Adaptive operating condition requested power control method, apparatus and device

Abstract

The application discloses an adaptive working condition request power control method, device and equipment, relates to the energy management field of a battery, and comprises the following steps: controlling a fuel cell system controller to start a stack successfully and enter a fuel electricity mode; judging a working condition of a whole vehicle according to an operation state of the whole vehicle entering the fuel electricity mode; and outputting a request power corresponding to the working condition of the whole vehicle according to a power control strategy corresponding to the working condition of the whole vehicle. The method aims to solve the problem that in the prior art, a power battery repeatedly performs high-power charging and discharging, and the output power changes frequently and the output efficiency is poor. The method can avoid the power battery repeatedly performing high-power charging and discharging, improve the energy conversion efficiency of the power battery, and meanwhile, the request power of the whole vehicle is stable and changes little, so that the working efficiency, reliability and service life of the fuel cell 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 working condition request power control. Background Art

[0002] At present, the energy management of fuel cell vehicles in China mostly adopts the State of Charge (SOC) lookup table method 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 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 a square, and the increase in the proportion of energy consumed by internal resistance is also not conducive to the economy of the entire vehicle. In addition to the SOC lookup table method, there is also a power following method strategy to request power. This strategy refers to the accelerator pedal depth and vehicle speed of the entire vehicle to request power. The higher the pedal depth or the higher the speed, the greater the requested power, and vice versa. In some urban roads where the accelerator pedal depth changes frequently, the requested power changes greatly and fluctuates frequently. According to the characteristics of key components 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 to be generated in fuel cell system accessories such as the air compressor, resulting in reduced system efficiency.

[0003] Currently, domestic fuel cell vehicle energy management strategies are diverse, with no dedicated energy management strategy to protect the power battery, improve the lifespan, reliability, and efficiency of the fuel cell system. To address these challenges, researchers are continuously exploring new algorithms and technologies. Summary of the Invention

[0004] The primary purpose of this application is to provide a method for adaptive operating condition power request control for hydrogen fuel cell tractors. This method aims to address the issues of frequent output power fluctuations and poor output efficiency associated with existing methods that rely on repeated high-power charging and discharging of batteries. This method can adaptively request power under various operating conditions to meet the vehicle's driving needs, avoiding repeated high-power charging and discharging of the power battery and improving its energy conversion efficiency. Furthermore, the vehicle's requested power is stable and fluctuates minimally, improving the efficiency, reliability, and lifespan of the fuel cell system.

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

[0006] The fuel cell system controller successfully starts the stack and enters the combustion-power mode;

[0007] Determining the operating condition of the vehicle according to the operating state of the 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 further 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 fuel cell 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 operating condition of the vehicle according to the operating 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 a second power operating condition; wherein the first constant-speed load power is greater than the second constant-speed load power;

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

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

[0019] Determine the SOC table lookup power parameter corresponding to the vehicle's working condition based on the current vehicle operation result;

[0020] Determining the load power parameters of the corresponding vehicle working condition according to the current vehicle operation result;

[0021] Determine the stack power parameters corresponding to the vehicle's operating conditions based on the current vehicle operation results;

[0022] Calculate the requested power corresponding to the current working condition of the vehicle based on the SOC table power parameter, load power and stack power parameter of the current 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 vehicle based on the SOC table power parameter, load power and stack power parameter of the current vehicle further includes:

[0025] When it is determined that the operating condition type of the vehicle 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, outputting the requested power corresponding to the operating condition of the vehicle as the maximum value parameter of the stack power parameter;

[0026] When it is determined that the operating condition type of the vehicle 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 operating condition of the vehicle is output as the current load power parameter;

[0027] When it is determined that the operating condition type of the 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 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 vehicle based on the SOC table power parameter, load power and stack power parameter of the current vehicle further includes:

[0029] When it is determined that the operating condition type of the vehicle 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 operating condition of the vehicle is output as the current SOC table lookup power parameter;

[0030] When it is determined that the operating condition type of the vehicle 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, outputting the requested power corresponding to the operating condition of the vehicle as the current SOC table lookup power parameter;

[0031] When it is determined that the operating condition type of the vehicle 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 operating condition of the vehicle 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 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 vehicle based on the SOC table power parameter, load power and stack power parameter of the current vehicle further includes:

[0034] When it is determined that the operating condition type of the vehicle 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, outputting the requested power corresponding to the operating condition of the vehicle as the minimum value parameter of the stack power parameter;

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

[0036] When it is determined that the operating condition type of the vehicle 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 following steps are further included:

[0038] detecting the operating status 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, which includes: a mode starting module, a working condition judgment module and a power output module;

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

[0042] an operating condition judgment module, for judging the operating condition of the vehicle according to the operating state of the 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 working condition request power control device, which includes: a memory, a processor, and an adaptive working condition request power control processing program stored on the memory and capable of running on the processor. When the adaptive working condition request power control processing program is executed by the processor, the steps of the above-mentioned adaptive working condition request power control method are implemented.

[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] This application discloses an adaptive operating condition request power control method, device, and equipment, relating to the field of battery energy management. The technical method comprises the following steps: controlling a fuel cell system controller to successfully start the fuel cell stack and enter fuel-electric mode; determining the vehicle's operating condition based on the vehicle's operating status when entering fuel-electric mode; and outputting the requested power corresponding to the vehicle's operating condition based on a power control strategy corresponding to the vehicle's operating condition. In fuel-electric (hybrid) mode, the vehicle controller determines the vehicle's current operating condition and selects high-power, medium-power, and low-power operating conditions based on the vehicle's load power. The actual power demand is adjusted in a cycle. Under different operating conditions, the vehicle's requested power is calculated based on the load power, battery state of charge (SOC), the maximum and minimum output power of the fuel-electric system, and the battery's available energy feedback power to meet the vehicle's requirements. This application aims to address the problems of existing methods that use repeated high-power charging and discharging of batteries, resulting in frequent output power fluctuations and poor output efficiency. To overcome these limitations, a new energy vehicle's requested power is output based on different power control strategies assigned to different operating conditions. This method considers both SOC and vehicle load power, preventing repeated high-power charging and discharging of the power battery, thereby improving battery life and energy conversion efficiency. Furthermore, the vehicle's requested power is stable and fluctuates minimally, improving fuel cell system efficiency, reliability, and lifespan. 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 following briefly introduces the drawings required for use in the embodiments or the description of the prior art. 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 1 is a flow chart of a first embodiment of the adaptive working condition request power control method proposed in the embodiment of the present application;

[0049] Figure 2This is a flow chart of Embodiment 2 of the adaptive working condition request power control method proposed in the embodiment of the present application;

[0050] Figure 3 This is a flow chart 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 the fourth embodiment of the adaptive working condition request power control method proposed in the embodiments of the present application.

[0052] The realization of the objectives, 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 accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making any creative efforts 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 under a certain specific posture. If the specific posture changes, the directional indications 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 for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of such 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 in which A and B are satisfied at the same time. 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 this field to implement it. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed 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 realize the control of the output request power of the vehicle under different working conditions, the application will introduce in detail a self-adaptive working condition request power control method based on hydrogen fuel cell traction vehicle. The control method can adapt to various working conditions to request power to meet the whole vehicle driving demand, avoid repeated high-power charging and discharging of the power battery, improve the energy conversion efficiency, at the same time, the stable request power of the whole vehicle and small fluctuation can improve the working efficiency, reliability and life of the fuel cell system, which can meet the application demand in different scenes.

[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 reaction. At the same time, the power battery as an auxiliary energy source, is mainly used for storing and releasing electrical energy to balance the output of the hydrogen fuel cell system. The vehicle control unit VCU as the central control unit, is mainly responsible for collecting the data of each system of the vehicle, judging the current working condition, and sending control instructions to adjust the request power. The sensor network includes speed sensor, power sensor, battery SOC (State of Charge, SOC) sensor, etc., which is used for real-time monitoring of the vehicle state. The adaptive working condition judgment and request power control process involves data collection and preprocessing. First, the vehicle control unit VCU collects the real-time data of the vehicle speed, acceleration, load power, battery SOC, fuel and power system output power, etc. 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 vehicle, according to the speed and load power of the vehicle, the VCU preliminarily judges whether the vehicle is in acceleration, deceleration, uniform speed or idle state. Further, according to the preset power threshold (such as 60km / h or 40km / h speed load power), the working condition is subdivided into high power, medium power and low power. Based on the working condition of the vehicle, the request power is calculated and adjusted. For each working condition, the VCU considers the load power, battery SOC, maximum output power of the fuel and power system, minimum output power and available energy feedback power of the battery, etc., and performs complex algorithm calculation. In high power working condition, the maximum output power of the fuel and power system is preferentially ensured, and the battery SOC is monitored to avoid excessive discharge. In medium power working condition, the output of the fuel and power system and the power battery is balanced according to the load demand to keep the SOC within a reasonable range. In low power working condition, the use of fuel and power system is minimized, and the energy feedback function of the power battery is preferentially used to improve the energy conversion efficiency. Based on the calculation result, the VCU sends control instructions to the fuel and power system and the power battery to adjust the request power to meet the whole vehicle driving demand.

[0059] During the periodic adjustment and optimization of the vehicle's requested power, the VCU continuously monitors the vehicle's status and reassesses the operating conditions, typically over a preset period (adjustable to actual needs, such as a 2-minute power adjustment period). Based on the new operating condition, the requested power control strategy is adjusted to accommodate changes in the vehicle's driving process. Through long-term operational data accumulation and algorithm optimization, the accuracy and efficiency of this adaptive operating condition requested power control method are continuously improved.

[0060] By precisely controlling the requested power, energy conversion efficiency is improved by avoiding repeated high-power charging and discharging of the power battery. This extended system lifespan, stable requested power, and the absence of large load changes and fluctuations reduce fuel cell and power battery wear, extending the fuel cell system lifespan by approximately 10% and the power battery lifespan by approximately 5%. The driving experience is optimized, with stable requested power across the vehicle, reducing power output fluctuations and enhancing driving comfort and safety. Furthermore, the environmental benefits are significant: hydrogen fuel cell vehicles produce only 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 energy utilization and extend system life. Figure 1 The adaptive working condition request power control method includes 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 vehicle according to the operating state of the 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, the Fuel Cell Unit Controller (FCU) plays a crucial role in the operation of the hydrogen fuel cell tractor. It is primarily responsible for managing and controlling the operating status of the fuel cell stack, ensuring efficient and stable operation of the vehicle according to different driving conditions. The following details how the FCU controls the stack's startup and entry into the fueling state, how it determines the vehicle's operating condition, and how it allocates the corresponding power control strategy and outputs the vehicle's requested power.

[0066] In step S10, the FCU controls the fuel cell stack to start and enter fuel-power mode. During initial vehicle startup, the FCU first performs a system self-test to check the normal operating status of key components, including the fuel cell stack, hydrogen supply system, oxygen (air) supply system, cooling system, and power electronics. The FCU also reads and initializes the parameters of various sensors to prepare for subsequent power control. After confirming that the system is fault-free, the FCU controls the fuel cell stack to perform a preheating operation. Because fuel cell performance is affected at low temperatures, it must be heated to an appropriate operating temperature range using an external heat source or heat generated by the fuel cell stack itself. During the preheating process, the FCU monitors the fuel cell stack temperature and adjusts the heating power as needed to ensure that the stack reaches the operating temperature quickly and safely. After the fuel cell stack preheating is complete, the FCU controls the hydrogen and oxygen (air) supply systems to start operating, providing the fuel cell stack with sufficient reactants. The FCU also monitors parameters such as hydrogen pressure and flow, as well as air flow and humidity, to ensure they are in optimal operating condition.

[0067] Once these preparations are complete, the FCU initiates a command to start the stack and control it to enter combustion mode. In combustion mode, hydrogen undergoes oxidation at the stack's anode and oxygen (air) undergoes reduction at the cathode, generating electricity and water vapor through electrochemical reactions. The FCU continuously monitors the stack's output voltage, current, and temperature to ensure stable operation at the optimal operating point.

[0068] Step S20 determines the vehicle's operating condition and assigns a power control strategy. For data acquisition and analysis, the VCU collects real-time data such as the vehicle's speed, acceleration, load power, and battery SOC via the vehicle bus or sensor network. This data is then analyzed and processed using built-in algorithms to determine the vehicle's current operating condition. For operating condition determination, the VCU categorizes the vehicle's operating condition based on preset power thresholds and operating condition classification criteria (e.g., high-power, medium-power, and low-power). The classification results serve as the basis for subsequent power control strategy development.

[0069] The VCU allocates different power control strategies for different operating conditions. For example, in high-power conditions, the VCU prioritizes ensuring maximum power output from the fuel-electric system to meet vehicle acceleration or hill climbing requirements. In medium-power conditions, the VCU balances the output of the fuel-electric system and the power battery based on load demand. In low-power conditions, the VCU minimizes the use of the fuel-electric system and prioritizes the power battery's energy regeneration function to improve energy conversion efficiency.

[0070] Step S30 outputs the vehicle's requested power. After determining the vehicle's operating conditions and the corresponding power control strategy, the VCU calculates the vehicle's requested power based on the current load demand and system status. This requested power is sent as a control command to the fuel-electric system and power battery, guiding them to operate according to the predetermined power output mode. The VCU also continuously monitors the vehicle's actual power output and makes real-time adjustments as needed to ensure stable and efficient vehicle 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 embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 2 In this embodiment, the step S10 of controlling the fuel cell system controller to successfully start the fuel cell stack and enter the combustion-power mode also 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 fuel cell stack;

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

[0076] Specifically, in this embodiment, the fuel cell system controller (FCU) sends instructions to the stack management system to start the electrochemical reaction process of the stack. This process includes providing the necessary initial conditions to the stack, such as appropriate hydrogen supply, air supply, and cooling conditions, including preparing the hydrogen supply, opening the hydrogen supply valve, and adjusting the hydrogen flow to a preset value; preparing the air supply, starting the air compressor, and adjusting the air flow to a preset value; and starting the cooling system, activating the cooling system, and maintaining stack temperature control to ensure a successful stack startup.

[0077] Step S11: Applying a starting voltage to the stack to initiate an electrochemical reaction. During stack startup, 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 proceeds 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, while protons pass through the electrolyte membrane to the cathode, combining with oxygen to form water and releasing electrical energy.

[0078] Step S12: Maintaining the stack output to stabilize the stack. After the stack is started, a certain stack output must be maintained to gradually stabilize the stack. During this process, the fuel cell system controller adjusts the supply of hydrogen, air, and cooling water, as well as the stack output voltage and current, based on the stack's actual operating conditions, to ensure stable stack operation and output of stable electrical energy.

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

[0080] Step S14: Obtain the parameters of the vehicle's load power in the current fuel-electric mode. After the fuel cell stack is operating stably and successfully enters fuel-electric mode, the parameters of the current vehicle's load power must be obtained. These parameters are an important basis for the VCU to perform power allocation and regulation. By obtaining the parameters of the vehicle's load power, the VCU can calculate the power required by the fuel cell system and adjust the fuel cell system's operating state to meet the vehicle's power requirements. Furthermore, the VCU can also adjust and optimize the fuel cell system's output power in real time based on changes in the vehicle's load power, thereby improving the vehicle's output energy efficiency and performance.

[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 in the first and second embodiments above can be referred to the above introduction and will not be described in detail later. Figure 3 In this embodiment, the step S20, which is 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:

[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 operating 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 corresponding vehicle operating condition type is a third power operating condition.

[0085] It's important to note that in new energy vehicles, particularly hydrogen fuel cell vehicles and hybrid electric vehicles, accurately obtaining vehicle load power parameters and using this information to determine the vehicle's operating condition is key to optimizing energy distribution, improving energy efficiency, and ensuring stable vehicle performance and safe driving. This process is detailed below.

[0086] First, the parameters of the vehicle's load power are acquired. Obtaining the vehicle's load power relies on a widely distributed sensor network. The sensor network collects data, including but 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 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 to transform it into useful information. This step typically 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, motor current and voltage data can be used to calculate the motor's real-time output power using the power formula (P = UI), while vehicle speed and acceleration data can be used to assess the vehicle's dynamic load requirements.

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

[0088] Finally, determine the vehicle's operating condition corresponding to the output load power. In the new energy vehicle sector, operating condition types are typically categorized based on the vehicle's driving state and requirements. Common operating conditions include, but are not limited to, starting and accelerating, constant speed driving, deceleration and braking, climbing, downhill coasting, and idling. Each operating condition has its own specific load power characteristics and energy management requirements.

[0089] Mapping load power to operating condition types. Based on predefined operating condition types and vehicle load power parameters, a mapping relationship can be established to determine the operating condition type corresponding to the current output load power. This mapping relationship can be based on empirical formulas, lookup tables, or more complex machine learning models. For example, when the vehicle load power suddenly increases and the vehicle speed also increases rapidly, it can be determined 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 constant speed driving condition. When the load power is greater than or equal to 60 km / h or other constant speed load power, it is determined to be in the first power condition, where the vehicle requires a large power output to meet requirements such as acceleration and climbing. When the load power is between 40 km / h and 60 km / h, it is determined to be in the second power condition, where the vehicle is in a relatively stable driving state, such as constant speed driving on a flat road. When the load power is less than 40 km / h or other constant speed load power, it is determined to be in the third power condition, where the vehicle may be idling, driving at a low speed, or performing energy recovery by braking.

[0090] In the first power condition, the VCU prioritizes power requirements, ensuring the vehicle can quickly respond to the driver's acceleration and hill-climbing commands. At this point, the fuel cell system operates at or near maximum output power, while the power battery provides auxiliary power. If the power battery SOC is low, the fuel cell system's output power can be appropriately increased to reduce the power battery's depth of discharge.

[0091] Under the second power condition, the VCU optimizes energy distribution strategies while ensuring power requirements, reducing the number and depth of charge and discharge cycles on the power battery and improving energy conversion efficiency. The fuel cell system adjusts output power based on actual demand, and the power battery charges and discharges as necessary to maintain the SOC within a reasonable range.

[0092] In the third power condition, the VCU prioritizes regenerative braking to charge the power battery, reducing unnecessary consumption of the fuel cell system. If the power battery SOC approaches its upper limit, the regenerative braking power can be appropriately reduced or the fuel cell system output power can be adjusted to maintain the SOC within a reasonable range.

[0093] It's important to emphasize that, because the vehicle's driving state changes in real time, the vehicle's load power parameters and corresponding operating conditions also require real-time assessment and adjustment. This requires the vehicle control system to be able to respond quickly and adjust dynamically. By continuously monitoring and comparing the current load power with the thresholds or characteristic parameters of the preset operating conditions, the control system can determine the vehicle's operating condition 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 in the first, second and third embodiments above can be referred to above and will not be described in detail later. Figure 4 In this embodiment, the step S30, the step of outputting the requested power corresponding to the vehicle's operating condition according to the power control strategy corresponding to the vehicle's operating condition, further includes:

[0095] Step S31, determining the SOC table lookup power parameter corresponding to the vehicle's working condition based on the current vehicle operation result;

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

[0097] Step S33, determining the stack power parameters corresponding to the vehicle's operating condition based on the current vehicle operation result;

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

[0099] Step S35 , based on the current working condition of the entire vehicle, the requested power corresponding to the working condition of the entire 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 multiple sub-steps to more accurately determine and output the requested power of the vehicle under different operating conditions.

[0101] Step S31: Utilize a pre-established SOC-power mapping table (also known as a lookup table) to locate the power parameters corresponding to the current SOC. SOC is a key indicator of the battery's remaining charge, directly impacting the amount of power it can provide. This table lookup allows the system to quickly determine the power range within which the battery can safely and efficiently output power at the current SOC, serving as a basis for subsequent power allocation.

[0102] Step S32: The load power parameter refers to the actual power required by the vehicle under the current operating conditions. It depends on the vehicle's operating state (such as acceleration, constant speed, deceleration, etc.) and the external load (such as driving resistance, air conditioning, etc.). The system calculates the load power parameter under the current operating conditions by real-time monitoring of various vehicle parameters (such as 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 current operating conditions. This parameter depends on the stack's operating conditions (such as temperature, humidity, and pressure) and fuel supply conditions (such as hydrogen flow and purity). The system calculates the power range that the stack can provide under current operating conditions by monitoring various stack parameters and combining them with current operating requirements.

[0104] Step S34: After obtaining the SOC table power parameters, load power, and stack power parameters, the system comprehensively considers these parameters to calculate the vehicle's requested power for the current operating conditions. This requested power must meet two conditions: first, it must meet the vehicle's load requirements; second, it must not exceed the power output limits of the battery and stack. By using a reasonable power allocation strategy, the system can calculate the optimal requested power value.

[0105] Step S35: Since the operating conditions of the vehicle change in real time, the system needs to continuously adjust the requested power according to the current operating conditions. 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 vehicle at the end of each period. This ensures that the vehicle can obtain appropriate power output under different operating conditions, thereby improving the performance and energy efficiency of the vehicle. Through the above steps, the system can accurately determine and adjust the requested power of the vehicle under different operating conditions based on the current operating results of the vehicle, thereby ensuring that the vehicle can operate safely and efficiently.

[0106] Furthermore, in this embodiment, step S34, the step of calculating the requested power corresponding to the current working condition of the vehicle based on the current SOC table power parameter, load power and stack power parameter of the vehicle, further includes:

[0107] When it is determined that the operating condition type of the vehicle 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, outputting the requested power corresponding to the operating condition of the vehicle as the maximum value parameter of the stack power parameter;

[0108] When it is determined that the operating condition type of the vehicle 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 operating condition of the vehicle is output as the current load power parameter;

[0109] When it is determined that the operating condition type of the 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 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 based on the current vehicle SOC table power parameters, load power, and stack power parameters. 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 its current state, that is, the load power parameter is greater than the maximum value of the stack power parameter. At this time, 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 will need to be met through other means (such as power battery discharge).

[0112] When the load power exceeds the SOC table power parameter: The load power parameter exceeds the battery output power obtained from the current SOC table, but does not exceed the maximum stack power parameter. In this case, the fuel cell stack is capable of providing sufficient power to meet the demand, but considering battery protection and energy management strategies, the VCU will not limit the fuel cell stack output. Therefore, the VCU directly sets the requested power to the current load power parameter to ensure normal vehicle operation and meet power requirements.

[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 entire 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 output safely and efficiently at the current SOC.

[0114] Furthermore, in this embodiment, step S34, the step of calculating the requested power corresponding to the current working condition of the vehicle based on the current SOC table power parameter, load power and stack power parameter of the vehicle, further includes:

[0115] When it is determined that the operating condition type of the vehicle 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 operating condition of the vehicle is output as the current SOC table lookup power parameter;

[0116] When it is determined that the operating condition type of the vehicle 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, outputting the requested power corresponding to the operating condition of the vehicle as the current SOC table lookup power parameter;

[0117] When it is determined that the operating condition type of the vehicle 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 operating condition of the vehicle 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 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 step of calculating the requested power in the second power condition (usually referring to the medium power demand condition), the vehicle control unit (VCU) calculates and outputs the requested power based on the current SOC table 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 under 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), priority should be given to protecting the fuel cell stack. 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 table power parameter (that is, the maximum power that the power battery can safely output under the current SOC) should be output first, 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 lookup power parameter: The load power is low, and the power battery is fully capable of meeting the demand at the current SOC. The vehicle's requested power is output as the current SOC lookup power parameter. This indicates that at the current SOC, the system-recommended power is sufficient to meet or below the load demand. The VCU should output the current SOC lookup power parameter as the requested power, as this fully utilizes the power of the power battery, reduces the workload of the fuel cell stack, and improves overall energy efficiency.

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

[0123] When the load power exceeds the SOC lookup power parameter and the SOC ratio exceeds a preset ratio (e.g., 70%), the VCU outputs the current load power parameter minus the preset power parameter value. Furthermore, if the SOC ratio (i.e., the ratio of remaining charge to total charge) exceeds a preset ratio (this ratio can be used to determine whether the battery has sufficient energy to meet future power demands), the VCU can further consider the fuel cell stack output. The vehicle's requested power is the current load power parameter minus the preset power parameter value (e.g., 10kW). This is to prevent the SOC from rising too quickly and exceeding the 80% threshold, thereby protecting the battery and preventing system shutdown. However, to avoid excessive battery stress, the VCU should cautiously increase the stack output power until the total output power meets the load demand. In special cases, if the SOC ratio exceeds the preset ratio, but to protect the battery or extend its life, the VCU may choose not to increase the stack output power and instead temporarily reduce the load power (this may require implementation through the vehicle's power management system, such as adjusting engine speed or reducing auxiliary power consumption).

[0124] Furthermore, in this embodiment, the step S34, the step of calculating the requested power corresponding to the current working condition of the vehicle based on the current SOC table power parameter, load power and stack power parameter of the vehicle, further includes:

[0125] When it is determined that the operating condition type of the vehicle 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, outputting the requested power corresponding to the operating condition of the vehicle as the minimum value parameter of the stack power parameter;

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

[0127] When it is determined that the operating condition type of the vehicle 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 requested power calculation step of the third power operating condition (usually refers to the low power demand operating condition), the vehicle controller (VCU) will calculate and output the requested power based on the current SOC table power parameters, load power and stack power parameters.

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

[0130] If the load power exceeds the SOC table power, and the vehicle's load power parameter exceeds the recommended power parameter obtained from the table based on the current state of charge, the VCU will output a requested power equal to the table power parameter corresponding to the current SOC to protect the power battery from over-discharge. This means that despite the high load demand, the vehicle system will limit the requested power based on the battery's current state of charge to ensure that the battery can continue to provide power without damage due to over-discharge.

[0131] If the load power is not greater than the SOC table power, and the vehicle's load power parameter is not greater than the recommended power parameter obtained from the table based on the current state of charge, the load demand is reasonable given the current battery state, so the VCU directly outputs the current load power parameter as the requested power. This means that the vehicle system distributes power according to the actual load demand while ensuring that the battery does not discharge rapidly due to excessive power.

[0132] The above are only preferred embodiments of the present application and do not 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. A method for adaptive working condition request power control, characterized in that: The method comprises the following steps: The fuel cell system controller successfully starts the stack and enters the combustion-power mode; Determining the operating condition of the vehicle according to the operating state of the vehicle in the fuel-electric mode; Outputting the requested power corresponding to the vehicle's operating condition according to the power control strategy corresponding to the vehicle's operating condition; The step of determining the operating condition of the vehicle according to the operating state of the vehicle in 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 a third power operating condition; wherein the first constant-speed load power is greater than the second constant-speed load power; When the vehicle load power is between the first and second constant-speed load powers, determining that the corresponding vehicle operating condition type is the second power operating condition; The step of outputting the requested power corresponding to the vehicle operating condition according to the power control strategy corresponding to the vehicle operating condition further includes: Determine the SOC table lookup power parameter corresponding to the vehicle's operating condition according to the current vehicle operating state, wherein the SOC table lookup power parameter is a power parameter corresponding to the current SOC obtained by looking up a pre-established SOC-power correspondence table; Determining a load power parameter corresponding to the working condition of the vehicle according to the current operating state of the vehicle, wherein the load power parameter is the power required by the vehicle under the current working condition; Determining a fuel cell stack power parameter corresponding to the vehicle's operating condition based on the current operating state of the vehicle, wherein the fuel cell stack power parameter is the power that the fuel cell stack can provide under the current operating condition; Calculate the requested power corresponding to the current working condition of the vehicle based on the SOC table power parameter, load power parameter and stack power parameter of the current vehicle; According to the current working condition of the vehicle, the requested power corresponding to the working condition of the vehicle is calculated and adjusted with a preset time as a cycle; The step of calculating the requested power corresponding to the current working condition of the vehicle based on the current SOC table power parameter, load power parameter and stack power parameter of the vehicle further includes: When it is determined that the operating condition type of the vehicle 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 operating condition of the vehicle is output as the current SOC table lookup power parameter; When it is determined that the operating condition type of the vehicle 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, outputting the requested power corresponding to the operating condition of the vehicle 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, the load power parameter is greater than the SOC table lookup power parameter, and the SOC ratio is within a preset ratio range, the requested power corresponding to the vehicle operating condition is output as the current load power parameter, and the SOC ratio represents the ratio of the remaining battery power to the total battery power; 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 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.

2. The method according to claim 1, wherein 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 fuel cell stack; Obtain the parameters of the vehicle load power currently entering the fuel-electric mode.

3. The method according to claim 1, wherein The step of calculating the requested power corresponding to the current working condition of the vehicle based on the current SOC table power parameter, load power parameter and stack power parameter of the vehicle further includes: When it is determined that the operating condition type of the vehicle 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, outputting the requested power corresponding to the operating condition of the vehicle as the maximum value parameter of the stack power parameter; When it is determined that the operating condition type of the vehicle 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 operating condition of the vehicle is output as the current load power parameter; When it is determined that the operating condition type of the 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 vehicle is output as the current SOC table lookup power parameter.

4. The method according to claim 1, wherein The step of calculating the requested power corresponding to the current working condition of the vehicle based on the current SOC table power parameter, load power parameter and stack power parameter of the vehicle further includes: When it is determined that the operating condition type of the vehicle 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, outputting the requested power corresponding to the operating condition of the vehicle as the minimum value parameter of the stack power parameter; When it is determined that the operating condition type of the vehicle corresponding to the vehicle is the third power operating condition and the load power parameter is greater than the SOC table lookup power parameter, outputting the requested power corresponding to the operating condition of the vehicle as the current SOC table lookup power parameter; When it is determined that the operating condition type of the vehicle 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.

5. The method according to claim 2, wherein 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 status 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.

6. An adaptive working condition request power control device, characterized in that: The adaptive working condition request power control device is used to implement the adaptive working condition request power control method according to any one of claims 1 to 5; the device includes: a mode start module, a working condition judgment module and a power output module; Mode start module, controls the fuel cell system controller to successfully start the stack and enter the combustion mode; an operating condition judgment module, for judging the operating condition of the vehicle according to the operating state of the 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.

7. An adaptive working condition request power control device, characterized in that: The adaptive operating condition request power control device includes: 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 5 are implemented.

Images