A dynamic calculation method for the electro-thermal-hydrogen coupling response of a fuel cell ship power system

Abstract

The present invention provides a dynamic calculation method for the electro-thermal-hydrogen coupling response of a fuel cell ship power system, including: S1, constructing an electric power dynamic model, a thermal dynamic model, and a hydrogen flow dynamic model of the system; S2, using a relative change index to calculate and evaluate the electro-thermal-hydrogen coupling response; S3, based on the electric power dynamic model, the heat dynamic model, the hydrogen dynamic model, and the calculation and evaluation, performing system calculations under different operating modes; S4, by calculating the dynamic response characteristics of the system's electric power transmission, the heat transfer and conversion characteristics, and the mass flow distribution characteristics, analyzing the system under the interaction of electricity, heat, and hydrogen, obtaining the dynamic response of the electro-thermal-hydrogen integrated system, the characterization of the system performance, and the safety control of the system temperature. The present invention can improve the system response accuracy and prediction ability, optimize the system performance, enhance the real-time processing ability and visualization characteristics, achieve energy conservation, emission reduction, and environmental protection, and reduce the operation cost.

Description

Technical Field

[0001] The present invention relates to the technical field of energy utilization, and in particular, to a dynamic calculation method for the electro-thermal-hydrogen coupling response of a fuel cell ship power system. Background Art

[0002] In the field of clean energy, hydrogen energy, as an efficient, clean, and renewable energy form, has great development potential. Among them, PEMFC (Proton Exchange Membrane Fuel Cell), as an important hydrogen energy conversion technology, has received extensive attention in the application in transportation fields such as ships and automobiles. In order to further improve the application performance of hydrogen energy in transportation fields such as ships, the hybrid power system of PEMFC (Proton Exchange Membrane Fuel Cell) and LIB (Lithium Ion Battery) has become a research hotspot. This system provides a stable power output through PEMFC, and at the same time uses LIB as an energy storage and buffer device, which can provide supplementary electric energy when the output power of PEMFC is insufficient or the required power fluctuates, so as to achieve a more stable and efficient energy supply.

[0003] In the research of PEMFC-LIB hybrid power system, dynamic modeling and simulation technology play an important role. This technology describes and predicts the dynamic behavior of the system by establishing a mathematical model, so as to analyze and optimize the system performance. Specifically, dynamic modeling and simulation technology can be applied in the following aspects: 1) System performance analysis: By establishing a dynamic model of the PEMFC-LIB hybrid power system, the performance of the system under different working conditions can be analyzed, such as power output, energy conversion efficiency, system stability, etc. This helps to evaluate the overall performance of the system and provides theoretical support for system design. 2) Fault diagnosis and prediction: The dynamic model can also be used for system fault diagnosis and prediction. By real-time monitoring the operation data of the system and using the dynamic model for data analysis, potential faults can be detected in time and their development trends can be predicted, providing a decision-making basis for system maintenance. 3) Control strategy optimization: Based on the dynamic model, the control strategy of the system can be designed and optimized. By adjusting the control parameters, the optimal operation of the system under different working conditions can be realized, and the energy utilization efficiency and economy of the system can be improved.

[0004] In the research of PEMFC-LIB hybrid power system, the multi-scale collaborative response between electric energy, thermal energy, and gaseous hydrogen also needs to be considered. This is because the conversion and utilization of these energies in the system are interrelated and interact with each other. Therefore, it is necessary to establish a multi-scale collaborative response evaluation model to evaluate the performance of the system at different scales and optimize the energy utilization efficiency and synergy of the system.

[0005] In summary, as an important application form of hydrogen energy in transportation fields such as ships, the research and development of the PEMFC-LIB hybrid power system rely on dynamic modeling and simulation technologies and the support of multi-scale collaborative response evaluation. Through the application of these technical means, the optimization and improvement of system performance can be achieved, promoting the development and application of hydrogen energy technology.

[0006] The existing technologies for the dynamic calculation of fuel cell and lithium battery hybrid power systems mainly include the following aspects:

[0007] 1. System modeling: The fuel cell and lithium battery hybrid power system is usually described by a mathematical model to reflect its dynamic behavior. These models can reflect the voltage, current, and power output of fuel cells, the charge and discharge characteristics of lithium batteries, the change of SOC (state of charge), and the energy distribution strategy between them.

[0008] 2. Energy management strategy: The energy management strategy of the hybrid power system involves the energy distribution between fuel cells and lithium batteries. This usually includes rule-based control strategies (such as adjusting energy distribution according to speed, load demand, etc.) and optimization-based control strategies (such as using dynamic programming algorithms to find the optimal solution). The goal of the energy management strategy is to maximize the efficiency of the system, extend the service life of lithium batteries, and meet the power performance and driving requirements of vehicles.

[0009] 3. Optimization algorithms: To further improve the performance of the hybrid power system, researchers also use various optimization algorithms to optimize the energy management strategy. These optimization algorithms may include genetic algorithms, neural networks, fuzzy logic, etc., which can help find control strategies closer to the global optimal solution.

[0010] 4. Multi-scale collaborative response evaluation: In the hybrid power system, the conversion and utilization of electric energy, thermal energy, and gaseous hydrogen are interrelated and interact with each other. Therefore, multi-scale collaborative response evaluation is now also concerned to evaluate the performance of the system at different scales. This may involve detailed modeling and analysis of each component of the system (such as fuel cells, lithium batteries, motors, etc.) and the evaluation of their interaction and collaborative working methods.

[0011] Based on the above existing technologies, the model complexity and accuracy are insufficient: Existing dynamic models often have difficulty comprehensively considering the complex coupling relationship between the electro-thermal-hydro multi-physical fields, resulting in large errors in predicting system performance. This limits the practical application effect of the model in system design, optimization, and fault diagnosis.

[0012] Incomplete capture of dynamic response and fault status: Existing models still have deficiencies in capturing the dynamic response and fault status of the system, especially when dealing with sudden faults and extreme operating conditions. This may lead to instability, reduced efficiency, and even safety hazards during system operation.

[0013] Limited real-time processing ability and visualization features: Existing dynamic modeling and simulation technologies often struggle to meet the requirements of real-time decision-making and operation monitoring. The lack of real-time processing ability causes the system to be unable to respond promptly to changes in the external environment, while the limited visualization features make it difficult for operators to intuitively understand the system state.

[0014] The efficiency and robustness of dynamic simulation technology need to be improved: When existing dynamic simulation technologies simulate the behavior of a ship's hybrid power system under various operating modes, their efficiency and robustness often fail to meet the requirements of practical applications. This may lead to problems such as inaccurate simulation results and overly time-consuming simulation processes.

[0015] Therefore, the challenges faced by the dynamic modeling of ship hybrid power systems can be summarized into four main aspects: 1) Develop a dynamic model that can comprehensively handle the coupling of electro-thermal-hydro multi-physical fields to improve the accuracy of system response and prediction ability; 2) Further optimize the dynamic model to fully capture the dynamic response and fault status of the system, ensuring operation adaptability and reliability; 3) Enhance the real-time processing ability and visualization features of the model to support real-time decision-making and effective operation monitoring; 4) It is necessary to develop efficient and robust dynamic simulation technologies to accurately simulate the behavior of ships under various operating modes.

[0016] In view of the defects of these existing technologies, the present invention proposes a dynamic calculation method for the electro-thermal-hydro coupling response of a fuel cell ship power system. By introducing advanced modeling techniques and optimization algorithms, this method can comprehensively consider the coupling relationship between electro-thermal-hydro multi-physical fields, improving the accuracy and prediction ability of the model; at the same time, by enhancing the real-time processing ability and visualization features of the model, it supports real-time decision-making and effective operation monitoring; in addition, the present invention also proposes an efficient and robust dynamic simulation technology that can accurately simulate the behavior of a ship hybrid power system under various operating modes. Through these innovative points, the present invention aims to overcome the defects of existing technologies and promote the development and application of PEMFC-LIB hybrid power systems. Summary of the Invention

[0017] In response to the above-mentioned technical problems, a dynamic calculation method for the electro-thermal-hydro coupling response of a fuel cell ship power system is provided.

[0018] The technical means adopted by the present invention are as follows:

[0019] A dynamic calculation method for the electro-thermal-hydrogen coupling response of a fuel cell ship power system, comprising the following steps:

[0020] S1. Construct an electric power dynamic model, a thermal dynamic model, and a hydrogen flow dynamic model of the fuel cell ship power system;

[0021] S2. Based on step S1, use the relative change index to calculate and evaluate the electro-thermal-hydrogen coupling response;

[0022] S3. Based on the electric power dynamic model, the heat dynamic model, the hydrogen dynamic model, and the calculation and evaluation in step S2, perform system calculations under different operating modes;

[0023] S4. By calculating the dynamic response characteristics of the system's electric power transmission, the heat transfer and conversion characteristics, and the mass flow distribution characteristics, analyze the system under the interaction of electricity, heat, and hydrogen, and obtain the dynamic response of the electro-thermal-hydrogen integrated system, the characterization of the system performance, and the safety control of the system temperature.

[0024] Furthermore, the specific steps of step S1 are as follows:

[0025] S11. When constructing the ship hybrid power dynamic model of electro-thermal-hydrogen parameters, first organize and analyze the energy balance of the entire system;

[0026] S12. Deconstruct the main power components of the fuel cell ship power system into one-dimensional equivalent system component models, and assemble the models for electro-thermal-hydrogen integrated modeling;

[0027] S13. Based on step S12, establish the electric power dynamic model, the heat dynamic model, and the hydrogen dynamic model of different operating modes of the fuel cell ship hybrid power system according to the law of conservation of energy, the law of conservation of mass, Kirchhoff's law, and the heat flow method respectively.

[0028] Furthermore, in step S11, the energy balance of the entire system satisfies the following formula:

[0029]

[0030]

[0031] In the formula, the subscripts FC and B represent PEMFC and LIB respectively, where PEMFC is a proton exchange membrane fuel cell and LIB is a lithium-ion battery; C FC is the equivalent specific heat capacity of the stack of the proton exchange membrane fuel cell, M FC is the mass of the stack of the proton exchange membrane fuel cell, T FC is the equivalent temperature of the stack of the proton exchange membrane fuel cell, is the molar flow rate consumption of hydrogen, is the higher heating value of hydrogen, is the output power of the proton exchange membrane fuel cell, is the heat dissipated by the proton exchange membrane fuel cell; C B is the equivalent specific heat capacity of the stack of the lithium-ion battery, M B is the mass of the stack of the lithium-ion battery, T B is the equivalent temperature of the stack, is the output power of the lithium-ion battery, is the heat dissipated by the lithium-ion battery, η B is the efficiency of the battery, is the lithium battery power, and returns an integer variable through the sgn function.

[0032] Furthermore, the power dynamic model includes the electrode kinetics model of PEMFC and the steady-state output voltage, transient voltage, membrane resistance, as well as the electrode kinetics model of LIB, the electric power of LIB, the state of charge of LIB, and the internal resistance.

[0033] Furthermore, the electrode kinetics model of PEMFC and the steady-state output voltage satisfy the following formula:

[0034] V FC =E nerst -V ohm -V conc -V act ;

[0035] In the formula, V FC is the output voltage of a single cell, E nerst is the open-circuit voltage, V ohm 、V conc and V act are the ohmic polarization voltage, concentration polarization voltage, and activation polarization voltage respectively;

[0036] The transient voltage v FC uses the equivalent circuit formula with a variable double-layer capacitor, as follows:

[0037] v FC =E nerst -V ohm -V c ;

[0038] Among them,

[0039]

[0040]

[0041] τ=R c C;

[0042] Wherein, V c is the capacitor terminal voltage simulating dynamic loss; τ is the time constant, C is the equivalent capacitance, R c is the equivalent fuel cell single resistance, I FC is the stack current;

[0043] The membrane resistance satisfies the following formula:

[0044]

[0045] Wherein,

[0046]

[0047] Wherein, R pem is the membrane resistance, σ m is the membrane resistance constant, A pem is the effective active area of the proton exchange membrane, l pem is the thickness of the proton exchange membrane, I FC is the stack current, λ m is a dimensionless quantity, T FC is the temperature of the fuel cell;

[0048] The electrode kinetic model of LIB satisfies the following formula:

[0049]

[0050] P B = V B I B ;

[0051]

[0052] Wherein, V B is the terminal voltage of LIB, E B,oc is the open circuit voltage, R B is the internal resistance of LIB, I B is the internal current of LIB;

[0053] The electric power of LIB shows different relationships under various charging and discharging modes and satisfies the following formula:

[0054] P B = V B I B ;

[0055]

[0056]

[0057] Wherein, P B,Ris the charge actually stored or released, η B is the charge-discharge efficiency, sgn(P B ) is the sign function;

[0058] The state of charge SOC and internal resistance R of the LIB B affect the energy management strategy, mode switching and power distribution of the hybrid power system, and satisfy the following formula:

[0059]

[0060] In the formula, SOC 0 is the initial state of charge, C B is the rated capacity.

[0061] Furthermore, the heat dynamic model includes the energy conservation of the fuel cell proton membrane, the energy conservation of the fuel cell anode catalyst layer, the energy conservation of the fuel cell cathode catalyst layer, the energy conservation of the fuel cell microporous layer, the energy conservation of the fuel cell gas diffusion layer, the energy conservation of the fuel cell channel layer, and the energy conservation of the fuel cell bipolar plate.

[0062] Furthermore, the energy conservation of the fuel cell proton membrane satisfies the following formula:

[0063]

[0064] In the formula, C is the equivalent specific heat capacity of the membrane, M is the mass of the membrane, T m is the temperature of the membrane, t is the time term, is the ohmic heat of the membrane, is the conductive heat between the cathode catalyst layer and the membrane, is the conductive heat of the membrane, the convective heat of the membrane;

[0065] The energy conservation of the fuel cell anode catalyst layer satisfies the following formula:

[0066]

[0067] In the formula, C is the equivalent specific heat capacity of the anode catalyst layer, M is the mass of the anode catalyst layer, T acl is the temperature of the anode catalyst layer, t is the time term, is the ohmic heat of the anode catalyst layer, is the conductive heat of the membrane, is the conductive heat of the anode catalyst layer, the convective heat of the anode catalyst layer;

[0068] The energy conservation of the fuel cell cathode catalyst layer satisfies the following formula:

[0069]

[0070] Wherein, C is the equivalent specific heat capacity of the cathode catalyst layer, M is the mass of the cathode catalyst layer, T ccl is the temperature of the cathode catalyst layer, t is the time term, is the ohmic heat of the cathode catalyst layer, is the activation heat of the cathode catalyst layer, is the conduction heat between the cathode catalyst layer and the membrane, is the conduction heat between the cathode catalyst layer and the cathode-side microporous layer, the convective heat of the cathode catalyst layer;

[0071] The energy conservation of the microporous layer of the fuel cell satisfies the following formula:

[0072]

[0073] Wherein, C is the equivalent specific heat capacity of the microporous layer, M is the mass of the microporous layer, T mpl is the temperature of the microporous layer, t is the time term, is the ohmic heat of the microporous layer, is the conduction heat of the catalyst layer, is the conduction heat of the microporous layer, is the convective heat of the microporous layer;

[0074] The energy conservation of the gas diffusion layer of the fuel cell satisfies the following formula:

[0075]

[0076] Wherein, C is the equivalent specific heat capacity of the gas diffusion layer, M is the mass of the gas diffusion layer, T gdl is the temperature of the gas diffusion layer, t is the time term, is the ohmic heat of the gas diffusion layer, is the conduction heat of the microporous layer, is the conduction heat of the gas diffusion layer, is the convective heat of the gas diffusion layer;

[0077] The energy conservation of the channel layer of the fuel cell satisfies the following formula:

[0078]

[0079] Wherein, C is the equivalent specific heat capacity of the channel layer, M is the mass of the channel layer, T cha is the temperature of the channel layer, t is the time term, is the heat of gas discharge, is the heat of gas entry, is the convective heat of the channel layer;

[0080] The energy conservation of the bipolar plate of the fuel cell satisfies the following formula:

[0081]

[0082] Wherein, C is the equivalent specific heat capacity of the bipolar plate, M is the mass of the bipolar plate, and T bp is the temperature of the bipolar plate, t is the time term, is the ohmic heat of the bipolar plate, is the conductive heat of the gas diffusion layer, is the cooling heat of the bipolar plate, is the convective heat of the bipolar plate.

[0083] Furthermore, the hydrogen transport dynamic model includes hydrogen transport and water management, which is used to solve the flow rate and consumption of hydrogen in the battery, and is expressed as the quantitative relationship of the molar flow rate of hydrogen in the system, including:

[0084] Inlet anode:

[0085]

[0086]

[0087] Wherein, is the rate of hydrogen entering the anode, is the rate of anode water entering, π H2 is the excess coefficient of hydrogen, I FC is the current of the stack, F is the Faraday constant, is the relative humidity entering the anode, is the inlet pressure of hydrogen at the anode, is the saturation pressure of anode water vapor at the temperature;

[0088] Inlet cathode:

[0089]

[0090]

[0091]

[0092]

[0093] Wherein, is the rate of air entering the cathode,

[0094] is the rate of oxygen entering the cathode, is the rate of nitrogen entering the cathode, is the rate of water entering the cathode, is the mole fraction of oxygen, is the mole fraction of nitrogen, π O2 is the excess coefficient of oxygen, is the relative humidity entering the cathode, is the oxygen inlet pressure at the cathode, is the saturation pressure of cathode water vapor at the temperature;

[0095] Outlet anode:

[0096]

[0097]

[0098] Wherein, is the rate of hydrogen leaving the anode, is the rate of water leaving the anode, is the excess coefficient of hydrogen,

[0099] is the rate of hydrogen entering the anode,

[0100] is the molar rate caused by the reverse diffusion of water at the anode;

[0101] Outlet cathode:

[0102]

[0103]

[0104]

[0105] Wherein, is the rate of oxygen discharged from the cathode, is the rate of nitrogen discharged at the cathode, is the rate of water discharged at the cathode, is the mole fraction of oxygen, π O2 is the excess coefficient of oxygen, is the rate of water generation, is the molar rate caused by the reverse diffusion of water at the cathode, is the molar rate of water from the anode to the cathode due to the resistance.

[0106] Furthermore, the relative change index satisfies the following formula:

[0107]

[0108] Wherein, R is the response amplitude, representing the difference between the maximum and minimum values within the reference range; μ is the baseline amplitude, representing the average value within the reference range.

[0109] Furthermore, the operating modes of the fuel cell ship power system include: pure PEMFC power supply mode, PEMFC and LIB combined power supply operation mode, and LIB power compensation mode.

[0110] Compared with the prior art, the present invention has the following advantages:

[0111] 1. The present invention can improve the system response accuracy and prediction ability: By constructing a dynamic model that can comprehensively handle the coupling of electro-thermal-hydro multi-physical fields, the invention effectively improves the response accuracy and prediction ability of the ship hybrid power system. This enables the system to more accurately simulate the real-time energy flow and provide more reliable data support for operation decisions.

[0112] 2. The present invention can optimize the system performance: The further optimized dynamic model can fully capture the dynamic response and fault states of the system, thus ensuring operation adaptability and reliability. Through accurate simulation and evaluation, the system can be optimized for various operation modes to improve the overall performance.

[0113] 3. The present invention can enhance the real-time processing ability and visualization features: The invention enhances the real-time processing ability and visualization features of the model, supporting real-time decision-making and effective operation monitoring. This means that the system can make a quick response in a rapidly changing environment and provide real-time feedback to the operators through an intuitive visualization interface.

[0114] 4. The present invention can achieve energy conservation, emission reduction and environmental protection: Through precise dynamic modeling and simulation analysis, the ship hybrid power system can utilize energy more efficiently, reduce carbon emissions and environmental pollution. This meets the current global urgent need for energy conservation, emission reduction and environmental protection.

[0115] 5. The present invention can reduce the operation cost: By optimizing the system performance and improving the energy utilization efficiency, the invention helps to reduce the operation cost of the ship hybrid power system. This includes reducing energy consumption, lowering maintenance costs and improving operation efficiency, etc.

[0116] 6. The present invention can promote technological innovation and industrial upgrading: The application and promotion of the invention will promote the technological innovation and industrial upgrading of the ship hybrid power system. Through continuous technological iteration and optimization, the hybrid power system will achieve more efficient, environmentally friendly and intelligent development in the future.

[0117] Based on the above reasons, the present invention can be widely promoted in the fields such as ships. Description of the Drawings

[0118] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0119] Figure 1 It is a schematic diagram of the dynamic calculation method for the electro-thermal-hydrogen coupling response of the fuel cell ship power system of the present invention.

[0120] Figure 2 It is a flowchart of the method of the present invention.

[0121] Figure 3 It is a decomposition diagram of the fuel cell ship power system of the present invention.

[0122] Figure 4 It is an evaluation diagram of the electro-thermal-hydrogen coupling response under the change of the system load current in the pure power supply mode of the fuel cell of the present invention.

[0123] Figure 5 It is an evaluation diagram of the electro-thermal-hydrogen coupling response under the change of the system load current in the co-power supply mode of the fuel cell and the lithium battery of the present invention.

[0124] Figure 6 It is an evaluation diagram of the electro-thermal-hydrogen coupling response under the change of the system load current in the lithium battery compensation mode of the present invention. Specific embodiments

[0125] It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other. The following will describe the present invention in detail with reference to the drawings and in combination with the embodiments.

[0126] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, rather than all embodiments. The following description of at least one exemplary embodiment is actually only illustrative and in no way restrictive of the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0127] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention. As used herein, unless the context clearly indicates otherwise, the singular forms are also intended to include the plural forms. In addition, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they specify the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0128] Unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present invention. At the same time, it should be clear that, for the sake of convenience of description, the dimensions of the various parts shown in the drawings are not drawn in actual proportional relationships. Technologies, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the said technologies, methods, and devices should be regarded as part of the authorized specification. In all the examples shown and discussed here, any specific value should be interpreted as merely exemplary and not as a limitation. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that like reference numerals and letters denote like items in the following drawings, and thus, once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings.

[0129] The present invention provides a dynamic calculation method for the electro-thermal-hydrogen coupling response of a fuel cell ship power system, and respectively constructs an electric power dynamic model, a thermal dynamic model, and a hydrogen flow dynamic model. By calculating the dynamic response characteristics of the system's power transmission, heat transfer and conversion characteristics, and mass flow distribution characteristics, the precise analysis of the interaction between electricity, heat, and hydrogen in the system is carried out to obtain the dynamic response of the electro-thermal-hydrogen integrated system, the characterization of the system performance, and the safety control of the system temperature.

[0130] The first step is to organize and analyze the energy balance of the entire system when constructing a ship hybrid power dynamic model involving electro-thermal-hydrogen parameters.

[0131] The second step is to perform a mathematical breakdown of the main power components for a typical fuel cell ship power system process, and assemble them according to the flowchart based on the breakdown content for the integrated modeling of electro-thermal-hydrogen.

[0132] The third step is to respectively establish the electric power dynamic model, heat dynamic model, and hydrogen dynamic model of different modes of the fuel cell ship hybrid power system based on the content of the second step, based on the laws of energy and mass conservation, Kirchhoff's law, and the heat flow method.

[0133] Step 4: Computational evaluation of the electro-thermal-hydrogen coupling response. On the basis of the first three steps, a new dimensionless parameter, the relative change index, is introduced to evaluate the variation in the response amplitudes of multiple physical quantities (electricity, heat, and hydrogen) over the same time span.

[0134] Step 5: On the basis of the above-mentioned electro-thermal-hydrogen dynamic model and computational evaluation of the model, system calculations are carried out for the system's pure PEMFC power supply mode, PEMFC and LIB combined power supply operation mode, and LIB power compensation mode, to obtain the comprehensive electro-thermal-hydrogen coupling response characteristic diagrams under the three operation modes.

[0135] Application fields of the present invention:

[0136] Optimization of hydrogen energy-driven ship power systems: The hybrid use of proton exchange membrane fuel cells and lithium-ion batteries provides an efficient and reliable energy solution for hydrogen-powered ships. Through this invention, the performance of this hybrid power system can be simulated and optimized to achieve more efficient energy utilization and more stable system operation.

[0137] Energy management strategies: In hydrogen-powered ships, how to effectively manage the conversion and utilization of electrical energy, thermal energy, and gaseous hydrogen is an important issue. Multi-scale collaborative response evaluation can help evaluate and optimize the conversion efficiency and synergy among these energies, thereby formulating more effective energy management strategies.

[0138] System reliability analysis: Through the dynamic modeling and multi-scale collaborative response evaluation of the present invention, the reliability of the hybrid power system can be studied in depth. This includes the system's response ability and stability in the event of system failures or large-scale load changes, etc.

[0139] System design and optimization: In the ship design stage, by simulating and evaluating the performance of the hybrid power system under different configurations, the optimal system design scheme can be selected. This helps reduce the energy consumption of ships, improve energy utilization efficiency, and reduce environmental pollution.

[0140] Operation and maintenance: During the ship operation stage, by real-time monitoring and evaluating the performance of the hybrid power system, potential problems can be detected in a timely manner and maintenance can be carried out to ensure the stable operation of the system.

[0141] In summary, the application fields of this invention in the hybrid power system (for hydrogen-powered ships) mainly focus on aspects such as ship power system optimization, energy management strategies, system reliability analysis, system design and optimization, and operation and maintenance. These studies contribute to the development and application of hydrogen-powered ship technology.

[0142] Example 1

[0143] 1. As Figure 1 andFigure 2 As shown in Figure 2 , a dynamic calculation method for the electro-thermal-hydrogen coupling response of a fuel cell ship power system according to the present invention includes the following steps:

[0144] Construct an electric power dynamic model, a thermal dynamic model, and a hydrogen flow dynamic model respectively. By calculating the dynamic response characteristics of the system's electric power transmission, heat transfer and conversion characteristics, and mass flow distribution characteristics, the interaction of electricity, heat, and hydrogen in the system is accurately analyzed to obtain the dynamic response of the electro-thermal-hydrogen integrated system, the characterization of system performance, and the safety control of system temperature.

[0145] Second, in the first step, before constructing a ship hybrid power dynamic model involving electro-thermal-hydrogen parameters, first organize and analyze the energy balance of the entire system, as shown in equations (1)-(2), to ensure that the model can accurately reflect the actual operating conditions.

[0146]

[0147] In the formula, the subscripts FC and B respectively represent PEMFC (proton exchange membrane fuel cell) and LIB (lithium-ion battery), C FC represents the equivalent specific heat capacity of the stack of the proton exchange membrane fuel cell, M FC represents the mass of the stack of the proton exchange membrane fuel cell, T FC represents the equivalent temperature of the stack of the proton exchange membrane fuel cell, represents the molar flow rate consumption of hydrogen, HHV H2 represents the high heating value of hydrogen, represents the output power of the proton exchange membrane fuel cell, represents the heat dissipated by the proton exchange membrane fuel cell; C B represents the equivalent specific heat capacity of the stack of the lithium-ion battery, M B represents the mass of the stack of the lithium-ion battery, T B represents the equivalent temperature of the stack, represents the output power of the lithium-ion battery, represents the heat dissipated by the lithium-ion battery, η B represents the efficiency of the battery, represents the lithium battery power, and returns an integer variable through the sgn function.

[0148] Third, in the second step, as Figure 3 For the typical fuel cell ship hybrid power system process, deconstruct its main power components, and based on the deconstructed content, assemble according to the flow chart and conduct electro-thermal-hydrogen integrated modeling. In this embodiment, Figure 3The fuel cell ship hybrid power system in [system name] can be an existing system, which includes a fuel cell stack, an air compressor, a heat exchanger, a gas-liquid separator, humidifier 1, humidifier 2, a hydrogen cylinder, a recuperator, a hydrogen circulation compressor, a boost converter, an inverter, a frequency converter, a lithium battery, a motor, a propeller, etc. The air compressor is connected to the heat exchanger through pipeline 1, the heat exchanger is connected to humidifier 1 through pipeline 2, and humidifier 1 is connected to the fuel cell stack through pipeline 3. The fuel cell stack is connected to the gas-liquid separator through pipeline 4, the gas-liquid separator is connected to humidifier 1 through pipeline 7, humidifier 1 is connected to humidifier 2, and humidifier 2 is connected to the fuel cell stack through pipeline 13. Pipeline 8 is also connected to humidifier 2. The hydrogen cylinder is connected to a valve through pipeline 9, the recuperator is connected to humidifier 2 through pipeline 12, the gas-liquid separator is connected to the recuperator through pipeline 5, and pipelines 6, 11, and 16 are also connected to the recuperator. Pipeline 11 is connected to the valve through pipeline 10, and pipeline 16 is connected between pipeline 10 and pipeline 11. The fuel cell stack is connected to the hydrogen circulation compressor through pipeline 14, and the hydrogen circulation compressor is connected to the recuperator through pipeline 15. The fuel cell stack is connected to the boost converter, the boost converter is connected to the inverter, the lithium battery is connected to the frequency converter, the frequency converter is connected to the inverter, the inverter is connected to the motor, and the motor is connected to the propeller.

[0149] Typical fuel cell ship hybrid power system process: The core system PEMFC is directly connected to the DC bus through a unidirectional DC / DC boost converter to provide a stable power output. The LIB is connected to the DC bus through a bidirectional DC / DC converter, which not only supplements the instantaneous power demand of the PEMFC under high loads but also provides energy storage to enhance the dynamic response ability and overall system stability. In addition, the auxiliary system includes two humidifiers (humidifier 1 and humidifier 2), which regulate the humidity of the gas and fuel entering the fuel cell, maintaining an appropriate humidity level in the fuel cell membrane to ensure the efficiency of ion transport. The recuperator recovers heat from the PEMFC exhaust to preheat the hydrogen supplied to the fuel cell, thereby improving the efficiency of heat reuse. The heat exchanger in the system cooling loop controls the operating temperature of the PEMFC to ensure it operates within a safe and effective temperature range.

[0150] Figure 3 In the lower part, the above key equipment is deconstructed into a one-dimensional equivalent system component model, which is assembled according to the flowchart to achieve the integrated modeling of electricity, heat, and gas.

[0151] IV. Third step, based on the content of the second step, respectively establish the power dynamic model, heat dynamic model, and hydrogen dynamic model of different modes of the fuel cell ship hybrid power system based on the law of conservation of energy, the law of conservation of mass, Kirchhoff's law, and the heat flow method.

[0152] 1) Power dynamic model:

[0153] The electrode kinetic model of PEMFC and its steady-state output voltage formula can be expressed as follows:

[0154] V FC = E nerst - V ohm - V conc - V act (3)

[0155] Wherein, V FC represents the output voltage of a single cell, E nerst represents the open-circuit voltage, V ohm , V conc and V act represent the ohmic polarization voltage, the concentration polarization voltage, and the activation polarization voltage, respectively.

[0156] The transient voltage v FC is expressed using an equivalent circuit formula with a variable double-layer capacitor as follows:

[0157] v FC = E nerst - V ohm - V c (4)

[0158] Wherein, V c represents the capacitor terminal voltage simulating dynamic losses. And the capacitor terminal voltage V c simulating dynamic losses is determined by formulas (5)-(7).

[0159]

[0160] τ = R c C (7)

[0161] Wherein, τ is the time constant, C is the equivalent capacitance, and R c is the equivalent single resistance of the fuel cell, and I FC is the stack current.

[0162] The calculation of the membrane resistance R pem As shown in equation (8), the membrane resistance constant σ m is determined by equation (9).

[0163]

[0164] Wherein, A pem represents the effective active area of the proton exchange membrane, l pem is the thickness of the proton exchange membrane, I FC represents the stack current, λ m is a dimensionless quantity, and T FCis the temperature of the fuel cell.

[0165] The electrode kinetic model of LIB is based on a simple equivalent circuit and effectively simulates the terminal voltage of lithium batteries at different charging and discharging stages. The power dynamic model of LIB is described as follows:

[0166]

[0167] P B = V B I B (11)

[0168]

[0169] Where, V B represents the terminal voltage of LIB, E B,oc represents the open-circuit voltage, R B represents the internal resistance of LIB, I B represents the internal current of LIB.

[0170] The electric power of LIB shows different relationships in various charging and discharging modes, such as the following equation:

[0171] P B = V B I B (13)

[0172]

[0173] Where, P B,R represents the actually stored or released charge, η B represents the charge-discharge efficiency, sgn(P B ) is the sign function. The explicit treatment eliminates the difference in charging and discharging signs.

[0174] The state of charge (SOC) and internal resistance (R B ) of LIB affect the energy management strategy, mode switching and power distribution of the hybrid system. The calculation formula is as follows:

[0175]

[0176] Where, SOC 0 represents the initial state of charge, C B represents the rated capacity.

[0177] 2) Heat dynamic model

[0178] The dynamic model of the system heat is mainly energy conservation:

[0179] Energy conservation of the fuel cell proton membrane:

[0180]

[0181] Wherein, C is the equivalent specific heat capacity of the membrane, M is the mass of the membrane, T m is the temperature of the membrane, and t is the time term, is the ohmic heat of the membrane, is the conduction heat between the cathode catalyst layer and the membrane, is the conduction heat of the membrane, and is the convective heat of the membrane.

[0182] Energy conservation of the anode catalyst layer of the fuel cell:

[0183]

[0184] Wherein, C is the equivalent specific heat capacity of the anode catalyst layer, M is the mass of the anode catalyst layer, T acl is the temperature of the anode catalyst layer, and t is the time term, is the ohmic heat of the anode catalyst layer, is the conduction heat of the membrane, is the conduction heat of the anode catalyst layer, and is the convective heat of the anode catalyst layer.

[0185] Energy conservation of the cathode catalyst layer of the fuel cell:

[0186]

[0187] Wherein, C is the equivalent specific heat capacity of the cathode catalyst layer, M is the mass of the cathode catalyst layer, T ccl is the temperature of the cathode catalyst layer, and t is the time term, is the ohmic heat of the cathode catalyst layer, is the activation heat of the cathode catalyst layer, is the conduction heat between the cathode catalyst layer and the membrane, is the conduction heat between the cathode catalyst layer and the cathode-side microporous layer, and is the convective heat of the cathode catalyst layer.

[0188] Energy conservation of the fuel cell microporous layer:

[0189]

[0190] Wherein, C is the equivalent specific heat capacity of the microporous layer, M is the mass of the microporous layer, T mpl is the temperature of the microporous layer, and t is the time term, is the ohmic heat of the microporous layer, is the conduction heat of the catalyst layer, is the conduction heat of the microporous layer, and is the convective heat of the microporous layer.

[0191] Energy conservation of the fuel cell gas diffusion layer:

[0192]

[0193] In the formula, C is the equivalent specific heat capacity of the gas diffusion layer, M is the mass of the gas diffusion layer, T gdl is the temperature of the gas diffusion layer, t is the time term, is the ohmic heat of the gas diffusion layer, is the conductive heat of the microporous layer, is the conductive heat of the gas diffusion layer, is the convective heat of the gas diffusion layer.

[0194] Energy conservation of the fuel cell channel layer:

[0195]

[0196] In the formula, C is the equivalent specific heat capacity of the channel layer, M is the mass of the channel layer, T cha is the temperature of the channel layer, t is the time term, is the heat of gas discharge, is the heat of gas entry, is the convective heat of the channel layer.

[0197] Energy conservation of the fuel cell bipolar plate:

[0198]

[0199] In the formula, C is the equivalent specific heat capacity of the bipolar plate, M is the mass of the bipolar plate, T bp is the temperature of the bipolar plate, t is the time term, is the ohmic heat of the bipolar plate, is the conductive heat of the gas diffusion layer, is the cooling heat of the bipolar plate, is the convective heat of the bipolar plate.

[0200] 3) Hydrogen transport dynamic model

[0201] The gas transport model in PEMFC includes two key contents, hydrogen transport and water management. The hydrogen transport model mainly solves the quantitative relationship between the hydrogen flow rate and consumption in the battery and the molar flow rate of hydrogen in the system:

[0202] Inlet anode:

[0203]

[0204] In the formula, represents the rate of hydrogen entering the anode, represents the rate of anode water entering, π H2 represents the excess coefficient of hydrogen, IFC represents the current of the stack, and F is the Faraday constant. represents the relative humidity entering the anode. is the inlet pressure of hydrogen at the anode. is the saturation pressure of anode water vapor at the temperature.

[0205] Inlet cathode:

[0206]

[0207] Wherein, represents the rate of air entering the cathode.

[0208] represents the rate of oxygen entering the cathode. is the rate of nitrogen entering the cathode. represents the rate of water entering the cathode. is the mole fraction of oxygen. is the mole fraction of nitrogen, π O2 represents the oxygen excess coefficient. represents the relative humidity entering the cathode. is the inlet pressure of oxygen at the cathode. is the saturation pressure of cathode water vapor at the temperature.

[0209] Outlet anode:

[0210]

[0211] Wherein, represents the rate of hydrogen leaving the anode. represents the rate of water leaving the anode. represents the hydrogen excess coefficient. represents the rate of hydrogen entering the anode. represents the molar rate caused by the reverse diffusion of water in the anode.

[0212] Outlet cathode:

[0213]

[0214] Wherein, represents the rate of oxygen discharging from the cathode. is the rate of nitrogen discharging from the cathode. is the rate of water discharging from the cathode. is the mole fraction of oxygen, π O2 represents the oxygen excess coefficient. is the rate of water generation. represents the molar rate caused by the reverse diffusion of water in the cathode. represents the molar rate of water from the anode to the cathode due to resistance.

[0215] V. Fourth step, calculation and evaluation of the electro-thermal-hydrogen coupling response. On the basis of the first three steps, a new dimensionless parameter - relative change index - is introduced to evaluate the response amplitude changes of multiple physical quantities (electricity-thermal-hydrogen) within the same time span.

[0216] In the calculation and evaluation of the dynamic response of the electro-thermal-hydrogen coupling system, a new dimensionless parameter is introduced for longitudinal comparative analysis. This parameter is called "Relative Variation Index X" (RVI), which is specifically used to quantify the longitudinal response changes of different physical sizes.

[0217]

[0218] In the formula, R is the response amplitude, representing the difference between the maximum and minimum values within the reference range. This metric reflects the maximum fluctuation of the system parameters within a given time period due to the response to certain input or condition changes. μ is the baseline amplitude, representing the average value within the reference range. This indicator reflects the normalized response amplitude of the system.

[0219] VI. Fifth step, based on the above electro-thermal-hydrogen dynamic model and calculation evaluation of the model, system calculations for the pure PEMFC power supply mode, PEMFC and LIB combined power supply operation mode, and LIB power compensation mode of the system are carried out to obtain the comprehensive electro-thermal-hydrogen coupling response characteristic diagrams under the three operation modes to clarify the energy conversion and dynamic behavior under each mode.

[0220] Finally, through the calculation and analysis of the dynamic response under the electro-thermal-hydrogen interaction in each mode, the key driving factors of the system performance are determined. And the changes in the system performance characterization and the temperature changes between components under the three operation modes are emphasized.

[0221] VII. Specific case data diagrams are as follows:

[0222] Dynamic response results of the electro-thermal-hydrogen interaction in the system under 3 different power supply condition modes:

[0223] Mode 1: Analysis of the electro-thermal-hydrogen results of the system's pure PEMFC power supply mode is as Figure 4 shown;

[0224] Mode 2: Analysis of the electro-thermal-hydrogen results of the system's PEMFC and LIB combined power supply operation mode is as Figure 5 shown;

[0225] Mode 3: Analysis of the electro-thermal-hydrogen results of the system's LIB power compensation mode is as Figure 6 shown.

[0226] VIII. Data analysis is as follows:

[0227] 1) Figure 4 Shows the comprehensive electro-thermal-hydrogen evaluation results of the system in pure PEMFC power supply mode, the evaluation of the electro-thermal-gas coupling response under specific current signal simulation, and provides a detailed description of the response magnification at a specific moment. In this evaluation, with the change of load current, the electrical, thermal, and hydrogen body responses show different response amplitudes. To evaluate the sensitivity of the response, the horizontal dimension quantifies the response time span, while the vertical dimension uses RVI to evaluate the change of the response amplitude. In the coupled dynamics, Δt P,M ,Δt P,T ,Δt M,T represent the time delays between the electrical response and the gas flow response, the electrical response and the thermal response, and the gas flow response and the thermal reaction, respectively. The numerical relationship of these indicators is Δt P,T >Δt P,M >Δt M,T ,indicating that among these three types of responses, the sensitivity of the electrical response is higher than that of the hydrogen and thermal responses, and the hydrogen response shows higher sensitivity than the thermal response. In addition, the RVI analysis shows that the amplitude of the electrical response is significantly higher than that of the thermal response and the gas flow response, and the RVI values are 1.94, 1.5, and 0.92, respectively. This analysis shows that the electrical response exhibits the highest dynamic variability in the coupled system, while the thermal response and the gas flow response, although varying with the load current, show relatively low amplitudes and sensitivities.

[0228] 2) Figure 5 Gives the electro-thermal-hydrogen evaluation results of the system in the combined power supply operation mode of PEMFC and LIB, the evaluation of the electro-thermal-hydrogen coupling response under specific current signal simulation, and a detailed description of the enlarged view of the response at a specific moment. With the change of load current, the electrical, thermal, and hydrogen responses all show varying degrees of change. The analysis of the response time span in the horizontal dimension shows that the response sensitivity maintains the numerical relationship of Δt P,T >Δt P,M >Δt M,T ,indicating that there are obvious differences in the response time of different types of responses under overshoot load conditions. In the vertical dimension, the RVI analysis shows that under overshoot load, the thermal response shows a significant stepwise increase, and the RVI value reaches 0.677. On the contrary, the amplitudes of the electrical and hydrogen body responses show a more gentle increase, and the RVI values are 0.057 and 0.062, respectively. It is worth noting that the RVI value of the hydrogen response is extremely low, only 0.007, indicating that its response amplitude increases relatively little under the overshoot load current signal.

[0229] 3) Figure 6 Gives the electro-thermal-hydrogen result evaluation of the system in LIB power compensation mode. The horizontal dimension analysis shows that the response time span maintains Δt P,M >Δt M,T >ΔtP,T The numerical relationships, but these values are significantly lower than those observed under normal or overshoot load operating modes, indicating an increased sensitivity of the response under overshoot conditions. This improvement may stem from enhanced system adaptability to unstable load conditions, resulting in a faster response time. The analysis of the vertical dimension RVI further reveals the variation amplitudes of different response types. The electrical response shows a gradually significant increase, with RVI values reaching 1.14 and 1.1 respectively, indicating the power control system's ability to rapidly regulate current fluctuations. In contrast, the increments of the hydrogen and thermal responses are more gradual, with RVI values of only 0.045 and 0.02, reflecting a more gentle response under undershoot conditions. This indicates that the thermal management and hydrogen regulation systems exhibit lower adaptability to rapid load changes.

[0230] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A dynamic calculation method for the electric-thermal-hydrogen coupling response of a fuel cell ship power system, characterized in that: The steps include: S1. Construct the power dynamic model, thermal dynamic model and hydrogen flow dynamic model of the fuel cell ship power system; S2. Based on step S1, using the relative change index to calculate and evaluate the electric-thermal-hydrogen coupling response; S3, performing system calculations under different operation modes based on the power dynamic model, the heat dynamic model, the hydrogen dynamic model and the calculation evaluation in step S2; S4. By calculating the dynamic response characteristics of the system's power transmission, heat transmission and conversion characteristics, and mass flow distribution characteristics, the system is analyzed under the interaction of electricity, heat, and hydrogen to obtain the dynamic response of the electric-heat-hydrogen integrated system, the characterization of the system performance, and the safe control of the system temperature; The specific steps of step S1 are as follows: S11. When constructing the ship hybrid dynamic model with electric-thermal-hydrogen parameters, the energy balance of the entire system is first organized and analyzed; S12. Deconstruct the main power components of the fuel cell ship power system into a one-dimensional equivalent system component model, and assemble the model to perform integrated modeling of electricity-heat-hydrogen; S13, based on step S12, according to the law of conservation of energy, the law of conservation of mass, Kirchhoff's law and the heat flow method, respectively establish the power dynamic model, heat dynamic model and hydrogen dynamic model of different operation modes of the fuel cell ship hybrid power system; In step S11, the energy balance of the entire system satisfies the following formula: In the formula, the subscripts FC and B represent PEMFC and LIB, respectively, where PEMFC is a proton exchange membrane fuel cell and LIB is a lithium-ion battery; C FC is the equivalent specific heat capacity of the proton exchange membrane fuel cell stack, M FC is the mass of the proton exchange membrane fuel cell stack, T FC is the equivalent temperature of the proton exchange membrane fuel cell stack, is the molar flow rate consumption of hydrogen, The high calorific value of hydrogen, is the output power of the proton exchange membrane fuel cell, is the heat dissipated by the proton exchange membrane fuel cell; C B is the equivalent specific heat capacity of the lithium-ion battery stack, M B is the mass of the lithium-ion battery stack, T B is the equivalent temperature of the battery stack, is the output power of the lithium-ion battery, is the heat dissipated by the lithium-ion battery, η B For the efficiency of the battery, The power of the lithium battery is returned as an integer variable by the sgn function.

2. The dynamic calculation method of the electric-thermal-hydrogen coupling response of the fuel cell ship power system according to claim 1 is characterized in that: The power dynamic model includes the electrode kinetic model and steady-state output voltage, transient voltage, and membrane resistance of the PEMFC, as well as the electrode kinetic model, electric power, charge state, and internal resistance of the LIB.

3. The dynamic calculation method of the electric-thermal-hydrogen coupling response of the fuel cell ship power system according to claim 2 is characterized in that: The electrode kinetic model and steady-state output voltage of PEMFC satisfy the following formula: V FC =E nerst -V ohm -V conc -V act ; Where V FC is the output voltage of a single battery, E nerst is the open circuit voltage, V ohm 、V conc and V act They are ohmic polarization voltage, concentration polarization voltage and activation polarization voltage respectively; Transient voltage v FC Using the equivalent circuit formula with a variable double layer capacitor, it is as follows: v FC =E nerst -V ohm -V c ; in, τ=R c C; Where V c is the capacitor terminal voltage simulating dynamic loss; τ is the time constant, C is the equivalent capacitance, R c is the equivalent fuel cell single resistance, I FC is the stack current; The membrane resistance satisfies the following formula: in, In the formula, R pem is the membrane resistance, σ m is the membrane resistance constant, A pem is the effective active area of ​​the proton exchange membrane, l pem is the thickness of the proton exchange membrane, I FC is the stack current, λ m is a dimensionless quantity, T FC is the temperature of the fuel cell; The electrode kinetic model of LIB satisfies the following formula: P B =V B I B ; Where V B is the terminal voltage of LIB, E B,oc is the open circuit voltage, R B is the LIB internal resistance, I B is the internal current of LIB; The electric power of LIB shows different relationships under various charging and discharging modes, satisfying the following formula: P B =V B I B ; Where P B,R is the charge actually stored or released, η B is the charge and discharge efficiency, sgn(P B ) is a symbolic function; The state of charge SOC and internal resistance R of LIB B The energy management strategy, mode switching and power distribution that affect the hybrid system satisfy the following formula: Where SOC0 is the initial charge state, C B is the rated capacity.

4. The dynamic calculation method of the electric-thermal-hydrogen coupling response of the fuel cell ship power system according to claim 1 is characterized in that: The thermal dynamic model includes energy conservation of fuel cell proton membrane, energy conservation of fuel cell anode catalyst layer, energy conservation of fuel cell cathode catalyst layer, energy conservation of fuel cell microporous layer, energy conservation of fuel cell gas diffusion layer, energy conservation of fuel cell channel layer and energy conservation of fuel cell bipolar plate.

5. The dynamic calculation method of the electric-thermal-hydrogen coupling response of the fuel cell ship power system according to claim 4 is characterized in that: The fuel cell proton membrane energy conservation satisfies the following formula: Where C is the equivalent specific heat capacity of the membrane, M is the mass of the membrane, and T m is the temperature of the film, t is the time term, is the ohmic heat of the membrane, is the heat conduction between the cathode catalyst layer and the membrane, is the heat conduction of the film, Convective heat of the membrane; The energy conservation of the anode catalyst layer of the fuel cell satisfies the following formula: Where C is the equivalent specific heat capacity of the anode catalyst layer, M is the mass of the anode catalyst layer, and T acl is the temperature of the anode catalyst layer, t is the time term, is the ohmic heat of the anode catalyst layer, is the heat conduction of the film, is the heat conduction of the anode catalyst layer, Convective heat of the anode catalyst layer; The energy conservation of the cathode catalyst layer of the fuel cell satisfies the following formula: Where C is the equivalent specific heat capacity of the cathode catalyst layer, M is the mass of the cathode catalyst layer, and T ccl is the temperature of the cathode catalyst layer, t is the time term, is the ohmic heat of the cathode catalyst layer, is the activation heat of the cathode catalyst layer, is the heat conduction between the cathode catalyst layer and the membrane, It is the heat conduction between the cathode catalyst layer and the cathode side microporous layer. Convective heat of the cathode catalyst layer; The energy conservation of the microporous layer of the fuel cell satisfies the following formula: Where C is the equivalent specific heat capacity of the microporous layer, M is the mass of the microporous layer, and T mpl is the temperature of the microporous layer, t is the time term, is the ohmic heat of the microporous layer, is the heat conduction of the catalyst layer, is the heat conduction of the microporous layer, is the convective heat of the microporous layer; The energy conservation of the fuel cell gas diffusion layer satisfies the following formula: Where C is the equivalent specific heat capacity of the gas diffusion layer, M is the mass of the gas diffusion layer, and T gdl is the temperature of the gas diffusion layer, t is the time term, is the ohmic heat of the gas diffusion layer, is the heat conduction of the microporous layer, is the heat conduction of the gas diffusion layer, is the convective heat of the gas diffusion layer; The energy conservation of the fuel cell channel layer satisfies the following formula: Where C is the equivalent specific heat capacity of the channel layer, M is the mass of the channel layer, and T cha is the temperature of the channel layer, t is the time term, To remove heat from the gas, For the gas to enter the heat, is the convective heat of the channel layer; The energy conservation of the fuel cell bipolar plate satisfies the following formula: Where C is the equivalent specific heat capacity of the bipolar plate, M is the mass of the bipolar plate, T bp is the temperature of the bipolar plate, t is the time term, is the ohmic heat of the bipolar plate, is the heat conduction of the gas diffusion layer, To cool the bipolar plates, is the convective heat of the bipolar plates.

6. The dynamic calculation method of the electric-thermal-hydrogen coupling response of the fuel cell ship power system according to claim 1 is characterized in that: The hydrogen flow dynamic model includes hydrogen transport and water management, and is used to solve the flow and consumption of hydrogen in the battery, which is expressed as a quantitative relationship of the molar flow rate of hydrogen in the system, including: Inlet Anode: In the formula, is the rate at which hydrogen enters the anode, is the rate of anode water entering, π H2 is the excess coefficient of hydrogen, I FC is the current of the battery stack, F is the Ferrari constant, is the relative humidity entering the anode, is the hydrogen inlet pressure at the anode, is the saturation pressure of anode water vapor at temperature; Inlet cathode: In the formula, is the rate at which air enters the cathode, is the rate of oxygen entering the cathode, is the rate of nitrogen entering the cathode, is the rate at which water enters the cathode, is the mole fraction of oxygen, is the mole fraction of nitrogen, π O2 is the excess coefficient of oxygen, is the relative humidity entering the cathode, is the oxygen inlet pressure at the cathode, is the saturation pressure of cathode water vapor at temperature; Export anode: In the formula, is the rate of hydrogen leaving the anode, is the rate at which water leaves the anode, is the excess coefficient of hydrogen, is the rate at which hydrogen enters the anode, is the molar rate caused by water back diffusion at the anode; Outlet cathode: In the formula, is the rate at which oxygen leaves the cathode, is the rate at which nitrogen is discharged from the cathode, is the rate at which water is discharged from the cathode, is the mole fraction of oxygen, π O2 is the excess coefficient of oxygen, is the rate of water generation, is the molar rate caused by water back diffusion at the cathode, is the molar rate of water from the anode to the cathode due to resistance.

7. The dynamic calculation method of the electric-thermal-hydrogen coupling response of the fuel cell ship power system according to claim 1 is characterized in that: The relative change index satisfies the following formula: Where R is the response amplitude, which represents the difference between the maximum and minimum values ​​within the reference range; μ is the baseline amplitude, which represents the average value within the reference range.

8. The dynamic calculation method of the electric-thermal-hydrogen coupling response of the fuel cell ship power system according to claim 1 is characterized in that: The operation modes of the fuel cell ship power system include: a pure PEMFC power supply mode, a PEMFC and LIB combined power supply operation mode, and a LIB power compensation mode.

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