Control method and device of fuel cell system, vehicle-mounted terminal and medium

Abstract

The invention is suitable for the technical field of automobiles, and provides a control method and device of a fuel cell system, a vehicle-mounted terminal and a medium, and the method comprises the following steps: obtaining a first air pressure range and a first air flow range of a target current density point of an electric pile of the fuel cell system, a second air pressure range and a second air flow range of the air compressor; determining a target air pressure range and a target air flow range of the system according to the first air pressure range, the first air flow range, the second air pressure range and the second air flow range; target air pressure is selected from the target air pressure range, and target air flow is selected from the target air flow range; and controlling the system according to the target air pressure and the target air flow. Compared with the prior art, the method has the advantages that the calculation amount is reduced, and the control efficiency is improved.

Description

Technical Field

[0001] The present application belongs to the field of automobile technology, and in particular relates to a control method, device, vehicle-mounted terminal and medium of a fuel cell system. Background Art

[0002] The fuel cell system for a vehicle includes an air supply subsystem, a hydrogen supply subsystem, a temperature and humidifier subsystem, and a fuel cell stack. At present, in order to improve the system efficiency of the fuel cell system, the existing technology usually calculates the single-chip voltage of the fuel cell stack at different target electrical density points, different air pressures and different air flow rates through simulation to obtain the corresponding stack power, and at the same time determines the power consumption of the air supply subsystem at different air pressures and different air flow rates according to the characteristics of the air supply subsystem, and finally obtains the optimal values ​​of air pressure and air flow when the fuel cell system efficiency is the highest, and controls the fuel cell system to work at the above optimal values.

[0003] However, the existing technology has the problems of large computational complexity and low control efficiency. Summary of the invention

[0004] The embodiments of the present application provide a control method, device, vehicle-mounted terminal and medium for a fuel cell system, which can reduce the amount of calculation and improve control efficiency.

[0005] In a first aspect, an embodiment of the present application provides a control method for a fuel cell system, comprising:

[0006] Obtaining a first air pressure range and a first air flow range of a fuel cell stack of a fuel cell system of a vehicle at a target power density point, and obtaining a second air pressure range and a second air flow range corresponding to an air compressor of the fuel cell system;

[0007] Determining a target air pressure range and a target air flow range of the fuel cell system according to the first air pressure range, the first air flow range, the second air pressure range, and the second air flow range;

[0008] Selecting a target air pressure from the target air pressure range, and selecting a target air flow rate from the target air flow rate range;

[0009] The fuel cell system is controlled according to the target air pressure and the target air flow rate.

[0010] Optionally, determining a target air pressure range and a target air flow range of the fuel cell system according to the first air pressure range, the first air flow range, the second air pressure range, and the second air flow range includes:

[0011] If the first air pressure range is completely within the second air pressure range, and the first air flow rate range is completely within the second air flow rate range, determining the first air pressure range as the target air pressure range, and determining the first air flow rate range as the target air flow rate range;

[0012] If the first air pressure range is not completely within the second air pressure range, or the first air flow range is not completely within the second air flow range, the second air pressure range is determined as the target air pressure range, and the second air flow range is determined as the target air flow range.

[0013] Optionally, selecting a target air pressure from within the target air pressure range, and selecting a target air flow rate from within the target air flow rate range, includes:

[0014] Constructing a fitness function between the air pressure, air flow rate and the working efficiency of the fuel cell system at the target electrical density point;

[0015] According to the fitness function, the target air pressure is selected from the target air pressure range, and the target air flow rate is selected from the target air flow rate range.

[0016] Optionally, before constructing the fitness function between the air pressure and air flow at the target electrical density point and the working efficiency of the fuel cell system, the method further includes:

[0017] The output power of the fuel cell system is calculated based on the first output power of the air compressor, the second output power of the thermal management system of the vehicle, the third output power of the fuel cell stack at the target power density point, the fourth output power of the low-pressure system of the vehicle, the power consumption of the hydrogen circulation pump of the vehicle, and the efficiency of the DC converter;

[0018] The operating efficiency is determined according to the output power of the fuel cell system and the hydrogen consumption of the fuel cell system.

[0019] Optionally, the first output power is determined according to the following method:

[0020] Calculating a second air temperature at the outlet of the air compressor according to the inlet pressure, outlet pressure, isentropic efficiency, first air temperature at the inlet, and air specific heat ratio of the air compressor;

[0021] The first output power is calculated according to the first air temperature, the second air temperature, the isentropic efficiency, the air flow rate at the inlet, and the air specific heat capacity.

[0022] Optionally, selecting a target air pressure from the target air pressure range and selecting a target air flow rate from the target air flow rate range according to the fitness function includes:

[0023] In the target air pressure range and the target air flow range, solving the fitness function by using a random optimization algorithm to obtain the maximum value of the working efficiency;

[0024] According to the maximum value, the target air pressure is selected from the target air pressure range, and the target air flow rate is selected from the target air flow rate range.

[0025] Optionally, the target air pressure range is a data set including multiple air pressures, and the target air flow range is a data set including multiple air flow rates; the difference between any two air pressures within the target air pressure range is greater than a first control accuracy of the air compressor, and the difference between any two air flow rates within the target air flow range is greater than a second control accuracy of the air compressor; wherein, the first control accuracy is used to characterize the minimum adjustment range of the air compressor when adjusting the air pressure; and the second control accuracy is used to characterize the minimum adjustment range of the air compressor when adjusting the air flow.

[0026] In a second aspect, an embodiment of the present application provides a control device for a fuel cell system, comprising:

[0027] An acquisition unit, used to acquire a first air pressure range and a first air flow range of a fuel cell stack of a fuel cell system of a vehicle at a target power density point, and to acquire a second air pressure range and a second air flow range corresponding to an air compressor of the fuel cell system;

[0028] a first determining unit, configured to determine a target air pressure range and a target air flow range of the fuel cell system according to the first air pressure range, the first air flow range, the second air pressure range, and the second air flow range;

[0029] A first selection unit, configured to select a target air pressure from within the target air pressure range, and to select a target air flow rate from within the target air flow rate range;

[0030] A control unit is used to control the fuel cell system according to the target air pressure and the target air flow.

[0031] In a third aspect, an embodiment of the present application provides a vehicle-mounted terminal, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, a control method for a fuel cell system as described in any one of the first aspects above is implemented.

[0032] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the control method of the fuel cell system as described in any one of the first aspects above is implemented.

[0033] In a fifth aspect, an embodiment of the present application provides a computer program product, which, when executed on a vehicle-mounted terminal, enables the vehicle-mounted terminal to execute the control method for the fuel cell system described in any one of the above-mentioned first aspects.

[0034] Compared with the prior art, the embodiments of the present invention have the following beneficial effects:

[0035] The control method of a fuel cell system provided in an embodiment of the present application can determine the target air pressure range and target air flow range of the fuel cell system by obtaining the first air pressure range and the first air flow range corresponding to the target electrical density point of the fuel cell system of the vehicle, and the second air pressure range and the second air flow range corresponding to the air compressor of the fuel cell system; then, the target air pressure can be directly selected from the target air pressure range, and the target air flow can be selected from the target air flow range, and the fuel cell system can be controlled according to the target air pressure and the target air flow. Compared with the prior art that requires calculating the respective working efficiencies under a large number of different air pressures and different air flows corresponding to the target electrical density point, and calculating the respective working efficiencies under a large number of different air pressures and different air flows corresponding to the air compressor, the present application first determines the target working range (target air pressure range and target air flow range) of the fuel cell system, so that the target air pressure and target air flow of the fuel cell system only need to be determined within the target working range in the future, thereby reducing the amount of calculation and improving the control efficiency of the fuel cell system. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application, 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 these drawings without paying any creative work.

[0037] Figure 1is a flowchart of a control method for a fuel cell system provided in one embodiment of the present application;

[0038] Figure 2 is a flowchart of a control method for a fuel cell system provided in another embodiment of the present application;

[0039] Figure 3 is a flowchart of a control method for a fuel cell system provided in yet another embodiment of the present application;

[0040] Figure 4 is a flowchart of a control method for a fuel cell system provided in another embodiment of the present application;

[0041] Figure 5 is a structural schematic diagram of a control device for a fuel cell system provided in one embodiment of the present application;

[0042] Figure 6 It is a structural diagram of a vehicle-mounted terminal provided in one embodiment of the present application. DETAILED DESCRIPTION

[0043] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0044] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0045] It should also be understood that the term “and / or” used in the specification and appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0046] As used in the specification and appended claims of this application, the term "if" can be interpreted as "when" or "uponce" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "uponce it is determined" or "in response to determining" or "uponce [described condition or event] is detected" or "in response to detecting [described condition or event]", depending on the context.

[0047] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0048] References to "one embodiment" or "some embodiments" etc. described in the specification of this application mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0049] In practical applications, in order to improve the system efficiency of the fuel cell system, the prior art usually calculates the single-chip voltage of the fuel cell stack at different target electrical density points, different air pressures and different air flow rates through simulation to obtain the corresponding stack power, and at the same time determines the power consumption of the air supply subsystem at different air pressures and different air flow rates according to the characteristics of the air supply subsystem, and finally obtains the optimal values ​​of air pressure and air flow when the fuel cell system efficiency is the highest, and controls the fuel cell system to operate at the above-mentioned optimal values. However, due to the excessive amount of data on the air pressure and air flow corresponding to different target electrical density points, and the excessive amount of data on the air pressure and air flow corresponding to the air compressor, in all embodiments of the present application, the vehicle-mounted terminal can reduce the amount of calculation of the target air pressure and target air flow through the operating condition boundary of the fuel cell system stack at the target electrical density point and the working range of the air compressor of the fuel cell system.

[0050] It should be noted that how to reduce the calculation amount of the target air pressure and target air flow through the operating condition boundary of the fuel cell system's stack at the target power density point and the working range of the air compressor of the fuel cell system can be found in the detailed description of the following embodiments and will not be elaborated here.

[0051] See also Figure 1 , Figure 1 This is a flowchart of a control method for a fuel cell system provided by an embodiment of the present application. In the embodiment of the present application, the execution subject of the control method for the fuel cell system is a vehicle-mounted terminal.

[0052] like Figure 1 As shown, the control method of the fuel cell system provided in one embodiment of the present application may include S101 to S104, which are described in detail as follows:

[0053] In S101, a first air pressure range and a first air flow range of a fuel cell stack of a fuel cell system of a vehicle at a target power density point are obtained, and a second air pressure range and a second air flow range corresponding to an air compressor of the fuel cell system are obtained.

[0054] In an embodiment of the present application, in order to reduce the calculation process of the operating point of the fuel cell system (i.e., the target air pressure and the target air flow), avoid the subsequent calculation process of unreasonable numerical values, and reduce the amount of calculation, the vehicle-mounted terminal can obtain the first air pressure range and the first air flow range of the stack of the vehicle's fuel cell system at the target power density point, and obtain the second air pressure range and the second air flow range corresponding to the air compressor of the fuel cell system.

[0055] In one implementation of the embodiment of the present application, the vehicle-mounted terminal can obtain in real time from a server wirelessly connected to it the operating condition boundary of the fuel cell system of the vehicle at the target power density point, that is, the first air pressure range and the first air flow range of the fuel cell stack at the target power density point. The server can be a desktop computer, a notebook or a computer.

[0056] In practical applications, a battery stack refers to a battery stack composed of multiple single cells stacked in series.

[0057] The current density point refers to the quotient obtained by dividing the current density stack by the maximum current density. The current density stack refers to the average value of all the current density points in the stack.

[0058] In the embodiment of the present application, the target power density point specifically refers to the power density point of the fuel cell stack of the vehicle's fuel cell system when the vehicle-mounted terminal executes step S101.

[0059] In another implementation of the embodiment of the present application, the vehicle-mounted terminal can also obtain the operating range of the air compressor of the fuel cell system, that is, the second air pressure range and the second air flow range, in real time from a server to which it is wirelessly connected.

[0060] In practical applications, the air compressor is a relatively slow-reacting mechanical device. There will be a large time delay in the air delivery process. When the load condition changes suddenly, the cathode may be short of oxygen, which will further cause the battery output voltage to drop and even accelerate the decay of the fuel cell life. During the operation of the fuel cell system, it is necessary to ensure a reasonable matching state of the air compressor supply pressure and flow, so that the fuel cell system can maintain a high-efficiency operation state.

[0061] In S102, a target air pressure range and a target air flow range of the fuel cell system are determined according to the first air pressure range, the first air flow range, the second air pressure range, and the second air flow range.

[0062] In an embodiment of the present application, after the vehicle-mounted terminal obtains the operating condition boundaries of the battery stack at the target power density point, that is, the first air pressure range and the first air flow range of the battery stack at the target power density point, and the working range of the air compressor, that is, the second air pressure range and the second air flow range, it can determine the control range of the fuel cell system, that is, the target air pressure range and the target air flow range, based on the above-mentioned operating condition boundaries of the battery stack at the target power density point and the working range of the air compressor.

[0063] In one embodiment of the present application, the vehicle terminal can determine the maximum first air pressure and the minimum first air pressure of the battery stack at the target power density point according to the first air pressure range, and determine the maximum second air pressure and the minimum second air pressure corresponding to the air compressor according to the second air pressure range. Afterwards, the vehicle terminal can compare the maximum first air pressure with the maximum second air pressure, and compare the minimum first air pressure with the minimum second air pressure.

[0064] In this embodiment, in order to improve the subsequent control accuracy of the fuel cell system, the vehicle-mounted terminal can determine the larger value of the first air pressure maximum value and the second air pressure maximum value as the upper limit value of the target air pressure range, and the vehicle-mounted terminal can determine the smaller value of the first air pressure minimum value and the second air pressure minimum value as the lower limit value of the target air pressure range, thereby obtaining the target air pressure range.

[0065] The vehicle terminal can determine the maximum first air flow rate and the minimum first air flow rate of the battery stack at the target power density point according to the first air flow rate range, and determine the maximum second air flow rate and the minimum second air flow rate corresponding to the air compressor according to the second air flow rate range. Afterwards, the vehicle terminal can compare the maximum first air flow rate with the maximum second air flow rate, and compare the minimum first air flow rate with the minimum second air flow rate.

[0066] In this embodiment, in order to improve the subsequent control accuracy of the fuel cell system, the vehicle-mounted terminal can determine the larger value of the first air flow maximum value and the second air flow maximum value as the upper limit value of the target air flow range, and the vehicle-mounted terminal can determine the smaller value of the first air flow minimum value and the second air flow minimum value as the lower limit value of the target air flow range, thereby obtaining the target air flow range.

[0067] In another embodiment of the present application, the vehicle terminal can specifically determine the target air pressure range and the target air flow range according to the following steps, which are described in detail as follows:

[0068] If the first air pressure range is completely within the second air pressure range, and the first air flow rate range is completely within the second air flow rate range, determining the first air pressure range as the target air pressure range, and determining the first air flow rate range as the target air flow rate range;

[0069] If the first air pressure range is not completely within the second air pressure range, or the first air flow range is not completely within the second air flow range, the second air pressure range is determined as the target air pressure range, and the second air flow range is determined as the target air flow range.

[0070] In this embodiment, the vehicle terminal can detect whether the first air pressure range is completely within the second air pressure range, and whether the first air flow range is completely within the second air flow range.

[0071] When the vehicle-mounted terminal detects that the first air pressure range is completely within the second air pressure range, and the first air flow range is completely within the second air flow range, it means that the operating condition boundary of the battery stack at the target power density point is completely within the working range of the air compressor. In other words, the operating condition boundary of the battery stack at the target power density point is completely included in the working range of the air compressor. Therefore, in order to reduce the subsequent calculation amount, the vehicle-mounted terminal can determine the first air pressure range as the target air pressure range, and determine the first air flow range as the target air flow range.

[0072] When the vehicle-mounted terminal detects that the first air pressure range is not completely within the second air pressure range, or the first air flow range is not completely within the second air flow range, it means that the operating condition boundary of the fuel cell stack at the target electrical density point is not completely within the working range of the air compressor. Since the air compressor is the most important component in the air supply subsystem, it has an important impact on the performance of the fuel cell system. Therefore, in order to reduce the amount of calculation while ensuring the performance of the fuel cell system, the vehicle-mounted terminal can determine the second air pressure range as the target air pressure range, and determine the second air flow range as the target air flow range.

[0073] It should be noted that, in the embodiment of the present application, the target air pressure range is a data set including multiple air pressures, and the target air flow range is a data set including multiple air flow rates.

[0074] In another embodiment of the present application, in order to delete unreasonable values ​​and further reduce the amount of calculation, the difference between any two air pressures within the target air pressure range is greater than the first control accuracy of the air compressor, and the difference between any two air flow rates within the target air flow rate range is greater than the second control accuracy of the air compressor. The first control accuracy is used to characterize the minimum adjustment range of the air compressor when adjusting the air pressure, and the second control accuracy is used to characterize the minimum adjustment range of the air compressor when adjusting the air flow rate.

[0075] In S103, a target air pressure is selected from the target air pressure range, and a target air flow rate is selected from the target air flow rate range.

[0076] In the embodiment of the present application, after obtaining the target air pressure range and the target air flow range, the vehicle-mounted terminal can select the target air pressure from the target air pressure range and the target air flow from the target air flow range based on preset conditions.

[0077] Among them, the preset conditions can be determined according to actual needs and are not limited here.

[0078] In one implementation of the embodiment of the present application, the preset condition may include: the fuel cell system operates at a maximum energy efficiency value.

[0079] Based on this, in this embodiment, the vehicle terminal can calculate the first energy efficiency value generated by different air pressures within the target air pressure range, and calculate the second energy efficiency value generated by different air flow rates within the target air flow rate range. Afterwards, the vehicle terminal can compare each first energy efficiency value one by one to obtain the first energy efficiency maximum value, and compare each second energy efficiency value one by one to obtain the second energy efficiency maximum value.

[0080] The vehicle-mounted terminal may determine the air pressure corresponding to the first energy efficiency maximum value as the target air pressure, and determine the air flow corresponding to the second energy efficiency maximum value as the target air flow.

[0081] In another implementation of the embodiment of the present application, the preset condition may also include: the fuel cell system operates at maximum working efficiency.

[0082] Based on this, in one embodiment of the present application, in order to reduce the amount of calculation and improve the working efficiency of the fuel cell system, the vehicle terminal can specifically Figure 2 The steps S201 to S202 determine the target air pressure and the target air flow, as detailed below:

[0083] In S201, a fitness function between the air pressure and air flow at the target electrical density point and the working efficiency of the fuel cell system is constructed.

[0084] In an embodiment of the present application, in order to reduce the power consumption of the fuel cell system during operation and improve the working efficiency of the fuel cell system, the vehicle-mounted terminal can construct a fitness function between the air pressure, air flow and the working efficiency of the fuel cell system at the target electrical density point.

[0085] In one embodiment of the present application, the vehicle terminal can determine the working efficiency of the fuel cell system based on the difference between the output power of the stack at the target power density point and the power consumption of the air compressor. The output power of the stack at the target power density point is determined by the air pressure and air flow of the stack at the target power density point. The power consumption of the air compressor is determined by the air pressure and air flow of the air compressor.

[0086] In practical applications, the increase in the output power of the fuel cell system's stack may also cause an increase in hydrogen consumption. For example, an increase in air pressure leads to an increase in the pressure of the hydrogen supply subsystem. When the hydrogen supply subsystem is exhausting steam or water, the pressure difference between it and the atmospheric pressure becomes larger, resulting in an increase in hydrogen consumption at the same electrical density point, thereby causing the output power of the fuel cell system to increase, but the working efficiency of the fuel cell system to decrease, and the hydrogen consumption to increase, resulting in a higher cost of using the fuel cell system. Therefore, in one embodiment of the present application, in order to further improve the working efficiency of the fuel cell system, the vehicle-mounted terminal can be specifically configured as follows: Figure 3 Steps S301 to S302 shown determine the operating efficiency of the fuel cell system, as detailed below:

[0087] In S301, the output power of the fuel cell system is calculated based on the first output power of the air compressor, the second output power of the vehicle's thermal management system, the third output power of the fuel cell stack at the target power density point, the fourth output power of the vehicle's low-pressure system, the power consumption of the vehicle's hydrogen circulation pump, and the efficiency of the DC converter.

[0088] In one embodiment of the present application, the output power of the fuel cell system can be calculated according to the following formula:

[0089] P system =(P Stack -P Ac -P Thermal -P LV -P Hcp )*DC_Eff;

[0090] Among them, P system Represents the output power of the fuel cell system, P Ac Indicates the first output power of the air compressor, P Thermal represents the second output power of the thermal management system, P Stack Indicates the third output power of the battery stack at the target power density point, PLV Represents the fourth output power of the low-voltage system, P Hcp It represents the power consumption of hydrogen circulation pump, and DC_Eff represents the efficiency of DC converter.

[0091] In another embodiment of the present application, the first output power of the air compressor can be determined according to the following steps, which are described in detail as follows:

[0092] Calculating a second air temperature at the outlet of the air compressor according to the inlet pressure, outlet pressure, isentropic efficiency, first air temperature at the inlet, and air specific heat ratio of the air compressor;

[0093] The first output power is calculated according to the first air temperature, the second air temperature, the isentropic efficiency, the air flow rate at the inlet, and the air specific heat capacity.

[0094] In this embodiment, the vehicle terminal can determine the inlet pressure of the air compressor according to the atmospheric pressure and the pressure loss before the inlet of the air compressor, wherein the inlet pressure of the air compressor = atmospheric pressure - the pressure loss before the inlet.

[0095] The vehicle terminal can determine the outlet pressure of the air compressor based on the inlet pressure of the fuel cell stack and the pressure loss after the outlet of the air compressor. Among them, the outlet pressure of the air compressor = the inlet pressure of the fuel cell stack + the pressure loss after the outlet.

[0096] In this embodiment, the second air temperature at the outlet of the air compressor can be calculated according to the following formula:

[0097]

[0098] Among them, T ACout Indicates the second air temperature at the outlet of the air compressor, T ACin represents the first air temperature at the inlet of the air compressor, η motor Represents the isentropic efficiency of the air compressor, P ACout Indicates the outlet pressure of the air compressor, P ACin represents the inlet pressure of the air compressor, and κ represents the specific heat ratio of air.

[0099] Based on this, in one embodiment of the present application, the vehicle-mounted terminal can specifically calculate the first output power of the air compressor according to the following formula:

[0100] P AC =m*c p (T ACout -T ACin )T ACin / η motor ;

[0101] Among them, P ACrepresents the first output power of the air compressor, m represents the air flow rate at the inlet of the air compressor, C P is the specific heat capacity of air, T ACout Indicates the second air temperature at the outlet of the air compressor, T ACin represents the first air temperature at the inlet of the air compressor, η motor Represents the isentropic efficiency of the air compressor.

[0102] In another embodiment of the present application, the vehicle-mounted terminal can specifically determine the third output power of the battery stack at the target power density point according to the following steps, which are described in detail as follows:

[0103] The third output power is calculated according to the active area of ​​the battery stack, the number of cells in the battery stack, and the voltage of a single cell.

[0104] In this embodiment, the single cell voltage specifically refers to the voltage of each single cell in the battery stack.

[0105] Specifically, the vehicle terminal can calculate the third output power of the battery stack at the target power density point according to the following formula:

[0106] P STACK =Cd*A*U*N;

[0107] Among them, P Stack It represents the third output power of the battery stack at the target power density point, A represents the active area of ​​the battery stack, N represents the number of cells in the battery stack, U represents the single cell voltage, and Cd represents the target power density point.

[0108] In S302, the working efficiency is determined according to the output power of the fuel cell system and the hydrogen consumption of the fuel cell system.

[0109] In this embodiment, the vehicle-mounted terminal can specifically calculate the working efficiency of the fuel cell system according to the following formula:

[0110] F=P system *1000 / (Fuel_Consump*1.2*100000);

[0111] Where F represents the working efficiency of the fuel cell system, P system It represents the output power of the fuel cell system, and Fuel_Consump represents the hydrogen consumption of the fuel cell system.

[0112] In S202, according to the fitness function, a target air pressure is selected from the target air pressure range, and a target air flow rate is selected from the target air flow rate range.

[0113] In an embodiment of the present application, after obtaining the fitness function, the vehicle-mounted terminal can use the target air pressure range and target air flow range of the fuel cell system as constraints of the fitness function to obtain the optimal solution of the fitness function, that is, the maximum value of the working efficiency, and determine the air pressure corresponding to the maximum value of the working efficiency as the target air pressure, and determine the air flow corresponding to the maximum value of the working efficiency as the target air flow.

[0114] In one embodiment of the present application, the vehicle terminal specifically performs the following steps: Figure 4 Steps S401 to S402 shown determine the target air pressure and the target air flow, as detailed below:

[0115] In S401, within the target air pressure range and the target air flow range, the fitness function is solved using a random optimization algorithm to obtain the maximum value of the working efficiency.

[0116] In this embodiment, after obtaining the fitness function, the vehicle-mounted terminal can use the target air pressure range and target air flow range of the fuel cell system as constraints of the fitness function, and based on the constraints, use a random optimization algorithm to solve the above fitness function to obtain the maximum working efficiency.

[0117] It should be noted that the random optimization algorithm includes but is not limited to: genetic algorithm, random particle swarm algorithm, hill climbing algorithm and simulated annealing algorithm.

[0118] In S402, according to the maximum value, the target air pressure is selected from the target air pressure range, and the target air flow rate is selected from the target air flow rate range.

[0119] In this embodiment, since the maximum value of the working efficiency is calculated under the constraints of the target air pressure range and the target air flow range, the vehicle-mounted terminal can determine the air pressure corresponding to the maximum value as the target air pressure, and determine the air flow corresponding to the maximum value as the target air flow, that is, select the target air pressure from the target air pressure range, and select the target air flow from the target air flow range.

[0120] In S104, the fuel cell system is controlled according to the target air pressure and the target air flow rate.

[0121] In an embodiment of the present application, after obtaining the operating point of the fuel cell system (i.e., the target air pressure and the target air flow), the vehicle-mounted terminal can control the fuel cell system to operate at the operating point, that is, control the fuel cell system to operate at the target air pressure and the target air flow.

[0122] As can be seen from the above, a control method for a fuel cell system provided in an embodiment of the present application can determine the target air pressure range and target air flow range of the fuel cell system by obtaining the first air pressure range and the first air flow range corresponding to the target electrical density point of the fuel cell system of the vehicle, and the second air pressure range and the second air flow range corresponding to the air compressor of the fuel cell system; after that, the target air pressure can be directly selected from the target air pressure range, and the target air flow can be selected from the target air flow range, and the fuel cell system can be controlled according to the target air pressure and the target air flow. Compared with the prior art that requires calculating the respective working efficiencies under a large number of different air pressures and different air flows corresponding to the target electrical density point, and calculating the respective working efficiencies under a large number of different air pressures and different air flows corresponding to the air compressor, the present application first determines the target working range (target air pressure range and target air flow range) of the fuel cell system, so that the target air pressure and target air flow of the fuel cell system only need to be determined within the target working range in the future, which reduces the amount of calculation and improves the control efficiency of the fuel cell system.

[0123] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0124] Corresponding to the control method of a fuel cell system described in the above embodiment, Figure 5 The structure diagram of a control device of a fuel cell system provided by an embodiment of the present application is shown. For the convenience of explanation, only the part related to the embodiment of the present application is shown. Figure 5 The control device 500 of the fuel cell system includes: an acquisition unit 51, a first determination unit 52, a first selection unit 53 and a control unit 54.

[0125] in:

[0126] The acquisition unit 51 is used to acquire the first air pressure range and the first air flow range of the stack of the fuel cell system of the vehicle at the target power density point, and to acquire the second air pressure range and the second air flow range corresponding to the air compressor of the fuel cell system.

[0127] The first determining unit 52 is used to determine a target air pressure range and a target air flow range of the fuel cell system according to the first air pressure range, the first air flow range, the second air pressure range, and the second air flow range.

[0128] The first selection unit 53 is used to select a target air pressure from the target air pressure range, and to select a target air flow from the target air flow range.

[0129] The control unit 54 is used to control the fuel cell system according to the target air pressure and the target air flow rate.

[0130] In one embodiment of the present application, the first determining unit 52 specifically includes: a second determining unit and a third determining unit. Among them:

[0131] The second determination unit is used to determine the first air pressure range as the target air pressure range and the first air flow range as the target air flow range if the first air pressure range is completely within the second air pressure range and the first air flow range is completely within the second air flow range.

[0132] The third determination unit is used to determine the second air pressure range as the target air pressure range and the second air flow range as the target air flow range if the first air pressure range is not completely within the second air pressure range, or the first air flow range is not completely within the second air flow range.

[0133] In one embodiment of the present application, the first selection unit 53 specifically includes: a construction unit and a second selection unit.

[0134] The construction unit is used to construct a fitness function between the air pressure, air flow and the working efficiency of the fuel cell system at the target electrical density point.

[0135] The second selection unit is used to select the target air pressure from the target air pressure range and select the target air flow from the target air flow range according to the fitness function.

[0136] In one embodiment of the present application, the control device 500 of the fuel cell system further includes: a first calculation unit and a fourth determination unit.

[0137] The first calculation unit is used to calculate the output power of the fuel cell system based on the first output power of the air compressor, the second output power of the vehicle's thermal management system, the third output power of the fuel cell stack at the target power density point, the fourth output power of the vehicle's low-pressure system, the power consumption of the vehicle's hydrogen circulation pump, and the efficiency of the DC converter.

[0138] The fourth determining unit is used to determine the working efficiency according to the output power of the fuel cell system and the hydrogen consumption of the fuel cell system.

[0139] In one embodiment of the present application, the control device 500 of the fuel cell system further includes: a second calculation unit and a third calculation unit.

[0140] The second calculation unit is used to calculate the second air temperature at the outlet of the air compressor according to the inlet pressure, outlet pressure, isentropic efficiency, the first air temperature at the inlet and the air specific heat ratio of the air compressor.

[0141] The third calculation unit is used to calculate the first output power according to the first air temperature, the second air temperature, the isentropic efficiency, the air flow rate at the inlet, and the air specific heat capacity.

[0142] In one embodiment of the present application, the second selection unit specifically includes: a solution unit and a third selection unit. Among them:

[0143] The solving unit is used to solve the fitness function within the target air pressure range and the target air flow range by using a random optimization algorithm to obtain the maximum value of the working efficiency.

[0144] The third selection unit is used to select the target air pressure from the target air pressure range and select the target air flow from the target air flow range according to the maximum value.

[0145] In one embodiment of the present application, the target air pressure range is a data set including multiple air pressures, and the target air flow range is a data set including multiple air flow rates; the difference between any two air pressures within the target air pressure range is greater than the first control accuracy of the air compressor, and the difference between any two air flow rates within the target air flow range is greater than the second control accuracy of the air compressor; wherein the first control accuracy is used to characterize the minimum adjustment range of the air compressor when adjusting the air pressure; and the second control accuracy is used to characterize the minimum adjustment range of the air compressor when adjusting the air flow.

[0146] It should be noted that the information interaction, execution process, etc. between the above-mentioned devices / units are based on the same concept as the method embodiment of the present application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0147] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0148] Figure 6 This is a schematic diagram of the structure of a vehicle-mounted terminal provided in one embodiment of the present application. Figure 6 As shown, the vehicle-mounted terminal 6 of this embodiment includes: at least one processor 60 ( Figure 6 Only one is shown in the figure) a processor, a memory 61, and a computer program 62 stored in the memory 61 and executable on the at least one processor 60, wherein the processor 60 implements the steps in any of the above-mentioned control method embodiments of the fuel cell system when executing the computer program 62.

[0149] The vehicle terminal may include, but is not limited to, a processor 60 and a memory 61. Those skilled in the art will appreciate that Figure 6 It is only an example of the vehicle-mounted terminal 6 and does not constitute a limitation on the vehicle-mounted terminal 6. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components, for example, it may also include input and output devices, network access devices, etc.

[0150] The processor 60 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0151] In some embodiments, the memory 61 may be an internal storage unit of the vehicle-mounted terminal 6, such as the memory of the vehicle-mounted terminal 6. In other embodiments, the memory 61 may also be an external storage device of the vehicle-mounted terminal 6, such as a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), etc. equipped on the vehicle-mounted terminal 6. Further, the memory 61 may also include both the internal storage unit of the vehicle-mounted terminal 6 and an external storage device. The memory 61 is used to store an operating system, an application program, a boot loader (BootLoader), data, and other programs, such as the program code of the computer program, etc. The memory 61 may also be used to temporarily store data that has been output or is to be output.

[0152] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in the above-mentioned method embodiments can be implemented.

[0153] An embodiment of the present application provides a computer program product. When the computer program product runs on a vehicle-mounted terminal, the vehicle-mounted terminal can implement the steps in the above-mentioned method embodiments when executing the computer program product.

[0154] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned various method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may at least include: any entity or device capable of carrying the computer program code to the vehicle-mounted terminal, a recording medium, a computer memory, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), an electric carrier signal, a telecommunication signal, and a software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals and telecommunication signals.

[0155] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0156] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A control method for a fuel cell system, characterized in that: include: Obtaining a first air pressure range and a first air flow range of a fuel cell stack of a fuel cell system of a vehicle at a target power density point, and obtaining a second air pressure range and a second air flow range corresponding to an air compressor of the fuel cell system; Determining a target air pressure range and a target air flow range of the fuel cell system according to the first air pressure range, the first air flow range, the second air pressure range, and the second air flow range; Selecting a target air pressure from the target air pressure range, and selecting a target air flow rate from the target air flow rate range; The fuel cell system is controlled according to the target air pressure and the target air flow rate.

2. The control method of the fuel cell system according to claim 1, characterized in that: Determining a target air pressure range and a target air flow range of the fuel cell system according to the first air pressure range, the first air flow range, the second air pressure range, and the second air flow range includes: If the first air pressure range is completely within the second air pressure range, and the first air flow rate range is completely within the second air flow rate range, determining the first air pressure range as the target air pressure range, and determining the first air flow rate range as the target air flow rate range; If the first air pressure range is not completely within the second air pressure range, or the first air flow range is not completely within the second air flow range, the second air pressure range is determined as the target air pressure range, and the second air flow range is determined as the target air flow range.

3. The control method of the fuel cell system according to claim 1, characterized in that: The step of selecting a target air pressure from within the target air pressure range and selecting a target air flow rate from within the target air flow rate range comprises: Constructing a fitness function between the air pressure, air flow rate and the working efficiency of the fuel cell system at the target electrical density point; According to the fitness function, the target air pressure is selected from the target air pressure range, and the target air flow rate is selected from the target air flow rate range.

4. The control method of the fuel cell system according to claim 3, characterized in that: Before constructing the fitness function between the air pressure, air flow rate and the working efficiency of the fuel cell system at the target electrical density point, the method further includes: The output power of the fuel cell system is calculated based on the first output power of the air compressor, the second output power of the thermal management system of the vehicle, the third output power of the fuel cell stack at the target power density point, the fourth output power of the low-pressure system of the vehicle, the power consumption of the hydrogen circulation pump of the vehicle, and the efficiency of the DC converter; The operating efficiency is determined according to the output power of the fuel cell system and the hydrogen consumption of the fuel cell system.

5. The control method of the fuel cell system according to claim 4, characterized in that: The first output power is determined according to the following method: Calculating a second air temperature at the outlet of the air compressor according to the inlet pressure, outlet pressure, isentropic efficiency, first inlet air temperature and air specific heat ratio of the air compressor; The first output power is calculated according to the first air temperature, the second air temperature, the isentropic efficiency, the air flow rate at the inlet, and the air specific heat capacity.

6. The control method of the fuel cell system according to claim 3, characterized in that: The step of selecting a target air pressure from the target air pressure range and selecting a target air flow rate from the target air flow rate range according to the fitness function comprises: In the target air pressure range and the target air flow range, solving the fitness function by using a random optimization algorithm to obtain the maximum value of the working efficiency; According to the maximum value, the target air pressure is selected from the target air pressure range, and the target air flow rate is selected from the target air flow rate range.

7. The control method of the fuel cell system according to any one of claims 1 to 6, characterized in that: The target air pressure range is a data set including multiple air pressures, and the target air flow range is a data set including multiple air flow rates; the difference between any two air pressures within the target air pressure range is greater than the first control accuracy of the air compressor, and the difference between any two air flow rates within the target air flow range is greater than the second control accuracy of the air compressor; wherein, the first control accuracy is used to characterize the minimum adjustment range of the air compressor when adjusting the air pressure; and the second control accuracy is used to characterize the minimum adjustment range of the air compressor when adjusting the air flow.

8. A control device for a fuel cell system, characterized in that: include: An acquisition unit, used to acquire a first air pressure range and a first air flow range of a fuel cell stack of a fuel cell system of a vehicle at a target power density point, and to acquire a second air pressure range and a second air flow range corresponding to an air compressor of the fuel cell system; a first determining unit, configured to determine a target air pressure range and a target air flow range of the fuel cell system according to the first air pressure range, the first air flow range, the second air pressure range, and the second air flow range; A first selection unit, configured to select a target air pressure from within the target air pressure range, and to select a target air flow rate from within the target air flow rate range; A control unit is used to control the fuel cell system according to the target air pressure and the target air flow.

9. A vehicle-mounted terminal, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the control method of the fuel cell system according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the control method of the fuel cell system according to any one of claims 1 to 7 is implemented.

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