internal combustion engine at the third power point B in the economic operating range.

[0188] Step P407: If the current power demand is less than or equal to the third maximum power value, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the minimum power point in the economic operating range, and the energy flow mode is the fifth energy flow mode. The third maximum power value is the maximum value of the difference between the three power values ​​in the economic operating range and the rechargeable power value and the minimum power value in the economic operating range. The excess air coefficient of the hydrogen internal combustion engine when operating at the minimum power point in the economic operating range is between 1.9 and 2.2.

[0189] When the current power demand P of the target vehicle is determined to be no more than the difference between the third power P1B in the economic operating region and the rechargeable power P4in of the power battery, and the maximum value of the minimum power P1A in the economic operating region, i.e., P≤Max(P 1B -P 4in ,P 1A If ), then the target vehicle will be driven in series.

[0190] Among them, the third maximum power value is the maximum of the difference between the three power values ​​in the economic operating region and the rechargeable power value, and the minimum power value in the economic operating region, i.e., Max(P) 1B -P 4in ,P 1A ).

[0191] Furthermore, in this case, while the hydrogen internal combustion engine is operating at its minimum power point A in the economic operating range, the energy flow mode is also the fifth energy flow mode. That is, while the hydrogen internal combustion engine and the range extender generator are supplying power to the drive motor, the hydrogen internal combustion engine and the range extender generator are also charging the power battery.

[0192] The excess air coefficient of the hydrogen internal combustion engine at its minimum power point A in the economic operating range is between 1.9 and 2.2. Furthermore, the minimum power point A in the economic operating range can also satisfy: 2.0 ≤ λ ≤ 2.1, N = 1500 r / min, P 1A =5.6kW, NOx raw emissions not higher than 22ppm.

[0193] Where λ is the excess air coefficient, which is greater than 1 during lean combustion; N is the engine speed of the hydrogen internal combustion engine, in r / min; P 1F : Output power of the hydrogen internal combustion engine at the third power point B in the economic operating range.

[0194] The method of this embodiment can determine the target operating conditions and energy flow patterns of the vehicle under different conditions when the current state of charge is greater than the lower limit state of charge value and less than or equal to the upper limit state of charge value.

[0195] like Figure 6 As shown, as an optional embodiment, the aforementioned control method for a hydrogen internal combustion engine range extender system determines the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge, including the following steps:

[0196] Step P501: If the current power demand is not 0, determine whether the current state of charge is greater than the minimum state of charge value and less than or equal to the lower limit state of charge value. The minimum state of charge value is the minimum charge value under the preset accuracy requirement of the power battery's charge detection accuracy. The lower limit state of charge value is the minimum charge value that the power battery can meet the power demand of the target vehicle.

[0197] If the current power demand is not zero, further perform a judgment operation to determine whether the current state of charge is greater than the minimum state of charge value and less than or equal to the lower limit state of charge value.

[0198] If the current state of charge is determined to be at the lower limit state of charge value and the upper limit state of charge value, perform at least one of the following steps:

[0199] Step P502: Given that the current power demand is greater than the maximum power in the economic operating range, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the high-speed cruise target operating condition point. The energy flow mode is the fifth energy flow mode, in which the electrical energy generated by the hydrogen internal combustion engine is used to simultaneously power the drive motor and charge the power battery. The excess air coefficient of the hydrogen internal combustion engine at the high-speed cruise target operating condition point is between 1.7 and 2.3.

[0200] When it is determined that the current power demand P is greater than the discharge power P of the power battery 4out Further determine whether the current power demand P is higher than the maximum power P in the economic operating range. 1D .

[0201] Maximum power P in the economic operating range 1D This refers to the maximum power output that can be achieved under pre-set conditions, while meeting preset power conversion rate requirements (i.e., within the optimal power generation efficiency range of the hydrogen internal combustion engine). For example... Figure 7 Point D is shown. Furthermore, the target operating condition is the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operating at the target high-speed cruise operating point (e.g.,...). Figure 7 (Point F shown) is running.

[0202] When the vehicle's required power P is determined to be greater than the maximum power P in the economical operating range... 1D The target vehicle is driven in series, with the hydrogen internal combustion engine operating at high-speed cruising point F. The energy flow mode is the fifth energy flow mode, meaning that while the hydrogen internal combustion engine and range extender generator supply power to the drive motor, they also charge the power battery. In other words, the fifth energy flow mode includes: Energy Flow I: Hydrogen storage tank 8 → Hydrogen internal combustion engine 1 → Range extender generator 2 → Generator controller 3-1 → Drive motor controller 3-2 → Drive motor 5 → Gearbox 7 → Wheel 9; and Energy Flow II: Hydrogen storage tank 8 → Hydrogen internal combustion engine 1 → Range extender generator 2 → Generator controller 3-1 → Power battery 4.

[0203] The excess air coefficient of the hydrogen internal combustion engine at the target high-speed cruise operating point F is between 1.7 and 2.3. Furthermore, the high-speed cruise operating point F can also satisfy: 1.8 ≤ λ ≤ 1.9, N = 3000 r / min, P 1F =50kW, NOx raw emissions not higher than 65ppm.

[0204] Where λ is the excess air coefficient, which is greater than 1 during lean combustion; N is the engine speed of the hydrogen internal combustion engine, in r / min; P 1F : Output power of hydrogen internal combustion engine at high-speed cruise operating point F.

[0205] Step P503: If the current demand power is determined to be less than or equal to the maximum power in the economic operating range, and greater than the difference between the maximum power in the economic operating range and the rechargeable power of the power battery, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the maximum power point in the economic operating range, and the energy flow mode is the fifth energy flow mode. In the fifth energy flow mode, the electrical energy generated by the operation of the hydrogen internal combustion engine simultaneously supplies power to the drive motor and charges the power battery. The excess air coefficient of the hydrogen internal combustion engine when operating at the maximum power point in the economic operating range is between 1.9 and 2.2.

[0206] When the current power demand P of the target vehicle is determined to be within the maximum power P of the economical operating range. 1D With the rechargeable power P of the power battery 4in The difference between the maximum power P in the economic operating area 1D Between, i.e., P 1D -P 4in <P≤P 1D Then the target vehicle will be driven in series.

[0207] Power battery rechargeable power P 4in This refers to the maximum rechargeable power of the battery.

[0208] Furthermore, in this case, while the hydrogen internal combustion engine is operating at its maximum power point D in the economic operating range, the energy flow mode is also the fifth energy flow mode. That is, while the hydrogen internal combustion engine and the range extender generator are supplying power to the drive motor, the hydrogen internal combustion engine and the range extender generator are also charging the power battery.

[0209] The excess air coefficient of the hydrogen internal combustion engine at its maximum power point D in the economic operating range is between 1.9 and 2.2. Furthermore, the maximum power point D in the economic operating range can also satisfy: 2.0 ≤ λ ≤ 2.1, N = 2700 r / min, P 1F =31kW, NOx raw emissions not higher than 48ppm.

[0210] Where λ is the excess air coefficient, which is greater than 1 during lean combustion; N is the engine speed of the hydrogen internal combustion engine, in r / min; P 1F : Output power of the hydrogen internal combustion engine at the maximum power point D in the economical operating range.

[0211] Step P504: If the current power demand is less than or equal to the first maximum power value and greater than the difference between the second power in the economic operating region and the rechargeable power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the second power point in the economic operating region, and the energy flow mode is the fifth energy flow mode. The first maximum power value is the maximum value between the difference between the maximum power in the economic operating region and the rechargeable power and the second power in the economic operating region. The excess air coefficient of the hydrogen internal combustion engine when operating at the second power point in the economic operating region is between 2.2 and 2.6.

[0212] When the current power demand P of the target vehicle is determined to be between the difference between the second power and the rechargeable power in the economic operating range and the first maximum power value, i.e., P 1C -P 4in <P≤Max(P) 1D -P 4in ,P 1C If ), then the target vehicle will be driven in series.

[0213] Wherein, the first maximum power value is the maximum of the difference between the maximum power in the economic operating region and the rechargeable power, and the second power in the economic operating region, i.e., Max(P) 1D -P 4in ,P 1C ).

[0214] Furthermore, in this case, while the hydrogen internal combustion engine is operating at the second power point C in the economic operating range, the energy flow mode is also the fifth energy flow mode. That is, while the hydrogen internal combustion engine and the range extender generator are supplying power to the drive motor, the hydrogen internal combustion engine and the range extender generator are also charging the power battery.

[0215] The excess air coefficient of the hydrogen internal combustion engine operating at its second power point C in the economical operating range is between 2.2 and 2.6. Furthermore, the second power point C in the economical operating range can also satisfy: 2.3 ≤ λ ≤ 2.5, N = 2000 r / min, P 1C =20kW, NOx raw emissions not higher than 20ppm.

[0216] Where λ is the excess air coefficient, which is greater than 1 during lean combustion; N is the engine speed of the hydrogen internal combustion engine, in r / min; P 1F : Output power of the hydrogen internal combustion engine at the second power point C in the economic operating range.

[0217] Step P505: If the current demand power is determined to be less than or equal to the second maximum power value and greater than the difference between the third power in the economic operating region and the rechargeable power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the third power point in the economic operating region, and the energy flow mode is the fifth energy flow mode. The second maximum power value is the maximum value between the difference between the second power in the economic operating region and the rechargeable power and the third power in the economic operating region. The excess air coefficient of the hydrogen internal combustion engine when operating at the third power point in the economic operating region is between 1.9 and 2.2.

[0218] When the current power demand P of the target vehicle is determined to be between the difference between the third power and the rechargeable power in the economic operating range and the second maximum power value, i.e., P 1B -P 4in <P≤Max(P) 1C -P 4in ,P 1B If ), then the target vehicle will be driven in series.

[0219] Among them, the second maximum power value is the maximum value among the difference between the second power in the economic operating region and the rechargeable power, and the third power in the economic operating region, i.e., Max(P) 1C -P 4in ,P 1B ).

[0220] Furthermore, in this case, while the hydrogen internal combustion engine is operating at the third power point B in the economic operating range, the energy flow mode is also the fifth energy flow mode. That is, while the hydrogen internal combustion engine and the range extender generator are supplying power to the drive motor, the hydrogen internal combustion engine and the range extender generator are also charging the power battery.

[0221] The excess air coefficient of the hydrogen internal combustion engine operating at the third power point B in its economical operating range is between 2.2 and 2.6. Furthermore, the third power point B in the economical operating range can also satisfy: 2.3 ≤ λ ≤ 2.5, N = 2000 r / min, P 1C =20kW, NOx raw emissions not higher than 20ppm.

[0222] Where λ is the excess air coefficient, which is greater than 1 during lean combustion; N is the engine speed of the hydrogen internal combustion engine, in r / min; P 1F : Output power of the hydrogen internal combustion engine at the third power point B in the economic operating range.

[0223] Step P506: If the current power demand is less than or equal to the third maximum power value, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the minimum power point in the economic operating range, and the energy flow mode is the fifth energy flow mode. The third maximum power value is the maximum value of the difference between the three power values ​​in the economic operating range and the rechargeable power value, and the minimum power value in the economic operating range. The excess air coefficient of the hydrogen internal combustion engine when operating at the minimum power point in the economic operating range is between 1.9 and 2.2.

[0224] When the current power demand P of the target vehicle is determined to be no more than the difference between the third power P1B in the economic operating region and the rechargeable power P4in of the power battery, and the maximum value of the minimum power P1A in the economic operating region, i.e., P≤Max(P 1B -P 4in ,P 1A If ), then the target vehicle will be driven in series.

[0225] Among them, the third maximum power value is the maximum of the difference between the three power values ​​in the economic operating region and the rechargeable power value, and the minimum power value in the economic operating region, i.e., Max(P) 1B -P 4in ,P 1A ).

[0226] Furthermore, in this case, while the hydrogen internal combustion engine is operating at its minimum power point A in the economic operating range, the energy flow mode is also the fifth energy flow mode. That is, while the hydrogen internal combustion engine and the range extender generator are supplying power to the drive motor, the hydrogen internal combustion engine and the range extender generator are also charging the power battery.

[0227] The excess air coefficient of the hydrogen internal combustion engine at its minimum power point A in the economic operating range is between 1.9 and 2.2. Furthermore, the minimum power point A in the economic operating range can also satisfy: 2.0 ≤ λ ≤ 2.1, N = 1500 r / min, P 1A =5.6kW, NOx raw emissions not higher than 22ppm.

[0228] Where λ is the excess air coefficient, which is greater than 1 during lean combustion; N is the engine speed of the hydrogen internal combustion engine, in r / min; P 1F : Output power of the hydrogen internal combustion engine at the third power point B in the economic operating range.

[0229] The method in this embodiment can determine the target operating conditions and energy flow patterns of the vehicle under different conditions, given that the current state of charge is at the lower limit state of charge value and the upper limit state of charge value.

[0230] The following describes an application example that applies any of the foregoing embodiments:

[0231] like Figure 7 This diagram illustrates the economic indicators of the hydrogen internal combustion engine in a hydrogen internal combustion engine range extender system, showing the operating range. (L_P: isopower line of the hydrogen internal combustion engine, unit: kW; L_FC: isohydrogen consumption line of the hydrogen internal combustion engine, unit: g / kWh). Figure 8 This diagram illustrates the emission indicators of a hydrogen internal combustion engine in a hydrogen internal combustion engine range extender system (L_P: isopower line of the hydrogen internal combustion engine, L_NOx: original NOx emission line of the hydrogen internal combustion engine, unit: ppm). Based on the power, economy, and emission characteristics of the hydrogen internal combustion engine 1, this invention defines the operating range of the hydrogen internal combustion engine 1 range extender, including: idle speed operating point E, economic operating range operating points (A, B, C, D), and high-speed cruising operating point F. In this application example, the economic operating range and idle speed operating point are both within the extremely low original NOx emission line L_NOx of the hydrogen internal combustion engine, while the high-speed cruising operating point F of the hydrogen internal combustion engine can exceed the original NOx emission line L_NOx. The hydrogen internal combustion engine range extender power system control strategy proposed in this invention enables the hydrogen internal combustion engine 1 to meet emission regulations without the need for an aftertreatment system under normal operating conditions. During high-speed cruising or when high power demand is required, the hydrogen internal combustion engine 1 can operate at the high-speed cruising operating point F to meet power requirements. The hydrogen internal combustion engine exhibits the following characteristics when operating at different operating points:

[0232] Idle operating point E: 1.5≤λ≤1.8, N=1200r / min, 3.5kW≤P 1E ≤4.5kW, NOx raw emissions not higher than 30ppm;

[0233] Economic operating range at point A: 2.0 ≤ λ ≤ 2.1, N = 1500 r / min, P 1A =5.6kW, NOx raw emissions not higher than 22ppm;

[0234] Economic operating range at point B: 2.0 ≤ λ ≤ 2.1, N = 1500 r / min, P 1B =12.2kW, NOx raw emissions not higher than 24ppm;

[0235] Economic operating range at point C: 2.3 ≤ λ ≤ 2.5, N = 2000 r / min, P 1C =20kW, NOx raw emissions not higher than 20ppm;

[0236] Economic operating range at point D: 2.0 ≤ λ ≤ 2.1, N = 2700 r / min, P 1D =31kW, NOx raw emissions not higher than 48ppm;

[0237] High-speed cruise operating conditions: F: 1.8 ≤ λ ≤ 1.9, N = 3000 r / min, P 1F =50kW, NOx raw emissions not higher than 65ppm.

[0238] Where λ is the excess air coefficient, which is greater than 1 during lean combustion; N is the engine speed of the hydrogen internal combustion engine, in r / min; P 1M The output power of a hydrogen internal combustion engine at its power point M (where M is A, B, C, D, E, or F) in the economic operating range.

[0239] like Figure 9 For a hydrogen internal combustion engine range extender power system Figure 7 and Figure 8 A control logic diagram for a hydrogen internal combustion engine range extender system is defined below, in conjunction with... Figure 1 , Figure 9 , Figure 7 , Figure 8 The control strategy for a hydrogen internal combustion engine range-extending power system proposed in this invention will be described in further detail below:

[0240] S101: Based on the accelerator pedal opening signal DPedal (i.e., determine whether the current power demand is 0), determine whether the car (i.e., the target vehicle) is in a driving state.

[0241] S201: When it is determined that the accelerator pedal opening DPedal = 0 (i.e., the current power demand is 0), further determine whether the vehicle speed V is zero.

[0242] Once the vehicle speed V = 0, it is further determined whether the current state of charge (SOC) of the power battery is at its minimum value. Min and the set lower limit value SOC Low between.

[0243] When the current state of charge (SOC) of the power battery is determined to be between the minimum SOC value... Min and the set lower limit value SOC Low Between, i.e., SOC Min <SOC≤SOC Low When the car is parked and idling, the hydrogen internal combustion engine 1 operates at the idle working point E, and the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → power battery 4.

[0244] S202: When it is determined that the current state of charge (SOC) of the power battery is greater than the set lower limit SOC value. Low Then the car will stop parking.

[0245] S203: When the vehicle speed V > 0, further determine whether the current state of charge (SOC) of the power battery is below the minimum SOC value. Min and the highest value of SOC Max between.

[0246] When the current state of charge (SOC) of the power battery is determined to be between the minimum SOC value... Min and the highest value of SOC Max Between, i.e., SOC Min <SOC≤SOC Max Then the car performs energy recovery, and the energy flow is: wheel 9 → reduction gearbox 7 → drive motor 5 → drive motor controller 32 → power battery 4.

[0247] S102: When it is determined that the accelerator pedal opening DPedal > 0 (i.e., the current power demand is not 0), further determine whether the current state of charge (SOC) of the power battery 4 is higher than the set upper limit SOC value. High .

[0248] S301: When it is determined that the current state of charge (SOC) of the power battery 4 is greater than the set upper limit SOC value. High Further determine whether the current power demand P of the vehicle does not exceed the discharge power P of the power battery. 4out .

[0249] When it is determined that the current power demand P of the car is less than or equal to the discharge power P of the power battery 4out If the car is driven by pure electric power, the energy flow is: power battery 4 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9.

[0250] S302: When it is determined that the current power demand P of the vehicle is greater than the discharge power P of the power battery. 4out Then the car is driven in series and operates at the high-speed cruising operating point F. The energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9.

[0251] S103: When it is determined that the current state of charge (SOC) of the power battery is below the set lower limit value. low and the set upper limit of state of charge (SOC) High Between, SOC Low <SOC≤SOC High Further determine whether the current power demand P of the vehicle does not exceed the discharge power P of the power battery. 4out .

[0252] S401: When it is determined that the current power demand P of the vehicle is less than or equal to the discharge power P of the power battery.4out If the car is driven by pure electric power, the energy flow is: power battery 4 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9.

[0253] S402: When it is determined that the current power demand P of the vehicle is greater than the discharge power P of the power battery. 4out Further determine whether the current power demand P of the vehicle is higher than the maximum power P in the economic operating range. 1D .

[0254] When it is determined that the current power demand P of the car is greater than the maximum power P in the economic operating range. 1D When the car is driven in series and operates at the high-speed cruising operating point F, the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9; at the same time, hydrogen internal combustion engine 1 and range extender generator 2 charge power battery 4, and the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → power battery 4.

[0255] S403: When it is determined that the current power demand P of the vehicle is within the maximum power P of the economical operating range. 1D With the rechargeable power P of the power battery 4in The difference between the maximum power P in the economic operating area 1D Between, i.e., P 1D -P 4in <P≤P 1D The car operates in series drive, running at the maximum power point D in the economic operating range. The energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9. At the same time, hydrogen internal combustion engine 1 and range extender generator 2 charge the power battery 4. The energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → power battery 4.

[0256] S404: When it is determined that the current power demand P of the vehicle is within the second power P of the economical operating region. 1C With the rechargeable power P of the power battery 4in The difference between the maximum power P in the economic operating area 1D With the rechargeable power P of the power battery 4in The difference and the second power P in the economical operating region 1C Between the maximum values ​​of P 1C -P 4in <P≤Max(P) 1D -P 4in ,P 1CIf the vehicle operates in series drive, running at the second power point C in the economic operating range, the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9; at the same time, hydrogen internal combustion engine 1 and range extender generator 2 charge power battery 4, and the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → power battery 4.

[0257] S405: When it is determined that the current power demand P of the vehicle is within the third power range of the economic operating region. 1B With the rechargeable power P of the power battery 4in The difference and the second power P in the economic operating region 1C With the rechargeable power P of the power battery 1C The difference and the third power P in the economic operating area 1B Between the maximum values ​​of P 1B -P 4in <P / (η7·η5·η3)≤Max(P) 1C -P 4in ,P 1B If the vehicle operates in series drive mode, running at the third power point B in the economic operating range, the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9; at the same time, hydrogen internal combustion engine 1 and range extender generator 2 charge power battery 4, and the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → power battery 4.

[0258] S406: When it is determined that the current power demand P of the vehicle does not exceed the third power P in the economic operating range. 1B With the rechargeable power P of the power battery 4in The difference and the minimum power P in the economical operating area 1A The maximum value, i.e., P ≤ Max(P) 1B -P 4in ,P 1A If the vehicle operates in series drive, running at the minimum power point A in the economic operating range, the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9; at the same time, hydrogen internal combustion engine 1 and range extender generator 2 charge power battery 4, and the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → power battery 4.

[0259] S104: When it is determined that the current state of charge (SOC) of the power battery is between the minimum SOC value... Min and the set lower limit value SOC lowBetween, i.e., SOC Min <SOC≤SOC low Further determine whether the current power demand P of the vehicle is higher than the maximum power P in the economic operating range. 1D .

[0260] S501: When it is determined that the current power demand P of the vehicle is greater than the maximum power P in the economic operating range. 1D When the car is driven in series and operates at the high-speed cruising operating point F, the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9; at the same time, hydrogen internal combustion engine 1 and range extender generator 2 charge power battery 4, and the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → power battery 4.

[0261] S502: When it is determined that the current power demand P of the vehicle is within the maximum power P of the economical operating range. 1D With the rechargeable power P of the power battery 4in The difference between the maximum power P in the economic operating area 1D Between, i.e., P 1D -P 4in <P≤P 1D The car operates in series drive, running at the maximum power point D in the economic operating range. The energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9. At the same time, hydrogen internal combustion engine 1 and range extender generator 2 charge the power battery 4. The energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → power battery 4.

[0262] S503: When it is determined that the current power demand P of the vehicle is within the second power P of the economical operating range. 1C With the rechargeable power P of the power battery 4in The difference between the maximum power P in the economic operating area 1D With the rechargeable power P of the power battery 4in The difference and the second power P in the economical operating region 1C Between the maximum values ​​of P 1C -P 4in <P≤Max(P) 1D -P 4in ,P 1CIf the vehicle operates in series drive, running at the second power point C in the economic operating range, the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9; at the same time, hydrogen internal combustion engine 1 and range extender generator 2 charge power battery 4, and the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → power battery 4.

[0263] S504: Determine the current power demand P of the vehicle to be within the third power range of the economic operating region. 1B With the rechargeable power P of the power battery 4in The difference and the second power P in the economic operating region 1C With the rechargeable power P of the power battery 1C The difference and the third power P in the economic operating area 1B Between the maximum values ​​of P 1B -P 4in <P≤Max(P) 1C -P 4in ,P 1B If the vehicle operates in series drive mode, running at the third power point B in the economic operating range, the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9; at the same time, hydrogen internal combustion engine 1 and range extender generator 2 charge power battery 4, and the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → power battery 4.

[0264] S505: When it is determined that the current power demand P of the vehicle does not exceed the third power P in the economic operating range. 1B With the rechargeable power P of the power battery 4in The difference and the minimum power P in the economical operating area 1A The maximum value, i.e., P ≤ Max(P) 1B -P 4in ,P 1A If the vehicle operates in series drive, running at the minimum power point A in the economic operating range, the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → drive motor controller 32 → drive motor 5 → reduction gearbox 7 → wheel 9; at the same time, hydrogen internal combustion engine 1 and range extender generator 2 charge power battery 4, and the energy flow is: hydrogen storage tank 8 → hydrogen internal combustion engine 1 → range extender generator 2 → generator controller 31 → power battery 4.

[0265] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0266] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM (Read-Only Memory) / RAM (Random Access Memory), magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0267] According to another aspect of the embodiments of this application, a hydrogen internal combustion engine range extender power system control device for implementing the above-described hydrogen internal combustion engine range extender power system control method is also provided. Figure 10 This is a structural block diagram of an optional hydrogen internal combustion engine range extender power system control device according to an embodiment of this application, such as... Figure 10 As shown, the device may include:

[0268] The first acquisition module 21 is used to acquire the current power demand of the target vehicle;

[0269] The second acquisition module 22 is used to acquire the current state of charge of the power battery in the hydrogen internal combustion engine range extender power system of the target vehicle.

[0270] The determination module 23 is used to determine the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge. Under any target operating condition in which the hydrogen internal combustion engine is in operation, the hydrogen internal combustion engine is used to drive the range extender generator to generate electricity and supply power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender system. The hydrogen internal combustion engine operates according to the excess air coefficient. The energy flow mode is used to indicate the flow path of electrical energy in the target vehicle.

[0271] The control module 24 is used to control the hydrogen internal combustion engine range extender system according to the target operating conditions and energy flow mode.

[0272] It should be noted that the first acquisition module 21 in this embodiment can be used to execute the above step P101, the second acquisition module 22 in this embodiment can be used to execute the above step P102, the determination module 23 in this embodiment can be used to execute the above step P103, and the control module 24 in this embodiment can be used to execute the above step P104.

[0273] In addition to the modules described above, the apparatus in this embodiment may also include modules that execute any method in any of the embodiments of the aforementioned hydrogen internal combustion engine range extender power system control methods.

[0274] It should be noted that the examples and application scenarios implemented by the above modules and corresponding steps are the same, but are not limited to the content disclosed in the above embodiments. It should be noted that the above modules, as part of the device, can operate in ways such as... Figure 1 The method shown can be implemented in either software or hardware within a hardware environment, where the hardware environment includes a network environment.

[0275] According to another aspect of the embodiments of this application, an electronic device for implementing the above-described hydrogen internal combustion engine range-extending power system control method is also provided. The electronic device may be a server, a terminal, or a combination thereof.

[0276] According to another embodiment of this application, an electronic device is also provided, comprising: Figure 11 As shown, the electronic device may include: a processor 1501, a communication interface 1502, a memory 1503, and a communication bus 1504, wherein the processor 1501, the communication interface 1502, and the memory 1503 communicate with each other through the communication bus 1504.

[0277] Memory 1503 is used to store computer programs;

[0278] When processor 1501 executes the program stored in memory 1503, it performs the following steps:

[0279] Step P101: Obtain the current power requirement of the target vehicle.

[0280] Step P102: Obtain the current state of charge of the power battery in the hydrogen internal combustion engine range extender system of the target vehicle.

[0281] Step P103: Based on the current power demand and current state of charge, determine the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system. Under any target operating condition in which the hydrogen internal combustion engine in the range extender system is in operation, the hydrogen internal combustion engine drives the range extender generator to generate electricity and supplies power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender system. The hydrogen internal combustion engine operates with an excess air coefficient. The energy flow mode is used to indicate the flow path of electrical energy in the target vehicle.

[0282] Step P104: Control the hydrogen internal combustion engine range extender system according to the target operating conditions and energy flow mode.

[0283] Optionally, in this embodiment, the communication bus can be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. This communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is used to represent it in the figure, but this does not mean that there is only one bus or one type of bus. The communication interface is used for communication between the aforementioned electronic device and other devices.

[0284] The memory may include random access memory (RAM) or non-volatile memory (NVM), such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0285] The processors mentioned above can be general-purpose processors, including but not limited to: CPU (Central Processing Unit), NP (Network Processor), etc.; they can also be DSP (Digital Signal Processor), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array) or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0286] According to another aspect of the embodiments of this application, an automobile is also provided, including: a hydrogen internal combustion engine range extender power system as described in any of the preceding embodiments and electronic devices as described above.

[0287] This application also provides a computer-readable storage medium, which includes a stored program, wherein the program executes the method steps of the above method embodiments when it runs.

[0288] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing program code, such as USB flash drives, ROMs, RAMs, portable hard drives, magnetic disks, or optical disks.

[0289] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0290] If the integrated units in the above embodiments are implemented as software functional units and sold or used as independent products, they can be stored in the aforementioned computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause one or more computer devices (which may be personal computers, servers, or network devices, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application.

[0291] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0292] In the several embodiments provided in this application, it should be understood that the disclosed client can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, indirect coupling or communication connection between units or modules, and may be electrical or other forms.

[0293] The units described as separate components may or may not be physically separate. 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 units can be selected to achieve the purpose of the solution provided in this embodiment, depending on actual needs.

[0294] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0295] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A control method for a hydrogen internal combustion engine range extender power system, characterized in that, include: Obtain the current power requirement of the target vehicle; Obtain the current state of charge of the power battery in the hydrogen internal combustion engine range extender power system of the target vehicle; Based on the current power demand and the current state of charge, the target operating conditions and energy flow patterns of the hydrogen internal combustion engine range extender system are determined. Under any target operating condition in which the hydrogen internal combustion engine in the range extender system is in operation, the hydrogen internal combustion engine drives the range extender generator to generate electricity and supplies power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender system. The hydrogen internal combustion engine operates with an excess air coefficient. The energy flow pattern is used to indicate the flow path of electrical energy in the target vehicle. The hydrogen internal combustion engine range extender system is controlled according to the target operating conditions and the energy flow pattern. The step of determining the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge includes: Obtain the current operating status of the target vehicle; When the current power demand is 0, the current operating state indicates the target vehicle's speed is 0, and the current state of charge is between the minimum state of charge value and the lower limit state of charge value, the target vehicle is determined to enter a parking idle state. The target operating condition is the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operating at the idle operating point. The energy flow mode is the first energy flow mode, wherein the minimum state of charge value is the minimum charge value under the preset accuracy requirement of the power battery's charge detection accuracy, the lower limit state of charge value is the minimum charge value of the power battery that can meet the power demand of the target vehicle, the minimum state of charge value is less than the lower limit state of charge value, the excess air coefficient of the hydrogen internal combustion engine operating at the idle operating point is between 1.2 and 3.2, and the first energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine charges the power battery. If the current power demand is 0, the current operating state indicates that the target vehicle speed is 0, and the current state of charge is greater than the lower limit state of charge value, then the target vehicle is determined to enter the parking stop state. When the current power demand is 0, the current operating state indicates that the target vehicle's speed is not 0, and the current state of charge is greater than the lower limit of the state of charge value, the target vehicle is determined to enter the energy recovery state. The target operating condition is that the hydrogen internal combustion engine is not running, the energy recovery subsystem of the hydrogen internal combustion engine range extender is running, and the energy flow mode is the second energy flow mode, wherein the second energy flow mode is that the electrical energy recovered through the energy recovery subsystem is used to charge the power battery.

2. The control method for a hydrogen internal combustion engine range extender power system according to claim 1, characterized in that, The process of obtaining the current power requirement of the target vehicle includes: Acquire the accelerator pedal opening signal of the target vehicle; The target power of the target vehicle is determined based on the opening signal; The current power requirement is determined by dividing the target power by the product of the efficiency of the motor controller, the efficiency of the drive motor, and the efficiency of the gearbox in the target vehicle.

3. The control method for a hydrogen internal combustion engine range extender power system according to claim 1, characterized in that, The step of determining the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge further includes: When the current power demand is greater than 0, it is determined whether the current state of charge is higher than the upper limit state of charge value, wherein the upper limit state of charge value is used to indicate the maximum charge value of the power battery for fast charging; If the current state of charge is higher than the upper limit of the state of charge value, determine whether the current power demand is greater than the discharge power of the power battery; When it is determined that the current power demand is less than or equal to the discharge power, the target operating condition is that the hydrogen internal combustion engine does not run, the power battery discharges and runs, and the energy flow mode is the third energy flow mode, wherein the third energy flow mode is: power is supplied to the drive motor only through the power battery; When it is determined that the current power demand is greater than the discharge power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the high-speed cruise target operating condition point, and the energy flow mode is the fourth energy flow mode, wherein the excess air coefficient of the hydrogen internal combustion engine is between 1.6 and 2.4 when operating at the high-speed cruise target operating condition point, and the fourth energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine supplies power to the drive motor.

4. The control method for a hydrogen internal combustion engine range extender power system according to claim 1, characterized in that, The step of determining the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge further includes: If the current power demand is not 0, determine whether the current state of charge is greater than the lower limit state of charge value and less than or equal to the upper limit state of charge value. The lower limit state of charge value is the minimum charge value that the power battery can meet the power demand of the target vehicle, and the upper limit state of charge value is used to indicate the maximum charge value of the power battery for fast charging. If it is determined that the current state of charge is greater than the lower limit state of charge value and less than or equal to the upper limit state of charge value, at least one of the following steps shall be performed: When it is determined that the current power demand is less than or equal to the discharge power of the power battery, the target operating condition is that the hydrogen internal combustion engine does not run, the power battery discharges and runs, and the energy flow mode is the third energy flow mode, wherein the third energy flow mode is: power is supplied to the drive motor only through the power battery; When it is determined that the current demand power is greater than the maximum power in the economic operating range, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the target operating condition point of high-speed cruise. The energy flow mode is the fifth energy flow mode, wherein the maximum power in the economic operating range is greater than the discharge power, the excess air coefficient of the hydrogen internal combustion engine is between 1.7 and 2.3 when operating at the target operating condition point of high-speed cruise, and the fifth energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine simultaneously supplies power to the drive motor and charges the power battery. When the current required power is determined to be less than or equal to the maximum power in the economic operating range, and greater than the difference between the maximum power in the economic operating range and the rechargeable power of the power battery, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the maximum power point in the economic operating range, and the energy flow mode is the fifth energy flow mode, wherein the excess air coefficient of the hydrogen internal combustion engine when operating at the maximum power point in the economic operating range is between 1.9 and 2.2; When it is determined that the current required power is less than or equal to the first maximum power value and greater than the difference between the second power in the economic operating region and the rechargeable power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the second power point in the economic operating region, and the energy flow mode is the fifth energy flow mode, wherein the first maximum power value is the maximum value of the difference between the maximum power in the economic operating region and the rechargeable power and the second power in the economic operating region, and the excess air coefficient of the hydrogen internal combustion engine operating at the second power point in the economic operating region is between 2.2 and 2.6; When the current required power is determined to be less than or equal to the second maximum power value and greater than the difference between the third power in the economic operating region and the rechargeable power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the third power point in the economic operating region, and the energy flow mode is the fifth energy flow mode, wherein the second maximum power value is the maximum value between the difference between the second power in the economic operating region and the rechargeable power and the third power in the economic operating region, and the excess air coefficient of the hydrogen internal combustion engine operating at the third power point in the economic operating region is between 1.9 and 2.2; When the current required power is determined to be less than or equal to the third maximum power value, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the minimum power point in the economic operating region, and the energy flow mode is the fifth energy flow mode. The third maximum power value is the maximum value of the difference between the three power values ​​in the economic operating region and the rechargeable power value, and the minimum power value in the economic operating region. The excess air coefficient of the hydrogen internal combustion engine when operating at the minimum power point in the economic operating region is between 1.9 and 2.

2.

5. The control method for a hydrogen internal combustion engine range extender power system according to claim 1, characterized in that, The step of determining the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge further includes: When the current required power is not 0, it is determined whether the current state of charge is greater than the minimum state of charge value and less than or equal to the lower limit state of charge value. The minimum state of charge value is the minimum charge value under the preset accuracy requirement for the power battery's charge detection accuracy. The lower limit state of charge value is the minimum charge value that the power battery can meet the power requirement of the target vehicle. If the current state of charge is determined to be at either the lower limit state of charge value or the upper limit state of charge value, at least one of the following steps shall be performed: When it is determined that the current power demand is greater than the maximum power in the economic operating range, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the target operating condition point of high-speed cruise. The energy flow mode is the fifth energy flow mode, wherein the fifth energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine simultaneously supplies power to the drive motor and charges the power battery. The excess air coefficient of the hydrogen internal combustion engine is between 1.7 and 2.3 when it operates at the target operating condition point of high-speed cruise. When the current required power is determined to be less than or equal to the maximum power in the economic operating range, and greater than the difference between the maximum power in the economic operating range and the rechargeable power of the power battery, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the maximum power point in the economic operating range. The energy flow mode is the fifth energy flow mode, wherein the fifth energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine simultaneously supplies power to the drive motor and charges the power battery, and the excess air coefficient of the hydrogen internal combustion engine when operating at the maximum power point in the economic operating range is between 1.9 and 2.

2. When it is determined that the current required power is less than or equal to the first maximum power value and greater than the difference between the second power in the economic operating region and the rechargeable power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the second power point in the economic operating region, and the energy flow mode is the fifth energy flow mode, wherein the first maximum power value is the maximum value of the difference between the maximum power in the economic operating region and the rechargeable power and the second power in the economic operating region, and the excess air coefficient of the hydrogen internal combustion engine operating at the second power point in the economic operating region is between 2.2 and 2.6; When the current required power is determined to be less than or equal to the second maximum power value and greater than the difference between the third power in the economic operating region and the rechargeable power, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the third power point in the economic operating region, and the energy flow mode is the fifth energy flow mode, wherein the second maximum power value is the maximum value of the difference between the second power in the economic operating region and the rechargeable power and the third power in the economic operating region, and the excess air coefficient of the hydrogen internal combustion engine operating at the third power point in the economic operating region is between 1.9 and 2.2; When the current required power is determined to be less than or equal to the third maximum power value, the target operating condition is that the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operates at the minimum power point in the economic operating region, and the energy flow mode is the fifth energy flow mode. The third maximum power value is the maximum value of the difference between the three power values ​​in the economic operating region and the rechargeable power value, and the minimum power value in the economic operating region. The excess air coefficient of the hydrogen internal combustion engine when operating at the minimum power point in the economic operating region is between 1.9 and 2.

2.

6. The control method for a hydrogen internal combustion engine range extender power system according to claim 1, characterized in that, The hydrogen internal combustion engine range extender power system includes: a hydrogen internal combustion engine, a range extender generator, a motor controller, a power battery, and a drive motor; The hydrogen internal combustion engine is connected to a hydrogen storage cylinder gas line for providing hydrogen, and the hydrogen internal combustion engine is mechanically connected to the range extender generator. Under any target operating condition in which the hydrogen internal combustion engine is in operation, the hydrogen internal combustion engine is used to drive the range extender generator to generate electricity and supply power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender power system, and the hydrogen internal combustion engine operates according to the excess air coefficient. The motor controller is electrically connected to the range extender generator, the drive motor, and the power battery, and is used to control the power generation of the range extender generator, the output power of the drive motor, and the charging power of the power battery.

7. The control method for a hydrogen internal combustion engine range extender power system according to claim 1, characterized in that, The hydrogen internal combustion engine range extender system also includes: an on-board charger and a gearbox; The power battery is electrically connected to the on-board charger and is used to receive charging through the on-board charger. The gearbox is mechanically connected to the drive motor and the wheels.

8. The control method for a hydrogen internal combustion engine range extender power system according to claim 6, characterized in that, In front-wheel drive vehicles, the generator controller and drive motor controller in the motor controller are integrated. In rear-wheel drive vehicles, the generator controller and drive motor controller in the motor controller are separate units.

9. A control device for a hydrogen internal combustion engine range-extending power system, characterized in that, include: The first acquisition module is used to acquire the current power requirement of the target vehicle; The second acquisition module is used to acquire the current state of charge of the power battery in the hydrogen internal combustion engine range extender power system of the target vehicle. The determination module is used to determine the target operating condition and energy flow mode of the hydrogen internal combustion engine range extender system based on the current power demand and the current state of charge. Under any target operating condition in which the hydrogen internal combustion engine is in operation, the hydrogen internal combustion engine drives the range extender generator to generate electricity and supplies power to the power battery and / or the drive motor in the hydrogen internal combustion engine range extender system. The hydrogen internal combustion engine operates with an excess air coefficient. The energy flow mode is used to indicate the flow path of electrical energy in the target vehicle. The control module is used to control the hydrogen internal combustion engine range extender system according to the target operating conditions and the energy flow mode; Specifically, the determining module is used for: Obtain the current operating status of the target vehicle; When the current power demand is 0, the current operating state indicates the target vehicle's speed is 0, and the current state of charge is between the minimum state of charge value and the lower limit state of charge value, the target vehicle is determined to enter a parking idle state. The target operating condition is the hydrogen internal combustion engine in the hydrogen internal combustion engine range extender system operating at the idle operating point. The energy flow mode is the first energy flow mode, wherein the minimum state of charge value is the minimum charge value under the preset accuracy requirement of the power battery's charge detection accuracy, the lower limit state of charge value is the minimum charge value of the power battery that can meet the power demand of the target vehicle, the minimum state of charge value is less than the lower limit state of charge value, the excess air coefficient of the hydrogen internal combustion engine operating at the idle operating point is between 1.2 and 3.2, and the first energy flow mode is that the electrical energy generated by the operation of the hydrogen internal combustion engine charges the power battery. If the current power demand is 0, the current operating state indicates that the target vehicle speed is 0, and the current state of charge is greater than the lower limit state of charge value, then the target vehicle is determined to enter the parking stop state. When the current power demand is 0, the current operating state indicates that the target vehicle's speed is not 0, and the current state of charge is greater than the lower limit of the state of charge value, the target vehicle is determined to enter the energy recovery state. The target operating condition is that the hydrogen internal combustion engine is not running, the energy recovery subsystem of the hydrogen internal combustion engine range extender is running, and the energy flow mode is the second energy flow mode, wherein the second energy flow mode is that the electrical energy recovered through the energy recovery subsystem is used to charge the power battery.

10. An electronic device comprising a processor, a communication interface, a memory, and a communication bus, wherein, The processor, the communication interface, and the memory communicate with each other via the communication bus, characterized in that... The memory is used to store computer programs; The processor is configured to perform the method steps of any one of claims 1 to 8 by running the computer program stored in the memory.

11. A car, characterized in that, include: The electronic device as claimed in claim 10.

12. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, wherein the computer program is configured to execute the steps of the method described in any one of claims 1 to 8 when it is run.

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