Adaptive working condition request power control method, device and equipment

Abstract

The invention discloses a self-adaptive working condition request power control method, device and equipment, and relates to the field of battery energy management, the method comprises the following steps: controlling a fuel cell system controller to successfully start an electric pile, and entering a fuel-electricity mode; the working condition of the whole vehicle is judged according to the running state of the whole vehicle entering the gas-electricity mode; and outputting request power corresponding to the working condition of the whole vehicle according to the power control strategy corresponding to the working condition of the whole vehicle. The method aims to solve the problems of frequent output power change and poor output efficiency due to repeated high-power charging and discharging of a power battery in the existing method. According to the method, repeated high-power charging and discharging of the power battery can be avoided, the energy conversion efficiency of the power battery is improved, the whole vehicle request power is stable and small in fluctuation change, and the working efficiency, reliability and service life of a fuel battery system can be improved.

Description

Technical Field

[0001] The present application relates to the field of battery power control, and in particular to a method, device and equipment for adaptive operating condition request power control. Background Art

[0002] At present, the domestic energy management of fuel cell vehicles mostly adopts the state of charge (SOC) table lookup strategy to request power, requesting high power in the low SOC range and low power in the high SOC range. This method is not related to the vehicle's operating conditions, has poor adaptability and no stable SOC balance range. In fuel cell vehicles or fuel cell power generation systems, "stack" usually refers to the fuel cell stack, which generates electricity through the chemical reaction of hydrogen and oxygen. Under different charge states, the output power of the battery may be different. When the vehicle is running at low speed and low SOC, the fuel cell output power is large, and most of the excess power will continue to charge the power battery; when the vehicle is running at high speed and high SOC, the fuel cell output power is insufficient, and the power battery will continue to discharge to meet the driving needs of the vehicle. Under this strategy, the power battery will be repeatedly charged and discharged at high power, which is not conducive to battery life. At the same time, due to the large internal resistance of the battery, the thermal effect of the current Q=I 2 r will be amplified by square, and the increase in the proportion of energy consumed by internal resistance is not conducive to the economy of the whole vehicle. In addition to the SOC table lookup method, there is also a power following strategy to request power. This strategy refers to the accelerator pedal depth and vehicle speed of the whole vehicle to request power. The higher the pedal depth or the higher the speed, the greater the requested power, and vice versa. When the accelerator pedal depth changes frequently in some urban road conditions, the requested power changes greatly and fluctuates frequently. According to the characteristics of key parts such as the fuel cell system stack, this will reduce the reliability and life of the fuel cell system. Power fluctuations will cause parasitic power in fuel cell system accessories such as air compressors, resulting in reduced system efficiency.

[0003] At present, there are various energy management strategies for fuel cell vehicles in China, and there is no special energy management strategy to protect the power battery, improve the life reliability and system efficiency of the fuel cell system. In order to meet these challenges, researchers are constantly exploring new algorithms and technologies. Summary of the invention

[0004] The main purpose of this application is to provide a method for controlling power request based on an adaptive working condition of a hydrogen fuel cell tractor, which aims to solve the problem of frequent changes in output power and poor output efficiency in the existing method of using batteries to repeatedly charge and discharge at high power. This method can adaptively request power under various working conditions to meet the driving needs of the whole vehicle, avoid repeated high-power charging and discharging of the power battery, and improve the energy conversion efficiency of the power battery. At the same time, the power request of the whole vehicle is stable and has small fluctuations, which can improve the working efficiency, reliability and life of the fuel cell system.

[0005] To achieve the above object, the present application provides an adaptive condition request power control method, the method comprising the following steps:

[0006] Control the fuel cell system controller to start the stack successfully and enter the combustion mode;

[0007] Determining the working condition of the whole vehicle according to the running state of the whole vehicle in the fuel-electric mode;

[0008] According to the power control strategy corresponding to the working condition of the whole vehicle, the requested power corresponding to the working condition of the whole vehicle is output.

[0009] In this embodiment, the step of controlling the fuel cell system controller to successfully start the fuel cell stack and enter the combustion-power mode also includes:

[0010] Applying a starting voltage to the battery stack to perform an electrochemical reaction;

[0011] Maintaining the output of the battery stack so that the battery stack reaches a stable state;

[0012] Real-time monitoring of the voltage, current and temperature parameters of the battery stack;

[0013] Obtain the parameters of the vehicle load power currently entering the fuel-electric mode.

[0014] In this embodiment, the step of determining the working condition of the vehicle according to the running state of the vehicle entering the fuel-electric mode further includes:

[0015] When the vehicle load power is not less than the first constant speed load power, determining that the vehicle operating condition type corresponding to the vehicle is the first power operating condition;

[0016] When the vehicle load power is less than the second constant speed load power, determining that the vehicle corresponding to the vehicle is in the second power condition; wherein the first constant speed load power is greater than the second constant speed load power;

[0017] When the whole vehicle load power is between the first and second constant-speed load powers, it is determined that the whole vehicle operating condition type corresponding to the vehicle is the third power operating condition.

[0018] In this embodiment, the step of outputting the requested power corresponding to the working condition of the whole vehicle according to the power control strategy corresponding to the working condition of the whole vehicle further includes:

[0019] Determine the SOC table lookup power parameter of the corresponding vehicle working condition according to the current vehicle operation result;

[0020] Determine the load power parameter of the corresponding working condition of the whole vehicle according to the current operation result of the whole vehicle;

[0021] Determine the battery stack power parameters of the corresponding vehicle working condition according to the current vehicle operation result;

[0022] Calculate the requested power corresponding to the current working condition of the vehicle according to the SOC table power parameter, load power and stack power parameter of the vehicle;

[0023] According to the current working condition of the whole vehicle, the requested power corresponding to the working condition of the whole vehicle is calculated and adjusted with a preset time as a cycle.

[0024] In this embodiment, the step of calculating the requested power corresponding to the current working condition of the whole vehicle according to the SOC table lookup power parameter, load power and stack power parameter of the current whole vehicle also includes:

[0025] When it is determined that the vehicle operating condition type corresponding to the vehicle is the first power operating condition and the load power parameter is greater than the maximum value of the stack power parameter, the requested power corresponding to the vehicle operating condition is output as the maximum value parameter of the stack power parameter;

[0026] When it is determined that the vehicle operating condition type corresponding to the vehicle is the first power operating condition and the load power parameter is greater than the SOC table lookup power parameter, the requested power corresponding to the vehicle operating condition is output as the current load power parameter;

[0027] When it is determined that the operating condition type of the whole vehicle corresponding to the vehicle is the first power operating condition and the load power parameter is not greater than the SOC table lookup power parameter, the requested power corresponding to the operating condition of the whole vehicle is output as the current SOC table lookup power parameter.

[0028] In this embodiment, the step of calculating the requested power corresponding to the current working condition of the whole vehicle according to the SOC table lookup power parameter, load power and stack power parameter of the current whole vehicle also includes:

[0029] When it is determined that the vehicle operating condition type corresponding to the vehicle is the second power operating condition and the load power parameter is greater than the maximum value of the stack power parameter, the requested power corresponding to the vehicle operating condition is output as the current SOC table lookup power parameter;

[0030] When it is determined that the vehicle operating condition type corresponding to the vehicle is the second power operating condition and the load power parameter is not greater than the SOC table lookup power parameter, the requested power corresponding to the vehicle operating condition is output as the current SOC table lookup power parameter;

[0031] When it is determined that the vehicle operating condition type corresponding to the vehicle is the second power operating condition and the load power parameter is greater than the SOC table lookup power parameter, the requested power corresponding to the vehicle operating condition is output as the current load power parameter;

[0032] When it is determined that the operating condition type corresponding to the vehicle is the second power operating condition, the load power parameter is greater than the SOC table lookup power parameter and the SOC ratio is greater than the preset ratio, the requested power corresponding to the operating condition of the vehicle is output as the current load power parameter minus the preset power parameter value.

[0033] In this embodiment, the step of calculating the requested power corresponding to the current working condition of the whole vehicle according to the SOC table lookup power parameter, load power and stack power parameter of the current whole vehicle also includes:

[0034] When it is determined that the vehicle operating condition type corresponding to the vehicle is the third power operating condition and the load power parameter is less than the minimum value of the stack power parameter, the requested power corresponding to the vehicle operating condition is output as the minimum value parameter of the stack power parameter;

[0035] When it is determined that the vehicle operating condition type corresponding to the vehicle is the third power operating condition and the load power parameter is greater than the SOC table lookup power parameter, the requested power corresponding to the vehicle operating condition is output as the current SOC table lookup power parameter;

[0036] When it is determined that the operating condition type corresponding to the vehicle is the third power operating condition and the load power parameter is not greater than the SOC table lookup power parameter, the requested power corresponding to the operating condition of the vehicle is output as the current load power parameter.

[0037] In this embodiment, before the step of controlling the fuel cell system controller to successfully start the fuel cell stack and enter the combustion-power mode, the step further includes:

[0038] Detecting the operating state of the fuel cell system controller;

[0039] When the working state of the fuel cell system controller is in a working state without fault indication, the step of applying a starting voltage to the fuel cell stack to perform an electrochemical reaction is performed.

[0040] In addition, to achieve the above-mentioned purpose, the present application also provides an adaptive working condition request power control device, the device comprising: a mode start module, a working condition judgment module and a power output module;

[0041] Mode start module, controls the fuel cell system controller to start the stack successfully and enter the combustion mode;

[0042] A working condition judgment module, judging the working condition of the whole vehicle according to the running state of the whole vehicle in the fuel-electric mode;

[0043] The power output module outputs the requested power corresponding to the working condition of the whole vehicle according to the power control strategy corresponding to the working condition of the whole vehicle.

[0044] In addition, to achieve the above-mentioned purpose, the present application also provides an adaptive operating condition request power control device, which includes: a memory, a processor, and an adaptive operating condition request power control processing program stored on the memory and executable on the processor, and the adaptive operating condition request power control processing program implements the steps of the above-mentioned adaptive operating condition request power control method when executed by the processor.

[0045] The above one or more technical solutions provided by this application may have the following advantages or at least achieve the following technical effects:

[0046] The present application discloses an adaptive working condition request power control method, device and equipment, which relates to the field of battery energy management. The technical method includes the following steps: controlling the fuel cell system controller to successfully start the stack and enter the fuel-electric mode; judging the working condition of the whole vehicle according to the running state of the whole vehicle entering the fuel-electric mode; outputting the request power corresponding to the working condition of the whole vehicle according to the power control strategy corresponding to the working condition of the whole vehicle. The technical solution of the present application determines the working condition of the whole vehicle through the whole vehicle controller in the fuel-electric (hybrid) mode, and enters high power, medium power and low power working conditions according to different vehicle load powers, and the actual demand is adjusted to a cycle calculation adjustment. Under different working conditions, the whole vehicle calculates the request power comprehensively according to the load power, battery SOC, maximum output power of the fuel-electric system, minimum output power, and available energy feedback power of the battery to meet the needs of the whole vehicle. The present application aims to solve the problem that the existing method uses batteries to repeatedly charge and discharge at high power, and there are frequent changes in output power and poor output efficiency. In order to overcome these limitations, different power control strategies are allocated based on the different working conditions of new energy vehicles to output the vehicle request power. This method takes into account the SOC and the vehicle load power, and will not cause the power battery to be repeatedly charged and discharged at high power, which can improve the life of the power battery and the energy conversion efficiency. At the same time, the vehicle's requested power is stable and has small fluctuations, which can improve the efficiency, reliability and life of the fuel cell system. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0048] Figure 1 It is a flowchart of Embodiment 1 of the adaptive working condition request power control method proposed in the embodiment of the present application;

[0049] Figure 2A flowchart of Embodiment 2 of the adaptive working condition request power control method proposed in the embodiment of the present application;

[0050] Figure 3 A flowchart of Embodiment 3 of the adaptive working condition request power control method proposed in the embodiment of the present application;

[0051] Figure 4 This is a flow chart of Embodiment 4 of the adaptive working condition request power control method proposed in the embodiments of the present application.

[0052] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0053] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0054] It should be noted that if the embodiments of the present application involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0055] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present application, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme that satisfies both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in the field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0056] In order to control the output power request of the vehicle under different working conditions, this application will introduce in detail a method for controlling the power request under adaptive working conditions based on a hydrogen fuel cell tractor. This control method can adapt to various working conditions to request power to meet the driving needs of the whole vehicle, avoid repeated high-power charging and discharging of the power battery, and improve energy conversion efficiency. At the same time, the power request of the whole vehicle is stable and has small fluctuations, which can improve the working efficiency, reliability and life of the fuel cell system and meet the application needs in different scenarios.

[0057] As the power source of the vehicle, the hydrogen fuel cell system converts the chemical energy of hydrogen and oxygen into electrical energy through electrochemical reactions. At the same time, the power battery is used as an auxiliary energy source, mainly for storing and releasing electrical energy to balance the output of the hydrogen fuel cell system. The vehicle controller VCU, as a central control unit, is mainly responsible for collecting data from various vehicle systems, judging the current working conditions, and sending control instructions to adjust the requested power. The sensor network includes speed sensors, power sensors, battery SOC (State of Charge, SOC) sensors, etc., which are used to monitor the vehicle status in real time. The adaptive working condition judgment and request power control process involves data acquisition and preprocessing. First, the vehicle controller (VCU) collects real-time data such as vehicle speed, acceleration, load power, battery SOC, and fuel-electric system output power through the sensor network. Secondly, the collected data is preprocessed, including denoising, filtering, and calibration to ensure the accuracy and reliability of the data.

[0058] In order to judge the working condition of the car, the VCU needs to make a preliminary judgment on whether the vehicle is in acceleration, deceleration, constant speed or idling state according to the vehicle speed and load power. Further, according to the preset power threshold (such as 60km / h or 40km / h constant speed load power), the working condition is subdivided into three types: high power, medium power and low power. The requested power is calculated and adjusted based on the working condition of the car. For each working condition, the VCU comprehensively considers factors such as load power, battery SOC, maximum output power of the fuel-electric system, minimum output power, and available energy feedback power of the battery, and performs complex algorithm calculations. Under high-power conditions, priority is given to ensuring that the fuel-electric system outputs maximum power, while monitoring the battery SOC to avoid excessive discharge. Under medium-power conditions, the output of the fuel-electric system and the power battery is balanced according to the load demand to keep the SOC within a reasonable range. Under low-power conditions, the use of the fuel-electric system is minimized, and the energy feedback function of the power battery is prioritized to improve energy conversion efficiency. Based on the calculation results, the VCU sends control instructions to the fuel-electric system and the power battery to adjust the requested power to meet the driving needs of the entire vehicle.

[0059] During the periodic adjustment and optimization of the vehicle's requested power, the VCU usually monitors the vehicle status and re-evaluates the working conditions with a preset time (which can be adjusted according to actual needs, such as 2 minutes for power adjustment) as a cycle. According to the new working condition judgment results, the requested power control strategy is adjusted to adapt to changes in the vehicle's driving process. Through long-term operation data accumulation and algorithm optimization, the accuracy and efficiency of the adaptive working condition requested power control method are continuously improved.

[0060] By precisely controlling the requested power and avoiding repeated high-power charging and discharging of the power battery, the energy conversion efficiency can be improved. The extended system life, stable requested power, and no large load changes and fluctuations can reduce the loss of fuel cells and power batteries, and can increase the service life of the fuel cell system by about 10% and the life of the power battery by about 5%. The driving experience is optimized, the requested power of the whole vehicle is stable, the fluctuation of power output is reduced, and the driving comfort and safety are improved. At the same time, the environmental benefits are significant. Hydrogen fuel cell vehicles only produce water during operation, achieving zero emissions, which is of great significance to environmental protection.

[0061] In order to maximize the performance advantages of hydrogen fuel cell tractors and ensure that they can operate efficiently and stably under different working conditions, the adaptive working condition request power control method proposed in this application accurately determines the current working condition of the vehicle and adjusts the requested power accordingly to achieve efficient use of energy and extend the life of the system. Figure 1 The method for controlling power requested by an adaptive working condition comprises steps S10 to S30:

[0062] Step S10, controlling the fuel cell system controller to successfully start the fuel cell stack and enter the combustion-power mode;

[0063] Step S20, judging the operating condition of the whole vehicle according to the operating state of the whole vehicle entering the fuel-electric mode;

[0064] Step S30, outputting the requested power corresponding to the working condition of the whole vehicle according to the power control strategy corresponding to the working condition of the whole vehicle.

[0065] It should be noted that in this embodiment, during the operation of the hydrogen fuel cell tractor, the fuel cell system controller (FCU) plays a vital role, mainly responsible for managing and controlling the working state of the fuel cell stack, ensuring that the vehicle can operate efficiently and stably according to different driving conditions. The following will elaborate on how the FCU controls the stack to start and enter the combustion state, how to judge the vehicle operating conditions, and how to allocate the corresponding power control strategy and output the vehicle request power process.

[0066] Step S10, FCU controls the stack to start and enter the fuel-electric mode. At the beginning of the vehicle startup, FCU first executes the system self-check program to check whether the working status of key components such as the fuel cell stack, hydrogen supply system, oxygen (air) supply system, cooling system and power electronic conversion device is normal. At the same time, FCU will also read and initialize the parameters of each sensor to prepare for subsequent power control. After confirming that the system is fault-free, FCU will control the stack to perform preheating operations. Since the performance of the fuel cell will be affected at low temperatures, it is necessary to heat it to a suitable operating temperature range through an external heat source or the heat generated by the stack itself. During the preheating process, FCU will monitor the temperature of the stack and adjust the heating power as needed to ensure that the stack can quickly and safely reach the operating temperature. Hydrogen and oxygen supply, after the stack is preheated, FCU will control the hydrogen supply system and oxygen (air) supply system to start working to provide sufficient reactants for the stack. At the same time, FCU will also monitor hydrogen pressure and flow, as well as parameters such as air flow and humidity to ensure that they are in the best working condition.

[0067] When the above preparations are ready, the FCU will issue a command to start the stack and control it to enter the combustion mode. In the combustion mode, hydrogen undergoes an oxidation reaction at the anode of the stack, and oxygen (air) undergoes a reduction reaction at the cathode, generating electricity and water vapor through electrochemical reactions. The FCU will continuously monitor the output voltage, current, temperature and other parameters of the stack to ensure that it operates stably at the optimal operating point.

[0068] Step S20, determine the vehicle operating condition and assign a power control strategy. Data collection and analysis, VCU collects real-time data such as the vehicle's speed, acceleration, load power, battery SOC, etc. through the vehicle bus or sensor network. Then, use the built-in algorithm to analyze and process these data to determine the current operating condition of the vehicle. Operating condition judgment, according to the preset power threshold and operating condition classification criteria (such as high-power operating condition, medium-power operating condition, low-power operating condition), VCU classifies the vehicle operating condition. The classification results will serve as the basis for the subsequent power control strategy formulation.

[0069] The VCU will allocate different power control strategies for different working conditions. For example, under high-power conditions, the VCU will prioritize ensuring that the fuel-electric system outputs maximum power to meet vehicle acceleration or climbing requirements; under medium-power conditions, the output of the fuel-electric system and the power battery will be balanced according to load requirements; under low-power conditions, the use of the fuel-electric system will be minimized, and the energy feedback function of the power battery will be prioritized to improve energy conversion efficiency.

[0070] Step S30, output the vehicle's requested power. After determining the vehicle's operating conditions and the corresponding power control strategy, the VCU will calculate the vehicle's requested power based on the load demand and system status under the current operating conditions. This requested power will be sent as a control instruction to the power source such as the fuel-electric system and the power battery to guide them to work according to the predetermined power output mode. At the same time, the VCU will continue to monitor the actual power output of the vehicle and make real-time adjustments as needed to ensure the stability and efficiency of the vehicle's performance.

[0071] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction, and will not be repeated in the following. Figure 2 In this embodiment, the step S10 controls the fuel cell system controller to start the fuel cell stack successfully and enter the combustion-electricity mode, and further includes:

[0072] Step S11, applying a starting voltage to the battery stack to perform an electrochemical reaction;

[0073] Step S12, maintaining the output of the battery stack so that the battery stack reaches a stable state;

[0074] Step S13, real-time monitoring of the voltage, current and temperature parameters of the battery stack;

[0075] Step S14, obtaining the parameters of the vehicle load power in the current fuel-electric mode.

[0076] Specifically, in this embodiment, the process of starting the electrochemical reaction of the stack is mainly to send instructions to the stack management system through the fuel cell system controller (FCU). The process includes providing the necessary initial conditions to the stack, such as appropriate hydrogen supply, air supply and cooling conditions, including preparing hydrogen supply, opening the hydrogen supply valve, and adjusting the hydrogen flow rate to a preset value; preparing air supply, starting the air compressor, and adjusting the air flow rate to a preset value; starting the cooling system, starting the cooling system, and maintaining the temperature control of the stack to ensure that the stack can be successfully started.

[0077] Step S11: Apply a starting voltage to the stack to perform an electrochemical reaction. During the stack startup process, a certain starting voltage needs to be applied to the stack to stimulate the electrochemical reaction inside the stack. This voltage is usually precisely controlled by the fuel cell system controller to ensure that the electrochemical reaction can proceed smoothly and efficiently. During the electrochemical reaction, hydrogen is oxidized into protons and electrons at the anode, electrons flow to the cathode through an external circuit, and protons reach the cathode through the electrolyte membrane, combining with oxygen to form water, while releasing electrical energy.

[0078] Step S12: Maintain the stack output so that the stack reaches a stable state. After the stack is started, it is necessary to maintain a certain stack output so that the stack gradually reaches a stable state. During this process, the fuel cell system controller will adjust the supply of hydrogen, air and cooling water, as well as the output voltage and current of the stack according to the actual operation of the stack to ensure that the stack can operate stably and output stable electrical energy.

[0079] Step S13: Real-time monitoring of the voltage, current, and temperature parameters of the battery stack. During the operation of the battery stack, key parameters such as the voltage, current, and temperature of the battery stack need to be monitored in real time. These parameters are important indicators reflecting the operating status of the battery stack. By monitoring these parameters, abnormal conditions in the operation of the battery stack can be discovered in time, and corresponding measures can be taken to deal with them. For example, if the temperature of the battery stack is too high or too low, it may affect the performance and life of the battery stack. At this time, it is necessary to adjust the supply of cooling water or change the operating mode of the battery stack to keep the battery stack running within a suitable temperature range.

[0080] Step S14: Obtain the parameters of the vehicle load power in the current fuel-electric mode. After the fuel cell stack runs stably and successfully enters the fuel-electric mode, it is necessary to obtain the parameters of the current vehicle load power. These parameters are an important basis for the VCU to distribute and adjust power. By obtaining the parameters of the vehicle load power, the VCU can calculate the power that the fuel cell system needs to output, and adjust the working state of the fuel cell system to meet the power requirements of the vehicle. At the same time, the VCU can also adjust and optimize the output power of the fuel cell system in real time according to the changes in the vehicle load power to improve the output energy efficiency and performance of the vehicle.

[0081] Based on the first embodiment and / or the second embodiment of the present application, in the third embodiment of the present application, the same or similar contents as those of the above-mentioned first and second embodiments can refer to the above introduction, and will not be repeated later. Figure 3 In this embodiment, the step S20, the step of determining the working condition of the vehicle according to the running state of the vehicle entering the fuel-electric mode, further includes:

[0082] Step S21, when the vehicle load power is not less than the first constant speed load power, determining that the vehicle operating condition type corresponding to the vehicle is the first power operating condition;

[0083] Step S22, when the vehicle load power is less than the second constant speed load power, determining that the vehicle corresponding to the vehicle is in a second power condition; wherein the first constant speed load power is greater than the second constant speed load power;

[0084] Step S23, when the vehicle load power is between the first and second constant-speed load powers, determining that the vehicle operating condition type corresponding to the vehicle is a third power operating condition.

[0085] It should be noted that in new energy vehicles, especially hydrogen fuel cell vehicles or hybrid vehicles, accurately obtaining the parameters of the vehicle load power and judging the type of working condition the vehicle is in is the key to optimizing energy distribution, improving energy utilization efficiency, and ensuring stable vehicle performance and safe driving. This process will be explained in detail below.

[0086] First, obtain the parameters of the vehicle load power. The acquisition of the vehicle load power depends on the widely distributed sensor network on the vehicle. Data acquisition of the sensor network, these sensors include but are not limited to motor current sensors, vehicle speed sensors, acceleration sensors, pressure sensors (such as brake system pressure), and battery discharge current and voltage provided by the power battery management system (BMS). Each sensor is responsible for collecting data related to its specific function. Data processing and fusion, the collected raw data needs to be processed before it can be converted into useful information. This step usually includes data cleaning (removing noise and outliers), data calibration (ensuring the accuracy of sensor readings) and data fusion (integrating data from different sensors into unified, physically meaningful parameters). For example, the motor current and voltage data can be calculated through the power formula (P = UI) to obtain the real-time output power of the motor, while the vehicle speed and acceleration data can be used to evaluate the dynamic load requirements of the vehicle.

[0087] Secondly, based on data processing and fusion, the load power of the entire vehicle can be further calculated. This usually involves matching and balancing the output power of each power source (such as fuel cells, power batteries, supercapacitors, etc.) with the power required by the vehicle's mechanical load (such as drive motors, air conditioning, lighting, etc.). By comparing the output power and load requirements of different power sources, the current load power level of the entire vehicle can be determined.

[0088] Finally, determine the type of operating condition of the vehicle corresponding to the output load power. In the field of new energy vehicles, the operating condition type is usually classified according to the driving status and needs of the vehicle. Common operating condition types include but are not limited to: starting acceleration conditions, constant speed driving conditions, deceleration braking conditions, climbing conditions, downhill coasting conditions, and idling conditions. Each operating condition type has its own specific load power characteristics and energy management requirements.

[0089] Mapping of load power and operating condition type. Based on the predefined operating condition type and the parameters of the vehicle load power, a mapping relationship can be established to determine the operating condition type of the vehicle corresponding to the current output load power. This mapping relationship can be based on an empirical formula, a table lookup method, or a more complex machine learning model. For example, when the vehicle load power suddenly increases and the vehicle speed is also increasing rapidly, it can be judged that the vehicle is in a starting acceleration condition; when the load power gradually decreases and the vehicle speed remains stable, it may be in a uniform driving condition. When the load power is greater than or equal to 60km / h or other constant speed load power, it is judged as the first power condition, and the vehicle needs a larger power output to meet the needs of acceleration, climbing, etc. When the load power is between 40km / h and 60km / h constant speed load power, it is judged as the second power condition, and the vehicle is in a relatively stable driving state, such as driving at a constant speed on a flat road. When the load power is less than 40km / h or other constant speed load power, it is judged as the third power condition, and the vehicle may be in idling, low speed driving, or braking energy recovery.

[0090] In the first power condition, the VCU gives priority to meeting power requirements to ensure that the vehicle can quickly respond to the driver's acceleration and climbing commands. At this time, the fuel cell system operates at maximum or near maximum output power, while the power battery assists in power supply. If the power battery SOC is low, the output power of the fuel cell system can be appropriately increased to reduce the discharge depth of the power battery.

[0091] Under the second power condition, the VCU optimizes the energy distribution strategy while ensuring power demand, reduces the number and depth of charge and discharge of the power battery, and improves energy conversion efficiency. The fuel cell system adjusts the output power according to actual demand, and the power battery performs charge and discharge operations when necessary to maintain the SOC within a reasonable range.

[0092] In the third power condition, the VCU uses braking energy recovery to charge the power battery first, reducing unnecessary consumption of the fuel cell system. If the power battery SOC is close to the upper limit, the braking energy recovery power can be appropriately reduced or the output power of the fuel cell system can be adjusted to maintain the SOC within a reasonable range.

[0093] It should be emphasized that since the driving state of the vehicle changes in real time, the parameters of the vehicle load power and the corresponding working condition type also need to be judged and adjusted in real time. This requires the vehicle control system to have the ability to respond quickly and adjust dynamically. By continuously monitoring and comparing the current load power with the threshold or characteristic parameters of the preset working condition type, the control system can judge the working condition type of the vehicle in real time, and adjust the energy distribution strategy and power output mode accordingly to optimize vehicle performance and energy efficiency.

[0094] Based on the first embodiment and / or the second embodiment and / or the third embodiment of the present application, in the fourth embodiment of the present application, the same or similar contents as those of the above-mentioned first embodiment, second embodiment and third embodiment can refer to the above introduction and will not be repeated later. Figure 4 In this embodiment, the step S30, the step of outputting the requested power corresponding to the working condition of the whole vehicle according to the power control strategy corresponding to the working condition of the whole vehicle, further includes:

[0095] Step S31, determining the SOC table lookup power parameter of the corresponding vehicle working condition according to the current vehicle operation result;

[0096] Step S32, determining the load power parameter of the corresponding working condition of the whole vehicle according to the current operation result of the whole vehicle;

[0097] Step S33, determining the battery stack power parameter of the corresponding vehicle working condition according to the current vehicle operation result;

[0098] Step S34, calculating the requested power corresponding to the current working condition of the whole vehicle according to the SOC table lookup power parameter, load power and stack power parameter of the current whole vehicle;

[0099] Step S35, according to the current working condition of the whole vehicle, the requested power corresponding to the working condition of the whole vehicle is calculated and adjusted with a preset time as a cycle.

[0100] Specifically, in the detailed description of the vehicle power control strategy in this embodiment, step S30 is further refined into a plurality of sub-steps to more accurately determine and output the requested power of the vehicle under different operating conditions.

[0101] Step S31: Use the pre-established SOC and power correspondence table (or table lookup) to find the corresponding power parameters under the current SOC. SOC is an important indicator of the remaining battery power, which directly affects the power that the battery can provide. By looking up the table, the system can quickly obtain the power range that the battery can safely and efficiently output under the current SOC as the basis for subsequent power allocation.

[0102] Step S32: The load power parameter refers to the power actually required by the vehicle under the current working condition, which depends on the running state of the vehicle (such as acceleration, constant speed, deceleration, etc.) and the size of the external load (such as driving resistance, air conditioning, etc.). The system calculates the load power parameter under the current working condition by real-time monitoring of various parameters of the vehicle (such as vehicle speed, acceleration, engine speed, etc.) and external load conditions.

[0103] Step S33: The stack power parameter refers to the power that the fuel cell stack can provide under the current working condition. This parameter depends on the working state of the stack (such as temperature, humidity, pressure, etc.) and the fuel supply (such as hydrogen flow, purity, etc.). The system calculates the power range that the stack can provide under the current working condition by monitoring various parameters of the stack and combining the current working condition requirements.

[0104] Step S34: After obtaining the SOC table power parameters, load power and battery stack power parameters, the system needs to comprehensively consider these parameters to calculate the requested power corresponding to the vehicle under the current working conditions. This requested power needs to meet two conditions: one is to be able to meet the load requirements of the vehicle; the other is not to exceed the power output limit of the battery and battery stack. Through a reasonable power allocation strategy, the system can calculate the optimal requested power value.

[0105] Step S35: Since the working condition of the whole vehicle changes in real time, the system needs to constantly adjust the requested power according to the current working condition. To achieve this, the system can set a preset time period (such as a few seconds or minutes) and recalculate and adjust the requested power of the whole vehicle at the end of each period. This can ensure that the whole vehicle can obtain appropriate power output under different working conditions, thereby improving the performance and energy efficiency of the whole vehicle. Through the above steps, the system can accurately determine and adjust the requested power of the whole vehicle under different working conditions according to the current operation results of the whole vehicle, thereby ensuring that the whole vehicle can operate safely and efficiently.

[0106] Further, in this embodiment, the step S34, the step of calculating the requested power corresponding to the current working condition of the whole vehicle according to the SOC table lookup power parameter, load power and stack power parameter of the current whole vehicle, also includes:

[0107] When it is determined that the vehicle operating condition type corresponding to the vehicle is the first power operating condition and the load power parameter is greater than the maximum value of the stack power parameter, the requested power corresponding to the vehicle operating condition is output as the maximum value parameter of the stack power parameter;

[0108] When it is determined that the vehicle operating condition type corresponding to the vehicle is the first power operating condition and the load power parameter is greater than the SOC table lookup power parameter, the requested power corresponding to the vehicle operating condition is output as the current load power parameter;

[0109] When it is determined that the operating condition type of the whole vehicle corresponding to the vehicle is the first power operating condition and the load power parameter is not greater than the SOC table lookup power parameter, the requested power corresponding to the operating condition of the whole vehicle is output as the current SOC table lookup power parameter.

[0110] Specifically, in this embodiment, for the first power condition (usually refers to the high power demand condition), the VCU calculates and outputs the corresponding requested power according to the current vehicle SOC table power parameter, load power and battery stack power parameter. The following is the detailed processing logic for different situations:

[0111] When the load power is greater than the maximum value of the stack power parameter: The load power required by the vehicle exceeds the maximum power that the fuel cell stack can provide in the current state, that is, the load power parameter is greater than the maximum value of the stack power parameter. At this time, in order to ensure the safe operation of the fuel cell stack and avoid overload, the VCU sets the requested power to the maximum value of the stack power parameter. This means that the fuel cell stack will output electrical energy at its maximum capacity, and the remaining power demand needs to be met by other means (such as power battery discharge).

[0112] When the load power is greater than the SOC table power parameter: the load power parameter exceeds the battery output power obtained by the current SOC table, but has not exceeded the maximum value of the stack power parameter. In this case, since the fuel cell stack is capable of providing enough power to meet the demand, but considering the battery protection and energy management strategy, the VCU will not limit the output of the fuel cell stack. Therefore, the VCU will directly set the requested power to the current load power parameter to ensure that the vehicle can operate normally and meet the power demand.

[0113] When the load power is not greater than the SOC lookup table power parameter: When the load power parameter is small, it neither exceeds the maximum value of the stack power parameter nor the battery output power obtained by the current SOC lookup table. In this case, the power demand of the vehicle is relatively low, and both the fuel cell stack and the power battery are capable of meeting the demand. However, in order to optimize energy use and improve efficiency, the VCU will give priority to using the energy of the power battery (if the SOC allows) because the power battery is generally faster and more efficient. Therefore, the VCU sets the requested power to the current SOC lookup table power parameter, that is, the power value that the power battery can safely and efficiently output at the current SOC.

[0114] Further, in this embodiment, the step S34, the step of calculating the requested power corresponding to the current working condition of the whole vehicle according to the SOC table lookup power parameter, load power and stack power parameter of the current whole vehicle, also includes:

[0115] When it is determined that the vehicle operating condition type corresponding to the vehicle is the second power operating condition and the load power parameter is greater than the maximum value of the stack power parameter, the requested power corresponding to the vehicle operating condition is output as the current SOC table lookup power parameter;

[0116] When it is determined that the vehicle operating condition type corresponding to the vehicle is the second power operating condition and the load power parameter is not greater than the SOC table lookup power parameter, the requested power corresponding to the vehicle operating condition is output as the current SOC table lookup power parameter;

[0117] When it is determined that the vehicle operating condition type corresponding to the vehicle is the second power operating condition and the load power parameter is greater than the SOC table lookup power parameter, the requested power corresponding to the vehicle operating condition is output as the current load power parameter;

[0118] When it is determined that the operating condition type corresponding to the vehicle is the second power operating condition, the load power parameter is greater than the SOC table lookup power parameter and the SOC ratio is greater than the preset ratio, the requested power corresponding to the operating condition of the vehicle is output as the current load power parameter minus the preset power parameter value.

[0119] Specifically, in this embodiment, in the request power calculation step of the second power condition (usually refers to the medium power demand condition), the vehicle control unit (VCU) calculates and outputs the request power according to the current SOC table lookup power parameter, load power and stack power parameter. The following is the processing logic after considering various situations:

[0120] When the load power is greater than the maximum value of the stack power parameter: This situation is theoretically unlikely to occur in the second power condition, because the second power condition usually refers to medium power demand. However, if this situation does occur (possibly due to misjudgment or special circumstances), the fuel cell stack should be protected as a priority. Processing logic: Although this situation is not common, if it does occur, the VCU should first try to use the power battery to supplement the insufficient power. Since the load power exceeds the maximum power of the stack and we are considering the second power condition, the current SOC lookup power parameter (that is, the maximum power that the power battery can safely output at the current SOC) should be output as a priority, while monitoring the stack status to see if there is an opportunity to gradually increase its output power. Note: In practice, when the load power far exceeds the maximum power of the stack, a more complex strategy may be required to balance power demand, battery protection, and stack life.

[0121] When the load power is not greater than the SOC table power parameter: the load power is small, and the power battery is fully capable of meeting the demand at the current SOC. The vehicle request power is output as the current SOC table power parameter. This means that at the current SOC, the system recommended power is sufficient to meet or lower than the load demand. The VCU should output the current SOC table power parameter as the request power, because this can fully utilize the energy of the power battery, while reducing the workload of the fuel cell stack and improving the overall energy efficiency.

[0122] When the load power is greater than the SOC table power parameter and the SOC ratio is between 50% and 65%, the load power exceeds the maximum power that the power battery can provide at the current SOC, but has not yet reached the level where the fuel cell stack needs to output at full capacity. The output vehicle request power is the current load power parameter. This is because the SOC is within a safe range and can be directly requested according to the load power.

[0123] When the load power is greater than the SOC table power parameter and the SOC ratio is greater than the preset ratio (such as 70%), the current load power parameter minus the preset power parameter value is output: further adjustment, if the SOC ratio (i.e. the ratio of the remaining power to the total power) is greater than the preset ratio (this ratio can be used to determine whether the battery has enough energy to cope with future power requirements), the VCU can further consider the output of the fuel cell stack. The output vehicle request power is the current load power parameter minus the preset power parameter value (such as 10kW). This is to avoid the SOC rising too quickly and exceeding the 80% threshold, thereby protecting the battery and preventing the system from shutting down. However, in order to avoid excessive pressure on the battery, the VCU should cautiously increase the output power of the stack until the total output power meets the load demand. In a special case, if the SOC ratio is greater than the preset ratio, but for the sake of protecting the battery or extending its life, the VCU can choose not to increase the output power of the stack, but allow the load power to be temporarily reduced (this may need to be achieved through the vehicle's power management system, such as adjusting the engine speed, reducing the power consumption of auxiliary equipment, etc.).

[0124] Further, in this embodiment, the step S34, the step of calculating the requested power corresponding to the current working condition of the whole vehicle according to the SOC table lookup power parameter, load power and stack power parameter of the current whole vehicle, also includes:

[0125] When it is determined that the vehicle operating condition type corresponding to the vehicle is the third power operating condition and the load power parameter is less than the minimum value of the stack power parameter, the requested power corresponding to the vehicle operating condition is output as the minimum value parameter of the stack power parameter;

[0126] When it is determined that the vehicle operating condition type corresponding to the vehicle is the third power operating condition and the load power parameter is greater than the SOC table lookup power parameter, the requested power corresponding to the vehicle operating condition is output as the current SOC table lookup power parameter;

[0127] When it is determined that the operating condition type corresponding to the vehicle is the third power operating condition and the load power parameter is not greater than the SOC table lookup power parameter, the requested power corresponding to the operating condition of the vehicle is output as the current load power parameter.

[0128] Specifically, in this embodiment, in the request power calculation step of the third power condition (usually refers to the low power demand condition), the vehicle controller (VCU) will calculate and output the requested power based on the current SOC table lookup power parameters, load power and battery stack power parameters.

[0129] When the vehicle is in the third power condition, and the load power parameter of the vehicle is less than the minimum power parameter that the stack (hydrogen fuel cell system) can output: In this case, although the load power is very low, in order to ensure the stable operation of the stack and extend its service life, the VCU will output a request power, which is equal to the minimum value of the stack power parameter. This means that the stack will operate at its minimum output power to maintain its stability and the balance of parameters such as internal temperature, rather than just meeting the current low load demand.

[0130] The load power is greater than the SOC table power, and the vehicle's load power parameter is greater than the recommended power parameter obtained by looking up the table based on the current power state: In this case, in order to protect the power battery from over-discharge, the VCU will output a request power, which is equal to the table power parameter corresponding to the current SOC. This means that although the load demand is high, the vehicle system will limit the request power according to the current power state of the battery to ensure that the battery can continue to provide power without being damaged due to over-discharge.

[0131] The load power is not greater than the SOC table power. At this time, the vehicle's load power parameter is not greater than the recommended power parameter obtained by looking up the table based on the current power state: In this case, the load demand is reasonable under the current battery power state, so the VCU will directly output the current load power parameter as the requested power. This means that the vehicle system will distribute power according to the actual load demand, while ensuring that the battery will not be discharged quickly due to providing too much power.

[0132] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent processing scope of the present application.

Claims

1. An adaptive condition request power control method, characterized in that: The method comprises the following steps: Control the fuel cell system controller to start the stack successfully and enter the combustion mode; Determining the working condition of the whole vehicle according to the running state of the whole vehicle in the fuel-electric mode; According to the power control strategy corresponding to the working condition of the whole vehicle, the requested power corresponding to the working condition of the whole vehicle is output.

2. The method according to claim 1, characterized in that The step of controlling the fuel cell system controller to successfully start the fuel cell stack and enter the combustion-power mode also includes: Applying a starting voltage to the battery stack to perform an electrochemical reaction; Maintaining the output of the battery stack so that the battery stack reaches a stable state; Real-time monitoring of the voltage, current and temperature parameters of the battery stack; Obtain the parameters of the vehicle load power currently entering the fuel-electric mode.

3. The method according to claim 2, characterized in that The step of determining the operating condition of the vehicle according to the operating state of the vehicle entering the fuel-electric mode further includes: When the vehicle load power is not less than the first constant speed load power, determining that the vehicle operating condition type corresponding to the vehicle is the first power operating condition; When the vehicle load power is less than the second constant speed load power, determining that the vehicle corresponding to the vehicle is in the second power condition; wherein the first constant speed load power is greater than the second constant speed load power; When the whole vehicle load power is between the first and second constant-speed load powers, it is determined that the whole vehicle operating condition type corresponding to the vehicle is the third power operating condition.

4. The method according to claim 3, characterized in that The step of outputting the requested power corresponding to the working condition of the whole vehicle according to the power control strategy corresponding to the working condition of the whole vehicle also includes: Determine the SOC table lookup power parameter of the corresponding vehicle working condition according to the current vehicle operation result; Determine the load power parameter of the corresponding working condition of the whole vehicle according to the current operation result of the whole vehicle; Determine the battery stack power parameters of the corresponding vehicle working condition according to the current vehicle operation result; Calculate the requested power corresponding to the current working condition of the vehicle according to the SOC table power parameter, load power and stack power parameter of the vehicle; According to the current working condition of the whole vehicle, the requested power corresponding to the working condition of the whole vehicle is calculated and adjusted with a preset time as a cycle.

5. The method according to claim 3, characterized in that The step of calculating the requested power corresponding to the current working condition of the whole vehicle according to the SOC table lookup power parameter, load power and stack power parameter of the whole vehicle also includes: When it is determined that the vehicle operating condition type corresponding to the vehicle is the first power operating condition and the load power parameter is greater than the maximum value of the stack power parameter, the requested power corresponding to the vehicle operating condition is output as the maximum value parameter of the stack power parameter; When it is determined that the vehicle operating condition type corresponding to the vehicle is the first power operating condition and the load power parameter is greater than the SOC table lookup power parameter, the requested power corresponding to the vehicle operating condition is output as the current load power parameter; When it is determined that the operating condition type of the whole vehicle corresponding to the vehicle is the first power operating condition and the load power parameter is not greater than the SOC table lookup power parameter, the requested power corresponding to the operating condition of the whole vehicle is output as the current SOC table lookup power parameter.

6. The method according to claim 3, characterized in that The step of calculating the requested power corresponding to the current working condition of the whole vehicle according to the SOC table lookup power parameter, load power and stack power parameter of the whole vehicle also includes: When it is determined that the vehicle operating condition type corresponding to the vehicle is the second power operating condition and the load power parameter is greater than the maximum value of the stack power parameter, the requested power corresponding to the vehicle operating condition is output as the current SOC table lookup power parameter; When it is determined that the vehicle operating condition type corresponding to the vehicle is the second power operating condition and the load power parameter is not greater than the SOC table lookup power parameter, the requested power corresponding to the vehicle operating condition is output as the current SOC table lookup power parameter; When it is determined that the vehicle operating condition type corresponding to the vehicle is the second power operating condition and the load power parameter is greater than the SOC table lookup power parameter, the requested power corresponding to the vehicle operating condition is output as the current load power parameter; When it is determined that the operating condition type corresponding to the vehicle is the second power operating condition, the load power parameter is greater than the SOC table lookup power parameter and the SOC ratio is greater than the preset ratio, the requested power corresponding to the operating condition of the vehicle is output as the current load power parameter minus the preset power parameter value.

7. The method according to claim 3, characterized in that The step of calculating the requested power corresponding to the current working condition of the whole vehicle according to the SOC table lookup power parameter, load power and stack power parameter of the whole vehicle also includes: When it is determined that the vehicle operating condition type corresponding to the vehicle is the third power operating condition and the load power parameter is less than the minimum value of the stack power parameter, the requested power corresponding to the vehicle operating condition is output as the minimum value parameter of the stack power parameter; When it is determined that the vehicle operating condition type corresponding to the vehicle is the third power operating condition and the load power parameter is greater than the SOC table lookup power parameter, the requested power corresponding to the vehicle operating condition is output as the current SOC table lookup power parameter; When it is determined that the operating condition type corresponding to the vehicle is the third power operating condition and the load power parameter is not greater than the SOC table lookup power parameter, the requested power corresponding to the operating condition of the vehicle is output as the current load power parameter.

8. The method according to claim 1, characterized in that Before the step of controlling the fuel cell system controller to successfully start the fuel cell stack and enter the combustion-power mode, the method further includes: Detecting the operating state of the fuel cell system controller; When the working state of the fuel cell system controller is in a working state without fault indication, the step of applying a starting voltage to the fuel cell stack to perform an electrochemical reaction is performed.

9. An adaptive condition request power control device, characterized in that: The device comprises: a mode starting module, a working condition judging module and a power output module; Mode start module, controls the fuel cell system controller to start the stack successfully and enter the combustion mode; A working condition judgment module, judging the working condition of the whole vehicle according to the running state of the whole vehicle in the fuel-electric mode; The power output module outputs the requested power corresponding to the working condition of the whole vehicle according to the power control strategy corresponding to the working condition of the whole vehicle.

10. An adaptive condition request power control device, characterized in that: The adaptive operating condition request power control device comprises: a memory, a processor and an adaptive operating condition request power control processing program stored in the memory and executable on the processor. When the adaptive operating condition request power control processing program is executed by the processor, the steps of the adaptive operating condition request power control method as described in any one of claims 1 to 8 are implemented.

Images