Dual fuel cell system and control method for heavy-duty commercial vehicles

Abstract

The present invention relates to a dual fuel cell system for a heavy-duty commercial vehicle, comprising a radiator assembly, a cooling fan controller, a vehicle controller, a first FCU, a first fuel cell system, a second fuel cell system, a second FCU, and an electronic three-way valve; the present invention also relates to a dual fuel cell control method for a heavy-duty commercial vehicle, comprising the steps of: the vehicle is powered on, and after an initialization process, it runs at an idle state; and a fuel cell power management sub-process and a fuel cell temperature management sub-process are executed simultaneously. The present invention performs real-time power distribution on the dual fuel cell system; enables one set of cooling system to simultaneously meet the cooling requirements of two sets of fuel cell systems; greatly reduces the space requirements for the layout of the vehicle; and simplifies the difficulty of cooling pipeline design.

Description

Technical Field

[0001] The present invention relates to the technical field of fuel cell vehicles, and in particular to a dual fuel cell system and a control method for a heavy-duty commercial vehicle. Background Art

[0002] Heavy-duty commercial vehicles using fuel cells must use high-power fuel cell systems to meet the requirements of driving range and high-speed operation.

[0003] However, due to the current limitations of fuel cell technology development, high-power fuel cell system technology, i.e. rated power > 150kW, is still immature, so a multi-fuel cell system solution is needed.

[0004] In order to simplify the system control, the existing multi-fuel cell system solution adopts an independent layout and control solution. For the fuel cell system, the power output is controlled separately, and two independent heat dissipation systems, intake and exhaust systems, and hydrogen supply systems are used respectively.

[0005] The defects of the prior art are:

[0006] 1. Since the existing technology adopts a dual radiator solution, the vehicle integration is low, the vehicle layout design is difficult, and the space occupied is large;

[0007] 2. Since the dual radiator piping design of the dual radiator solution in the prior art is more complicated, the design difficulty of the whole vehicle is further increased, and the subsequent maintenance difficulty and cost are also increased;

[0008] 3. Since the fuel cell system of the prior art is independently controlled and works, and the dual system has poor consistency due to natural defects, it affects the overall performance of the dual fuel cell system and cannot give full play to the optimal characteristics of the dual system. Summary of the invention

[0009] In view of the above problems, the present invention provides a dual fuel cell system and control method for a heavy-duty commercial vehicle, which aims to perform real-time power distribution for the dual fuel cell system; enable one set of heat dissipation system to simultaneously meet the heat dissipation requirements of two sets of fuel cell systems; greatly reduce the space requirements for the layout of the entire vehicle; and simplify the difficulty of heat dissipation pipeline design.

[0010] To solve the above problems, the technical solution provided by the present invention is:

[0011] like Figure 1 As shown, a dual fuel cell system for a heavy-duty commercial vehicle includes a radiator assembly, a cooling fan controller, a vehicle controller, a first FCU, a first fuel cell system, a second fuel cell system, a second FCU, and an electronic three-way valve; wherein:

[0012] The radiator assembly includes a water pump, a cooling fan, a cooling pipeline, and a coolant; the coolant outlet of the radiator assembly is connected to the coolant inlet of the electronic three-way valve;

[0013] The cooling fan controller is used to control the fan speed of the cooling fan and is coupled to the cooling fan electrical signal;

[0014] One coolant outlet of the electronic three-way valve is in communication with the coolant inlet of the first fuel cell system, and the other coolant outlet is in communication with the coolant inlet of the second fuel cell system;

[0015] The first FCU is electrically signal coupled to the vehicle controller and the second FCU respectively;

[0016] The coolant outlet of the first fuel cell system is in communication with the coolant inlet of the radiator assembly;

[0017] The coolant outlet of the second fuel cell system is in communication with the coolant inlet of the radiator assembly.

[0018] Preferably, the cooling fan controller is also electrically signal coupled to the first FCU;

[0019] The electronic three-way valve is also electrically signal coupled to the first FCU.

[0020] Preferably, the coolant outlet of the first fuel cell system and the coolant outlet of the second fuel cell system are connected to the coolant inlet of the radiator assembly through a tee, forming a coolant loop.

[0021] A dual fuel cell control method for a heavy-duty commercial vehicle using the dual fuel cell system of the heavy-duty commercial vehicle comprises the following steps:

[0022] S100. The vehicle is powered on and runs at idle speed after the initialization process;

[0023] S200. Execute Sa300 and Sb300 simultaneously;

[0024] Sa300. Execute fuel cell power management subprocess;

[0025] Sb300. Execute the fuel cell temperature management sub-process.

[0026] Preferably, S100 specifically includes the following steps:

[0027] S110. Monitor in real time whether the vehicle is powered on; then perform the following operations based on the monitoring results:

[0028] If the monitoring result is that the vehicle is not powered on by the key, the process returns to and executes S110 again;

[0029] If the monitoring result is that the vehicle has been powered on by the key, S120 is executed;

[0030] S120. Obtain the current vehicle state; then the vehicle controller determines whether the current vehicle state meets the manually preset fuel cell starting conditions; then, according to the judgment result, perform the following operations:

[0031] If the judgment result is that the current vehicle state does not meet the fuel cell starting condition, return to and execute S120 again;

[0032] If the judgment result is that the current vehicle state meets the fuel cell starting condition, executing S130;

[0033] S130. The vehicle controller sends a fuel cell start command to the first FCU;

[0034] S140. After receiving the fuel cell start-up instruction, the first FCU forwards it to the first fuel cell system and the second FCU at the same time; after receiving the fuel cell start-up instruction, the second FCU forwards it to the second fuel cell system;

[0035] S150. After receiving the fuel cell start-up instruction, the first fuel cell system and the second fuel cell system start up respectively;

[0036] S160. The first fuel cell system and the second fuel cell system operate in an idle state.

[0037] Preferably, the current vehicle state in S120 specifically includes a vehicle low-voltage power-on state, a vehicle high-voltage power-on state, a vehicle fault state, and a vehicle operating state;

[0038] The fuel cell starting conditions in S120 specifically include the fuel cell system fault state, hydrogen supply state, power battery SOC state, and stack cooling system state; wherein: the power battery SOC state includes the power battery SOC value; the stack cooling system state includes the coolant level normal flag and the communication normal flag;

[0039] S120 determines whether the current vehicle state meets the fuel cell starting condition, specifically including the following steps:

[0040] S121. According to the low-voltage power-on state of the vehicle and the high-voltage power-on state of the vehicle, determine whether the vehicle is powered on at high voltage; then perform the following operations according to the judgment result:

[0041] If the judgment result is that the vehicle is not powered by high voltage, then the judgment result of S120 is determined to be not in compliance with the fuel cell starting condition;

[0042] If the judgment result is that the vehicle is powered on at high voltage, execute S122;

[0043] S122. According to the vehicle fault status, determine whether the vehicle has a serious fault; then perform the following operations according to the judgment result:

[0044] If the judgment result is that the vehicle has a serious fault, then the judgment result of S120 is determined to be not meeting the fuel cell starting condition;

[0045] If the judgment result is that the vehicle does not have a serious fault, execute S123;

[0046] S123. Read the power battery SOC value in the power battery SOC state; then compare the power battery SOC value with the manually preset allowable fuel cell operating range; then perform the following operations according to the comparison result:

[0047] If the comparison result is that the power battery SOC value does not fall within the allowable fuel cell operating range, the determination result of S120 is that the fuel cell starting condition is not met;

[0048] If the comparison result is that the power battery SOC value falls within the allowable fuel cell operating range, executing S124;

[0049] S124. The first FCU monitors the fault status information sent by the hydrogen supply system in real time, and then performs the following operations according to the fault status information of the hydrogen supply system:

[0050] If the fault status information of the hydrogen supply system is a hydrogen supply system fault, the determination result of S120 is that the fuel cell starting condition is not met;

[0051] If the fault status information of the hydrogen supply system indicates that the hydrogen supply system has no fault, executing S125;

[0052] S125. The first FCU monitors the fault status information sent by the cooling fan controller in real time, and then performs the following operations according to the fault status information of the cooling fan controller:

[0053] If the fault status information of the cooling fan controller is a cooling system fault, the determination result of S120 is that the fuel cell starting condition is not met;

[0054] If the fault status information of the cooling fan controller indicates that the cooling system has no fault, executing S126;

[0055] S126. The first FCU monitors the fault status information sent by the second FCU in real time, and then performs the following operations according to the fault status information of the second FCU:

[0056] If the fault status information of the second FCU is a second fuel system fault, the determination result of S120 is that the fuel cell startup condition is not met;

[0057] If the fault status information of the second FCU indicates that the second fuel system has no fault, executing S127;

[0058] S127. The first FCU inspects the first fuel cell system and then performs the following operations according to the inspection result:

[0059] If the inspection result of the first FCU on the first fuel cell system is that the first fuel system is faulty, the determination result of S120 is that the fuel cell startup condition is not met;

[0060] If the first FCU checks the first fuel cell system and finds that the first fuel system has no faults, the result of determination S120 is that the fuel cell startup condition is met.

[0061] Preferably, the fuel cell power management sub-process specifically includes the following steps:

[0062] Sa310. Obtain the rated power of a single fuel cell system and the required power of the whole vehicle in real time;

[0063] Sa320. Compare the relationship between the rated power of the single fuel cell system and the required power of the whole vehicle; then perform the following operations according to the comparison result:

[0064] If the relationship between the rated power of the single fuel cell system and the required power of the entire vehicle is 0<P D ≤P e , then execute Sa330; where: P e is the rated power of the single fuel cell system, which is a fixed value; P D is the vehicle power requirement, which is a variable value adjusted in real time according to the vehicle system requirements;

[0065] If the relationship between the rated power of the single fuel cell system and the required power of the whole vehicle is P e <P D ≤1.5P e , then execute Sa340;

[0066] If the relationship between the rated power of the single fuel cell system and the required power of the whole vehicle is 1.5Pe <P D ≤2P e , then execute Sa350;

[0067] Sa330. The first fuel cell system and the second fuel cell system are operated simultaneously, and the operating power of the first fuel cell system is set to half of the required power of the whole vehicle, expressed as The operating power of the second fuel cell system is set to half of the required power of the whole vehicle, expressed as Then execute Sa360;

[0068] Sa340. The first fuel cell system and the second fuel cell system operate simultaneously, and the operating power of the first fuel cell system is fixedly set to half of the rated power of the single fuel cell system, expressed as The second fuel cell system operates in a variable load mode; in the variable load mode, the operating power of the second fuel cell system is expressed as follows:

[0069]

[0070] Where: P 2 is the operating power of the second fuel cell system in the variable load mode;

[0071] Then execute Sa360;

[0072] Sa350. The first fuel cell system and the second fuel cell system operate simultaneously, and the operating power of the second fuel cell system is fixedly set to the rated power of the single fuel cell system, and the first fuel cell system operates in a variable load mode; in the variable load mode, the operating power of the first fuel cell system is expressed as follows:

[0073] P 1 =P D -P e

[0074] Where: P 1 is the operating power of the first fuel cell system in the variable load mode;

[0075] Then execute Sa360;

[0076] Sa360 monitors whether the vehicle is powered on; then, based on the monitoring results, performs the following operations:

[0077] If the monitoring result shows that the vehicle is still powered on, return to and execute Sa310 again;

[0078] If the monitoring result shows that the vehicle has been powered off, the entire process of the dual fuel cell control method is terminated.

[0079] Preferably, the fuel cell temperature management sub-process specifically includes the following steps:

[0080] Sb310 real-time acquisition of the current operating power of the first fuel cell system, the current operating power of the second fuel cell system;

[0081] Sb320. Compare the magnitude relationship between the current operating power of the first fuel cell system and the current operating power of the second fuel cell system; then perform the following operations based on the comparison result:

[0082] If the comparison result is that the current operating power of the first fuel cell system is equal to the current operating power of the second fuel cell system, execute Sb330;

[0083] If the comparison result is that the current operating power of the first fuel cell system is greater than the current operating power of the second fuel cell system, then execute Sb340;

[0084] If the comparison result is that the current operating power of the first fuel cell system is less than the current operating power of the second fuel cell system, then execute Sb350;

[0085] Sb330. The first FCU controls the electronic three-way valve to be centered so that the heat dissipation power obtained by the first fuel cell system and the second fuel cell system is consistent;

[0086] Sb340. Execute the first fuel cell system heat dissipation priority strategy;

[0087] Sb350. Execute the second fuel cell system heat dissipation priority strategy;

[0088] Sb360 monitors whether the vehicle is powered on; then performs the following operations based on the monitoring results:

[0089] If the monitoring result shows that the vehicle is still powered on, return to and execute Sb310 again;

[0090] If the monitoring result shows that the vehicle has been powered off, the entire process of the dual fuel cell control method is terminated.

[0091] Preferably, the first fuel cell system heat dissipation priority strategy in Sb340 specifically includes the following steps:

[0092] Sb341. The first FCU calculates the required speed of the cooling fan of the first fuel cell system;

[0093] Sb342. The first FCU sends the required speed of the cooling fan of the first fuel cell system to the cooling fan controller;

[0094] Sb343. The cooling fan controller executes the current cooling fan speed according to the cooling fan required speed of the first fuel cell system;

[0095] Sb344. The first FCU adjusts the opening of the electronic three-way valve until the flow distribution of the coolant satisfies the heat dissipation requirements of the first fuel cell system and the second fuel cell system at the same time;

[0096] The second fuel cell system heat dissipation priority strategy in Sb350 specifically includes the following steps:

[0097] Sb351. The first FCU initiates a query to the second FCU; the second FCU calculates the required speed of the cooling fan of the second fuel cell system; and then sends the required speed of the cooling fan of the second fuel cell system to the first FCU;

[0098] Sb352. The first FCU sends the required speed of the cooling fan of the second fuel cell system to the cooling fan controller;

[0099] Sb353. The cooling fan controller executes the current cooling fan speed according to the cooling fan required speed of the second fuel cell system;

[0100] Sb354. The first FCU adjusts the opening of the electronic three-way valve until the flow distribution of the coolant satisfies the heat dissipation requirements of the first fuel cell system and the second fuel cell system at the same time.

[0101] Preferably, the opening of the electronic three-way valve is calculated by the first FCU and the second FCU according to the water inlet temperature at the electronic three-way valve, the current cooling fan speed, the power output state of the first fuel cell system, and the power output state of the second fuel cell system, and is controlled and adjusted by the first FCU;

[0102] The first FCU controls the water pump speed of the water pump inside the first fuel cell system and the thermostat opening of the thermostat according to the opening of the electronic three-way valve and the heat dissipation requirement of the first fuel cell system;

[0103] The second FCU controls the water pump speed of the water pump inside the second fuel cell system and the thermostat opening of the thermostat according to the opening of the electronic three-way valve and the heat dissipation requirement of the second fuel cell system.

[0104] Compared with the prior art, the present invention has the following advantages:

[0105] 1. Since the present invention adopts a dual fuel cell system power output control strategy based on the required power and the state of the fuel cell system which is not disclosed in the prior art, real-time power allocation of the dual fuel cell system is achieved;

[0106] 2. Since the present invention adopts a dual fuel cell system temperature management strategy based on the required power and the state of the fuel cell system which is not disclosed in the prior art, it is possible to make one cooling system meet the cooling requirements of two fuel cell systems at the same time;

[0107] 3. Since the present invention uses only one heat dissipation system to meet the heat dissipation requirements of two fuel cell systems at the same time, the space requirements for the layout of the entire vehicle are greatly reduced, and the difficulty of heat dissipation pipeline design is further simplified. BRIEF DESCRIPTION OF THE DRAWINGS

[0108] Figure 1 A schematic diagram of the system structure of a specific embodiment of the present invention;

[0109] Figure 2 It is a schematic flow chart of a fuel cell power management sub-process according to a specific embodiment of the present invention;

[0110] Figure 3 It is a flowchart of a fuel cell temperature management sub-process according to a specific embodiment of the present invention.

[0111] Among them: 1. Radiator assembly, 2. Cooling fan controller, 3. Vehicle controller, 4. Second fuel cell system, 5. Second FCU, 6. First FCU, 7. First fuel cell system, 8. Electronic three-way valve. DETAILED DESCRIPTION

[0112] The present invention is further explained below in conjunction with specific embodiments. It should be understood that these embodiments are only used to illustrate the present invention and are not used to limit the scope of the present invention. After reading the present invention, various equivalent forms of modifications to the present invention by those skilled in the art all fall within the scope defined by the claims attached to this application.

[0113] It should be noted in advance that a heavy-duty commercial vehicle using a dual fuel cell system generally includes two identical fuel cell systems, namely a first fuel cell system 7 and a second fuel cell system 4; and these two identical fuel cell systems share a fuel cell cooling radiator system.

[0114] It should be further explained in advance that in order to ensure the consistency of the performance degradation of the dual fuel cell system, the two fuel cell systems need to work synchronously.

[0115] It needs to be further explained in advance that, although the two fuel cell systems work synchronously, a master-slave relationship needs to be set up at the control level, that is, a master-slave fuel cell controller FCU is set up; specifically, the first FCU6 corresponding to the first fuel cell system 7 is responsible for communicating with the whole vehicle, receiving instructions from the whole vehicle, and feedback on the status of the two fuel cell systems; the second FCU5 corresponding to the second fuel cell system 4 only communicates with the first FCU6, and the working status of the second fuel cell system 4 is controlled by the first FCU6.

[0116] A dual fuel cell system for a heavy-duty commercial vehicle includes a radiator assembly 1, a cooling fan controller 2, a vehicle controller 3, a first FCU 6, a first fuel cell system 7, a second fuel cell system 4, a second FCU 5, and an electronic three-way valve 8; wherein:

[0117] The radiator assembly 1 includes a water pump, a cooling fan, a cooling pipeline, and a coolant; the coolant outlet of the radiator assembly 1 is connected to the coolant inlet of the electronic three-way valve 8.

[0118] The cooling fan controller 2 is used to control the fan speed of the cooling fan and is coupled to the cooling fan electrical signal;

[0119] In this specific embodiment, the cooling fan controller 2 is also electrically signal coupled to the first FCU 6 .

[0120] One coolant outlet of the electronic three-way valve 8 is communicated with the coolant inlet of the first fuel cell system 7 , and the other coolant outlet is communicated with the coolant inlet of the second fuel cell system 4 .

[0121] In this specific embodiment, the electronic three-way valve 8 is also electrically signal coupled to the first FCU 6 .

[0122] The first FCU 6 is electrically signal coupled to the vehicle controller 3 and the second FCU 5 respectively.

[0123] The coolant outlet of the first fuel cell system 7 is in communication with the coolant inlet of the radiator assembly 1 .

[0124] The coolant outlet of the second fuel cell system 4 is in communication with the coolant inlet of the radiator assembly 1 .

[0125] In this specific embodiment, the coolant outlet of the first fuel cell system 7 and the coolant outlet of the second fuel cell system 4 are connected to the coolant inlet of the radiator assembly 1 through a tee, forming a coolant loop.

[0126] A dual fuel cell control method for a heavy-duty commercial vehicle utilizing a dual fuel cell system of a heavy-duty commercial vehicle comprises the following steps:

[0127] S100. The vehicle is powered on and runs at idle speed after the initialization process.

[0128] In this specific embodiment, S100 specifically includes the following steps:

[0129] S110. Monitor in real time whether the vehicle is powered on; then perform the following operations based on the monitoring results:

[0130] If the monitoring result is that the vehicle is not powered on by the key, the process returns to and executes S110 again.

[0131] If the monitoring result is that the vehicle has been powered on by the key, S120 is executed.

[0132] S120. Obtain the current vehicle state; then the vehicle controller 3 determines whether the current vehicle state meets the manually preset fuel cell starting conditions.

[0133] In this specific embodiment, the current vehicle status in S120 specifically includes the vehicle low-voltage power-on status, the vehicle high-voltage power-on status, the vehicle fault status, and the vehicle operation status.

[0134] In this specific embodiment, the fuel cell starting conditions in S120 specifically include the fuel cell system fault status, hydrogen supply status, power battery SOC status, and stack cooling system status; among which: the power battery SOC status includes the power battery SOC value; the stack cooling system status includes the coolant level normal flag and the communication normal flag.

[0135] In this specific embodiment, determining whether the current vehicle state meets the fuel cell starting conditions in S120 specifically includes the following steps:

[0136] S121. According to the low-voltage power-on state and the high-voltage power-on state of the vehicle, determine whether the vehicle is powered on at high voltage; then perform the following operations according to the judgment result:

[0137] If the judgment result is that the vehicle is not powered by high voltage, then the judgment result of S120 is determined to be that the fuel cell starting condition is not met.

[0138] If the judgment result is that the vehicle is powered on at high voltage, S122 is executed.

[0139] S122. According to the fault status of the vehicle, determine whether the vehicle has a serious fault; then perform the following operations according to the judgment result:

[0140] If the judgment result is that the vehicle has a serious fault, then the judgment result of S120 is determined to be that the fuel cell starting condition is not met.

[0141] If the judgment result is that the vehicle does not have a serious fault, S123 is executed.

[0142] S123. Read the power battery SOC value in the power battery SOC state; then compare the power battery SOC value with the manually preset allowable fuel cell operating range; then perform the following operations based on the comparison result:

[0143] If the comparison result is that the power battery SOC value does not fall within the allowed fuel cell operating range, the determination result of S120 is that the fuel cell starting condition is not met.

[0144] If the comparison result is that the power battery SOC value falls within the allowable fuel cell operating range, S124 is executed.

[0145] In this specific embodiment, if the power battery SOC value is higher than 80%, it means that the power battery SOC is too high, and the fuel cell is not allowed to start working at this time.

[0146] S124. The first FCU6 monitors the fault status information sent by the hydrogen supply system in real time, and then performs the following operations according to the fault status information of the hydrogen supply system:

[0147] If the fault status information of the hydrogen supply system is a hydrogen supply system fault, the determination result of S120 is that the fuel cell start-up condition is not met.

[0148] If the fault status information of the hydrogen supply system indicates that the hydrogen supply system has no fault, S125 is executed.

[0149] S125. The first FCU 6 monitors the fault status information sent by the cooling fan controller 2 in real time, and then performs the following operations according to the fault status information of the cooling fan controller 2:

[0150] If the fault status information of the cooling fan controller 2 is a cooling system fault, the determination result of S120 is that the fuel cell startup condition is not met.

[0151] If the fault status information of the cooling fan controller 2 indicates that the cooling system has no fault, S126 is executed.

[0152] S126. The first FCU6 monitors the fault status information sent by the second FCU5 in real time, and then performs the following operations according to the fault status information of the second FCU5:

[0153] If the fault status information of the second FCU 5 is a second fuel system fault, the determination result of S120 is that the fuel cell startup condition is not met.

[0154] If the fault status information of the second FCU 5 indicates that the second fuel system has no fault, S127 is executed.

[0155] S127. The first FCU 6 inspects the first fuel cell system 7 and then performs the following operations according to the inspection results:

[0156] If the inspection result of the first FCU 6 on the first fuel cell system 7 is that the first fuel system is faulty, the determination result of S120 is that the fuel cell startup condition is not met.

[0157] If the first FCU 6 checks the first fuel cell system 7 and the result is that the first fuel system has no fault, then the result of determination S120 is that the fuel cell startup condition is met.

[0158] Then, according to the judgment result, perform the following operations:

[0159] If the judgment result is that the current vehicle state does not meet the fuel cell starting condition, the process returns to and executes S120 again.

[0160] If the judgment result is that the current vehicle state meets the fuel cell starting condition, S130 is executed.

[0161] S130. The vehicle controller 3 sends a fuel cell start-up instruction to the first FCU 6.

[0162] S140. After receiving the fuel cell startup instruction, the first FCU6 forwards it to the first fuel cell system 7 and the second FCU5 at the same time; after receiving the fuel cell startup instruction, the second FCU5 forwards it to the second fuel cell system 4.

[0163] S150. After receiving the fuel cell start-up instruction, the first fuel cell system 7 and the second fuel cell system 4 start up respectively.

[0164] S160. The first fuel cell system and the second fuel cell system operate in an idle state.

[0165] S200. Execute Sa300 and Sb300 simultaneously.

[0166] like Figure 2 As shown, Sa300 executes the fuel cell power management sub-process.

[0167] In this specific embodiment, the fuel cell power management sub-process specifically includes the following steps:

[0168] Sa310. Obtain the rated power of a single fuel cell system and the required power of the entire vehicle in real time.

[0169] Sa320. Compare the relationship between the rated power of a single fuel cell system and the required power of the entire vehicle; then perform the following operations based on the comparison results:

[0170] If the relationship between the rated power of a single fuel cell system and the required power of the entire vehicle is 0<P D ≤P e , then execute Sa330; where: P e is the rated power of a single fuel cell system, which is a fixed value; P D is the required power of the vehicle, and is a variable value adjusted in real time according to the requirements of the vehicle system;

[0171] If the relationship between the rated power of a single fuel cell system and the required power of the vehicle is P e <P D ≤1.5P e , then execute Sa340.

[0172] If the relationship between the rated power of a single fuel cell system and the required power of the vehicle is 1.5P e <P D ≤2P e , then execute Sa350.

[0173] Sa330. The first fuel cell system 7 and the second fuel cell system 4 are operated simultaneously, and the operating power of the first fuel cell system 7 is set to half of the required power of the whole vehicle, expressed as The operating power of the second fuel cell system 4 is set to half of the required power of the whole vehicle, expressed as Then execute Sa360.

[0174] Sa340. The first fuel cell system 7 and the second fuel cell system 4 operate simultaneously, and the operating power of the first fuel cell system 7 is fixedly set to half of the rated power of a single fuel cell system, expressed as The second fuel cell system 4 operates in a variable load mode; in the variable load mode, the operating power of the second fuel cell system 4 is expressed by formula (1):

[0175]

[0176] Where: P 2 is the operating power of the second fuel cell system 4 in the variable load mode.

[0177] Then execute Sa360.

[0178] It should be noted that the principle of Sa340 is that the first fuel cell system 7 maintains constant power operation, and the second fuel cell system 4 performs variable load operation according to demand response; in this state, the first fuel cell system 7 operates at constant power, which can slow down the life and performance degradation caused by frequent load changes.

[0179] Sa350. The first fuel cell system 7 and the second fuel cell system 4 operate simultaneously, and the operating power of the second fuel cell system 4 is fixedly set to the rated power of a single fuel cell system, and the first fuel cell system 7 operates in a variable load mode; in the variable load mode, the operating power of the first fuel cell system 7 is expressed according to formula (2):

[0180] P 1 =P D -P e (2)

[0181] Where: P 1 is the operating power of the first fuel cell system 7 in the variable load mode.

[0182] Then execute Sa360.

[0183] It should be noted that the principle of Sa350 is that the second fuel cell system 4 maintains constant power operation, and the first fuel cell system 7 performs variable load operation according to demand response; in this state, the second fuel cell system 4 operates at constant power, which can slow down the life and performance degradation caused by frequent load changes.

[0184] It should be further emphasized that the working state and power output of the second fuel cell system 4 are both determined by the first FCU 6 according to the requirements of the vehicle, and the power is distributed through state judgment and control of the second FCU 5 .

[0185] Sa360 monitors whether the vehicle is powered on; then, based on the monitoring results, performs the following operations:

[0186] If the monitoring result shows that the vehicle is still powered on, return to and execute Sa310 again.

[0187] If the monitoring result shows that the vehicle has been powered off, the entire process of the dual fuel cell control method is terminated.

[0188] like Figure 3 As shown, Sb300 executes the fuel cell temperature management sub-process.

[0189] In this specific embodiment, the fuel cell temperature management sub-process specifically includes the following steps:

[0190] Sb310. Obtain the current operating power of the first fuel cell system 7 and the current operating power of the second fuel cell system 4 in real time.

[0191] Sb320 compares the current operating power of the first fuel cell system 7 and the current operating power of the second fuel cell system 4; then, according to the comparison result, perform the following operations:

[0192] If the comparison result is that the current operating power of the first fuel cell system 7 is equal to the current operating power of the second fuel cell system 4, Sb330 is executed.

[0193] If the comparison result is that the current operating power of the first fuel cell system 7 is greater than the current operating power of the second fuel cell system 4, Sb340 is executed.

[0194] If the comparison result is that the current operating power of the first fuel cell system is less than the current operating power of the second fuel cell system, Sb350 is executed.

[0195] Sb330. The first FCU6 controls the electronic three-way valve 8 to be centered so that the heat dissipation power obtained by the first fuel cell system 7 and the second fuel cell system 4 is consistent.

[0196] At this time, the first fuel cell system 7 and the second fuel cell system 4 operate at the same power and have the same heat dissipation requirements. The first FCU 6 controls the cooling fan to operate at the current required speed, and the three-way valve is in the middle position.

[0197] Sb340. Execute the heat dissipation priority strategy of the first fuel cell system 7.

[0198] In this specific embodiment, the heat dissipation priority strategy of the first fuel cell system 7 in Sb340 specifically includes the following steps:

[0199] Sb341. The first FCU 6 calculates the required speed of the cooling fan of the first fuel cell system 7 .

[0200] Sb342. The first FCU 6 sends the required speed of the cooling fan of the first fuel cell system 7 to the cooling fan controller 2.

[0201] Sb343. The cooling fan controller 2 executes the current cooling fan speed according to the obtained cooling fan required speed of the first fuel cell system 7.

[0202] Sb344. The first FCU 6 adjusts the opening of the electronic three-way valve 8 until the flow distribution of the coolant satisfies the heat dissipation requirements of the first fuel cell system 7 and the second fuel cell system 4 at the same time.

[0203] Sb350. Execute the heat dissipation priority strategy of the second fuel cell system 4.

[0204] In this specific embodiment, the heat dissipation priority strategy of the second fuel cell system 4 in Sb350 specifically includes the following steps:

[0205] Sb351. The first FCU6 sends a query to the second FCU5; the second FCU5 calculates the required speed of the cooling fan of the second fuel cell system 4; and then sends the required speed of the cooling fan of the second fuel cell system 4 to the first FCU6.

[0206] Sb352. The first FCU 6 sends the required rotation speed of the cooling fan of the second fuel cell system 4 to the cooling fan controller 2.

[0207] Sb353. The cooling fan controller 2 executes the current cooling fan speed according to the obtained cooling fan required speed of the second fuel cell system 4.

[0208] Sb354. The first FCU 6 adjusts the opening of the electronic three-way valve 8 until the flow distribution of the coolant satisfies the heat dissipation requirements of the first fuel cell system 7 and the second fuel cell system 4 at the same time.

[0209] Sb360 monitors whether the vehicle is powered on; then performs the following operations based on the monitoring results:

[0210] If the monitoring result shows that the vehicle is still powered on, the process returns to and executes Sb310 again.

[0211] If the monitoring result shows that the vehicle has been powered off, the entire process of the dual fuel cell control method is terminated.

[0212] In this specific embodiment, the opening degree of the electronic three-way valve 8 is calculated by the first FCU6 and the second FCU5 based on the water inlet temperature at the electronic three-way valve 8, the current cooling fan speed, the power output state of the first fuel cell system 7, and the power output state of the second fuel cell system 4, and is controlled and adjusted by the first FCU6.

[0213] In this specific embodiment, the first FCU 6 controls the water pump speed of the water pump inside the first fuel cell system 7 and the thermostat opening of the thermostat according to the opening of the electronic three-way valve 8 and the heat dissipation requirement of the first fuel cell system 7 .

[0214] In this specific embodiment, the second FCU 5 controls the water pump speed of the water pump inside the second fuel cell system 4 and the thermostat opening of the thermostat according to the opening of the electronic three-way valve 8 and the heat dissipation requirement of the second fuel cell system 4 .

[0215] In the above detailed description, various features are grouped together in a single embodiment to simplify the disclosure. This method of disclosure should not be interpreted as reflecting an intention that the embodiments of the claimed subject matter require more features than are clearly stated in each claim. On the contrary, as reflected in the appended claims, the invention is in a state of having less than all the features of the disclosed individual embodiments. Therefore, the appended claims are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate preferred embodiment of the invention.

[0216] The disclosed embodiments are described above to enable any person skilled in the art to implement or use the present invention. Various modifications of these embodiments are obvious to those skilled in the art, and the general principles defined herein may also be applied to other embodiments without departing from the spirit and scope of the present disclosure. Therefore, the present disclosure is not limited to the embodiments given herein, but is consistent with the broadest scope of the principles and novel features disclosed in this application.

[0217] The above description includes examples of one or more embodiments. Of course, it is not possible to describe all possible combinations of components or methods for the purpose of describing the above embodiments, but it should be recognized by those skilled in the art that the various embodiments may be further combined and arranged. Therefore, the embodiments described herein are intended to cover all such changes, modifications and variations that fall within the scope of protection of the appended claims. In addition, with respect to the term "comprising" used in the specification or claims, the word is covered in a manner similar to the term "including", just as "including," is explained as a transitional word in the claims. In addition, any term "or" used in the specification of the claims is intended to mean "non-exclusive or".

[0218] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A dual fuel cell control method for a heavy commercial vehicle, characterized in that: A dual fuel cell system of a heavy-duty commercial vehicle is used; the dual fuel cell system of the heavy-duty commercial vehicle comprises a radiator assembly (1), a cooling fan controller (2), a vehicle controller (3), a second fuel cell system (4), a second FCU (5), a first FCU (6), a first fuel cell system (7), and an electronic three-way valve (8); wherein: One coolant outlet of the electronic three-way valve (8) is in communication with the coolant inlet of the first fuel cell system (7), and the other coolant outlet is in communication with the coolant inlet of the second fuel cell system (4); The first FCU (6) is electrically signal coupled to the vehicle controller (3) and the second FCU (5) respectively; The coolant outlet of the first fuel cell system (7) and the coolant outlet of the second fuel cell system (4) are both in communication with the coolant inlet of the radiator assembly (1); The dual fuel cell control method for a heavy commercial vehicle comprises the following steps: S100. The vehicle is powered on and runs at idle speed after the initialization process; S200. Execute Sa300 and Sb300 simultaneously; Sa300. Execute fuel cell power management subprocess; Sb300. Execute the fuel cell temperature management sub-process; wherein: The fuel cell temperature management sub-process specifically includes the following steps: Sb310. Real-time acquisition of the current operating power of the first fuel cell system (7) and the current operating power of the second fuel cell system (4); Sb320. Compare the magnitude relationship between the current operating power of the first fuel cell system (7) and the current operating power of the second fuel cell system (4); then perform the following operations based on the comparison result: If the comparison result is that the current operating power of the first fuel cell system (7) is equal to the current operating power of the second fuel cell system (4), execute Sb330; If the comparison result is that the current operating power of the first fuel cell system (7) is greater than the current operating power of the second fuel cell system (4), then Sb340 is executed; If the comparison result is that the current operating power of the first fuel cell system (7) is less than the current operating power of the second fuel cell system (4), then Sb350 is executed; Sb330. The first FCU (6) controls the electronic three-way valve (8) to be centered so that the heat dissipation power obtained by the first fuel cell system (7) and the second fuel cell system (4) is consistent; Sb340. Execute the first fuel cell system (7) heat dissipation priority strategy; Sb350 executes the second fuel cell system (4) heat dissipation priority strategy; Sb360 monitors whether the vehicle is powered on; then performs the following operations based on the monitoring results: If the monitoring result shows that the vehicle is still powered on, return to and execute Sb310 again; If the monitoring result shows that the vehicle has been powered off, the entire process of the dual fuel cell control method is terminated.

2. The dual fuel cell control method for a heavy commercial vehicle according to claim 1, characterized in that: The radiator assembly (1) further comprises a water pump, a cooling fan, a cooling pipeline, and a coolant; the coolant outlet of the radiator assembly (1) is connected to the coolant inlet of the electronic three-way valve (8); The cooling fan controller (2) is used to control the fan speed of the cooling fan and is coupled to the electrical signal of the cooling fan.

3. The dual fuel cell control method for a heavy commercial vehicle according to claim 2, characterized in that: The cooling fan controller (2) is also electrically signal coupled to the first FCU (6); The electronic three-way valve (8) is also electrically signal coupled to the first FCU (6).

4. The dual fuel cell control method for a heavy commercial vehicle according to claim 3, characterized in that: The coolant outlet of the first fuel cell system (7) and the coolant outlet of the second fuel cell system (4) are connected to the coolant inlet of the radiator assembly (1) through a tee, thereby forming a coolant loop.

5. The dual fuel cell control method for a heavy commercial vehicle according to claim 4, characterized in that: S100 specifically includes the following steps: S110. Monitor in real time whether the vehicle is powered on; then perform the following operations based on the monitoring results: If the monitoring result is that the vehicle is not powered on by the key, the process returns to and executes S110 again; If the monitoring result is that the vehicle has been powered on by the key, S120 is executed; S120. Obtain the current vehicle state; then the vehicle controller (3) determines whether the current vehicle state meets the manually preset fuel cell starting conditions; then, according to the determination result, perform the following operations: If the judgment result is that the current vehicle state does not meet the fuel cell starting condition, return to and execute S120 again; If the judgment result is that the current vehicle state meets the fuel cell starting condition, executing S130; S130. The vehicle controller (3) sends a fuel cell start instruction to the first FCU (6); S140. After receiving the fuel cell start-up instruction, the first FCU (6) forwards it to the first fuel cell system (7) and the second FCU (5) at the same time; after receiving the fuel cell start-up instruction, the second FCU (5) forwards it to the second fuel cell system (4); S150. After receiving the fuel cell start-up instruction, the first fuel cell system (7) and the second fuel cell system (4) start up respectively; S160. The first fuel cell system (7) and the second fuel cell system (4) operate in an idle state.

6. The dual fuel cell control method for a heavy commercial vehicle according to claim 5, characterized in that: The current vehicle status in S120 specifically includes the vehicle low-voltage power-on status, the vehicle high-voltage power-on status, the vehicle fault status, and the vehicle running status; The fuel cell starting conditions in S120 specifically include the fuel cell system fault state, hydrogen supply state, power battery SOC state, and stack cooling system state; wherein: the power battery SOC state includes the power battery SOC value; the stack cooling system state includes the coolant level normal flag and the communication normal flag; S120 determines whether the current vehicle state meets the fuel cell starting condition, specifically including the following steps: S121. According to the low-voltage power-on state of the vehicle and the high-voltage power-on state of the vehicle, determine whether the vehicle is powered on at high voltage; then perform the following operations according to the judgment result: If the judgment result is that the vehicle is not powered by high voltage, then the judgment result of S120 is determined to be not in compliance with the fuel cell starting condition; If the judgment result is that the vehicle is powered on at high voltage, execute S122; S122. According to the vehicle fault status, determine whether the vehicle has a serious fault; then perform the following operations according to the judgment result: If the judgment result is that the vehicle has a serious fault, then the judgment result of S120 is determined to be not meeting the fuel cell starting condition; If the judgment result is that the vehicle does not have a serious fault, execute S123; S123. Read the power battery SOC value in the power battery SOC state; then compare the power battery SOC value with the manually preset allowable fuel cell operating range; then perform the following operations according to the comparison result: If the comparison result is that the power battery SOC value does not fall within the allowable fuel cell operating range, the determination result of S120 is that the fuel cell starting condition is not met; If the comparison result is that the power battery SOC value falls within the allowable fuel cell operating range, executing S124; S124. The first FCU (6) monitors the fault status information sent by the hydrogen supply system in real time, and then performs the following operations according to the fault status information of the hydrogen supply system: If the fault status information of the hydrogen supply system is a hydrogen supply system fault, the determination result of S120 is that the fuel cell starting condition is not met; If the fault status information of the hydrogen supply system indicates that the hydrogen supply system has no fault, executing S125; S125. The first FCU (6) monitors the fault status information sent by the cooling fan controller (2) in real time, and then performs the following operations according to the fault status information of the cooling fan controller (2): If the fault status information of the cooling fan controller (2) is a cooling system fault, then the determination result of S120 is that the fuel cell starting condition is not met; If the fault status information of the cooling fan controller (2) indicates that the cooling system has no fault, executing S126; S126. The first FCU (6) monitors the fault status information sent by the second FCU (5) in real time, and then performs the following operations according to the fault status information of the second FCU (5): If the fault status information of the second FCU (5) is a second fuel system fault, the determination result of S120 is that the fuel cell start-up condition is not met; If the fault status information of the second FCU (5) indicates that the second fuel system has no fault, executing S127; S127. The first FCU (6) inspects the first fuel cell system (7), and then performs the following operations according to the inspection result: If the inspection result of the first FCU (6) on the first fuel cell system (7) is that the first fuel system is faulty, the judgment result of S120 is that the fuel cell startup condition is not met; If the inspection result of the first FCU (6) on the first fuel cell system (7) is that the first fuel system has no fault, the determination result of S120 is that the fuel cell start-up condition is met.

7. The dual fuel cell control method for a heavy commercial vehicle according to claim 6, characterized in that: The fuel cell power management sub-process specifically includes the following steps: Sa310. Obtain the rated power of a single fuel cell system and the required power of the whole vehicle in real time; Sa320. Compare the relationship between the rated power of the single fuel cell system and the required power of the whole vehicle; then perform the following operations according to the comparison result: If the relationship between the rated power of the single fuel cell system and the required power of the entire vehicle is 0<P D ≤P e , then execute Sa330; Where: P e is the rated power of the single fuel cell system, which is a fixed value; P D is the vehicle power requirement, which is a variable value adjusted in real time according to the vehicle system requirements; If the relationship between the rated power of the single fuel cell system and the required power of the whole vehicle is P e <P D ≤1.5P e , then execute Sa340; If the relationship between the rated power of the single fuel cell system and the required power of the whole vehicle is 1.5P e <P D ≤2P e , then execute Sa350; Sa330. The first fuel cell system (7) and the second fuel cell system (4) are operated simultaneously, and the operating power of the first fuel cell system (7) is set to half of the required power of the whole vehicle, expressed as The operating power of the second fuel cell system (4) is set to half of the required power of the whole vehicle, expressed as Then execute Sa360; Sa340. The first fuel cell system (7) and the second fuel cell system (4) are operated simultaneously, and the operating power of the first fuel cell system (7) is fixedly set to half of the rated power of the single fuel cell system, expressed as The second fuel cell system (4) operates in a variable load mode; in the variable load mode, the operating power of the second fuel cell system (4) is expressed as follows: Wherein: P2 is the operating power of the second fuel cell system (4) in the variable load mode; Then execute Sa360; Sa350. The first fuel cell system (7) and the second fuel cell system (4) are operated simultaneously, and the operating power of the second fuel cell system (4) is fixedly set to the rated power of the single fuel cell system, and the first fuel cell system (7) is operated in a variable load mode; in the variable load mode, the operating power of the first fuel cell system (7) is expressed as follows: P1=P D -P e Wherein: P1 is the operating power of the first fuel cell system (7) in the variable load mode; Then execute Sa360; Sa360 monitors whether the vehicle is powered on; then, based on the monitoring results, performs the following operations: If the monitoring result shows that the vehicle is still powered on, return to and execute Sa310 again; If the monitoring result shows that the vehicle has been powered off, the entire process of the dual fuel cell control method is terminated.

8. The dual fuel cell control method for a heavy commercial vehicle according to claim 7, characterized in that: The heat dissipation priority strategy of the first fuel cell system (7) in Sb340 specifically comprises the following steps: Sb341. The first FCU (6) calculates the required speed of the cooling fan of the first fuel cell system (7); Sb342. The first FCU (6) sends the required speed of the cooling fan of the first fuel cell system (7) to the cooling fan controller (2); Sb343. The cooling fan controller (2) executes the current cooling fan speed according to the cooling fan required speed of the first fuel cell system (7) obtained; Sb344. The first FCU (6) adjusts the opening of the electronic three-way valve (8) until the flow distribution of the coolant satisfies the heat dissipation requirements of the first fuel cell system (7) and the second fuel cell system (4); The heat dissipation priority strategy of the second fuel cell system (4) in Sb350 specifically comprises the following steps: Sb351. The first FCU (6) initiates a query to the second FCU (5); the second FCU (5) calculates the required speed of the cooling fan of the second fuel cell system (4); and then sends the required speed of the cooling fan of the second fuel cell system (4) to the first FCU (6); Sb352. The first FCU (6) sends the required speed of the cooling fan of the second fuel cell system (4) to the cooling fan controller (2); Sb353. The cooling fan controller (2) executes the current cooling fan speed according to the obtained cooling fan required speed of the second fuel cell system (4); Sb354. The first FCU (6) adjusts the opening of the electronic three-way valve (8) until the flow distribution of the coolant satisfies the heat dissipation requirements of the first fuel cell system (7) and the second fuel cell system (4) at the same time.

9. The dual fuel cell control method for a heavy commercial vehicle according to claim 8, characterized in that: The opening of the electronic three-way valve (8) is calculated by the first FCU (6) and the second FCU (5) according to the water inlet temperature at the electronic three-way valve (8), the current cooling fan speed, the power output state of the first fuel cell system (7), and the power output state of the second fuel cell system (4), and is controlled and adjusted by the first FCU (6); The first FCU (6) controls the water pump speed of the water pump inside the first fuel cell system (7) and the thermostat opening of the thermostat according to the opening of the electronic three-way valve (8) and the heat dissipation requirement of the first fuel cell system (7); The second FCU (5) controls the water pump speed of the water pump inside the second fuel cell system (4) and the thermostat opening of the thermostat according to the opening of the electronic three-way valve (8) and the heat dissipation requirement of the second fuel cell system (4).

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