Starting control method of hydrogen-electric power automobile, controller and storage medium

Abstract

The invention provides a starting control method, a controller and a storage medium of a hydrogen-electric power automobile, the method is applied to a fuel cell controller, on the basis of not damaging the original framework of the whole automobile, a hydrogen-electric system is integrated into the power domain of the whole automobile in an external hanging mode, and the stability of the whole automobile is improved. A fuel cell controller in the fuel cell system is in one-way communication connection with the cell management system, and the fuel cell controller serves as a control unit of the fuel cell system to automatically receive demand information and perform self-inspection and low-voltage power supply. When the obtained electric signal of the battery management system represents that the fuel cell system meets the preset starting condition, the fuel cell system is controlled to be started through the starting control logic in the fuel cell controller, the fuel cell controller cannot send any data to the power domain, the existing power domain is not influenced, and the starting time of the fuel cell system is shortened. The development cost of system starting is greatly reduced, and the development period is shortened.

Description

Technical Field

[0001] The present application relates to the field of automotive control technology, and particularly to a starting control method, a controller and a storage medium for a hydrogen-electric vehicle. Background Art

[0002] Hydrogen fuel has become one of the main power development directions of future new energy vehicles recognized by the industry due to its advantages such as light weight, high energy density, zero emissions, pollution-free, and recyclability. However, there are not many cases of hydrogen-electric technology equipped on passenger vehicles, resulting in many core functions and control strategies being not yet mature, and no platformized strategic solutions have been formed. Each original equipment manufacturer designs and develops independently, leading to repeated problems and low reuse rate, which greatly wastes manpower and material resources, including the starting control strategy of hydrogen-electric vehicles.

[0003] Currently, for hydrogen-electric vehicles with different configurations, there is no platformized solution for the starting process control strategy of the hydrogen-electric system, resulting in low applicability, and thus high development cost and long development cycle. Summary of the Invention

[0004] To overcome the problems existing in the related art, this specification provides a method, a device, equipment and a storage medium.

[0005] According to the first aspect of the embodiments of this specification, a method is provided. The hydrogen-electric vehicle includes a battery management system and a fuel cell system. The fuel cell system includes a fuel cell controller, and the fuel cell controller is unidirectionally communicatively connected to the battery management system. The method is applied to the fuel cell controller, and the method includes:

[0006] If the self-check of the fuel cell controller passes, control the low-voltage relay in the fuel cell system to close to supply low voltage to the devices in the fuel cell system, and obtain a first detection result obtained by detecting the operating states of the devices in the fuel cell system;

[0007] If the first detection result indicates that the devices in the fuel cell system are in a normal operating state, receive an electrical signal from the battery management system;

[0008] If the electrical signal of the battery management system characterizes that the fuel cell system meets a preset starting condition, control the fuel cell system to start.

[0009] According to a starting control method for a hydrogen-electric vehicle provided by the present application, the fuel cell controller is connected to the battery management system through a communication bus; the battery management system includes a high-voltage relay and a power battery pack connected to the high-voltage relay;

[0010] Receiving the electrical signal of the battery management system includes:

[0011] Receiving, via the communication bus, the first status information of the high-voltage relay and the second status information of the power battery pack fed back by the battery management system.

[0012] According to a starting control method of a hydrogen-electric vehicle provided by the present application, if the electrical signal of the battery management system indicates that the fuel cell system meets a preset starting condition, controlling the fuel cell system to start includes:

[0013] If the first status information indicates that the high-voltage relay is in a closed state and the second status information indicates that the power battery pack is in a state of waiting to be charged, controlling the fuel cell system to start.

[0014] According to a starting control method of a hydrogen-electric vehicle provided by the present application, the first status information includes closed status information indicating that the high-voltage relay is in a closed state and unclosed status information indicating that the high-voltage relay is in an unclosed state;

[0015] If the first status information indicates that the high-voltage relay is in a closed state and the second status information indicates that the power battery pack is in a state of waiting to be charged, controlling the fuel cell system to start includes:

[0016] If the closed status information is received and the second status information indicates that the power battery pack is in a state of waiting to be charged, controlling the fuel cell system to start.

[0017] According to a starting control method of a hydrogen-electric vehicle provided by the present application, the second status information includes the working state data of the power battery pack, the state of charge of the battery, and the rechargeable power;

[0018] If the first status information indicates that the high-voltage relay is in a closed state and the second status information indicates that the power battery pack is in a state of waiting to be charged, controlling the fuel cell system to start includes:

[0019] If the first status information indicates that the high-voltage relay is in a closed state, and it is determined according to the working state data that the power battery pack is in a state allowing charging, the state of charge of the battery is within the set charging range of the fuel cell system, and the rechargeable power is greater than or equal to the standby discharge power of the fuel cell system, controlling the fuel cell system to start.

[0020] According to a start control method for a hydrogen-electric vehicle provided by the present application, if the fuel cell controller passes the self-check, control the low-voltage relay in the fuel cell system to close to supply low voltage to the devices in the fuel cell system, and obtain a first detection result obtained by detecting the operating states of the devices in the fuel cell system, including:

[0021] After the fuel cell controller is awakened, perform a self-check;

[0022] If the self-check passes, judge whether the fuel cell system is in a normal state waiting to start according to the historical fault information in the fuel cell controller;

[0023] If the fuel cell system is in a normal state waiting to start, control the low-voltage relay in the fuel cell system to close to supply low voltage to the devices in the fuel cell system;

[0024] Obtain the operating state data of each device in the fuel cell system;

[0025] Judge the real-time fault state of the device according to the operating state data to obtain a first detection result.

[0026] According to a start control method for a hydrogen-electric vehicle provided by the present application, the method further includes:

[0027] Obtain the ambient temperature value of the fuel cell system;

[0028] If the ambient temperature value is greater than the cold start threshold, control the fuel cell system to perform purging and loading to complete the start of the fuel cell system.

[0029] According to a start control method for a hydrogen-electric vehicle provided by the present application, the method further includes:

[0030] If the ambient temperature value is less than or equal to the cold start threshold, control the fuel cell system to heat up to obtain a new ambient temperature value;

[0031] If the new ambient temperature value is greater than the cold start threshold, control the fuel cell system to perform purging and loading to complete the start of the fuel cell system.

[0032] According to a start control method for a hydrogen-electric vehicle provided by the present application, the hydrogen-electric vehicle further includes a vehicle controller, and the method further includes:

[0033] If the first detection result indicates that the devices in the fuel cell system are in a normal working state, receive the electrical signals of the vehicle controller and the battery management system;

[0034] If the electrical signal of the vehicle controller indicates that the vehicle allows high-voltage power-on, and the electrical signal of the battery management system indicates that the fuel cell system meets the preset start-up conditions, control the fuel cell system to start.

[0035] The present application also provides a fuel cell controller for a hydrogen-electric vehicle, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the program, it implements the start-up control method for the hydrogen-electric vehicle as described in any one of the above.

[0036] The present application also provides a non-transitory computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the start-up control method for the hydrogen-electric vehicle as described in any one of the above.

[0037] In the start-up control method, controller, and storage medium for the hydrogen-electric vehicle in the embodiments of this specification, which are applied to the fuel cell controller, on the basis of not destroying the original vehicle architecture, the hydrogen-electric system is integrated into the vehicle's power domain in an external-mounted manner. The fuel cell controller in the fuel cell system is unidirectionally communicatively connected to the battery management system. The fuel cell controller, as the control unit of the fuel cell system, independently receives demand information, performs self-check and powers on with low voltage, and when it obtains the electrical signal from the battery management system indicating that the fuel cell system meets the preset start-up conditions, controls the fuel cell system to start through the start-up control logic in the fuel cell controller, without sending any data to the power domain and having no impact on the existing power domain, which greatly reduces the development cost of system start-up and shortens the development cycle.

[0038] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit this specification. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The accompanying drawings herein are incorporated into the specification and constitute a part of this specification, showing embodiments consistent with this specification, and are used together with the specification to explain the principles of this specification.

[0040] Figure 1 is a topology diagram of the hydrogen-electric system in a hydrogen-electric vehicle shown according to an exemplary embodiment of this specification;

[0041] Figure 2 is a flowchart of a start-up control method for a hydrogen-electric vehicle shown according to an exemplary embodiment of this specification;

[0042] Figure 3 is a schematic block diagram of a computer device shown according to an exemplary embodiment of this specification. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0043] To make the objectives, technical solutions and advantages of this application more clear, the following will, in conjunction with the accompanying drawings in this application, clearly and completely describe the technical solutions in this application. Obviously, the described embodiments are some, but not all, of the embodiments of this application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without making creative efforts shall fall within the scope of protection of this application.

[0044] The terms used in this application are only for the purpose of describing specific embodiments and are not intended to limit this application. Unless otherwise defined, the technical terms or scientific terms used in this application should have the ordinary meaning understood by those of ordinary skill in the art to which this application belongs. The "first", "second" and similar terms used in the specification and claims of this application do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, the terms such as "a" or "an" do not indicate a quantity limitation, but mean that there is at least one. "Multiple" or "several" means two or more. The terms "include" or "comprise" and similar words mean that the elements or items appearing before "include" or "comprise" cover the elements or items listed after "include" or "comprise" and their equivalents, and do not exclude other elements or items. The terms "connected" or "coupled" and similar words are not limited to physical or mechanical connections, and may include electrical connections, whether direct or indirect.

[0045] The terms used in this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The singular forms of "a", "the" and "said" used in this application are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0046] This application provides a starting control method, a controller and a storage medium for a hydrogen-electric vehicle. The following will, in conjunction with the accompanying drawings, provide a detailed description of this application. Without conflict, the features in the following embodiments and implementation manners may be combined with each other.

[0047] The hydrogen-electric powered vehicle described in this article generally refers to a vehicle equipped with hydrogen-electric technology, in which the hydrogen fuel cell in the hydrogen-electric technology and the on-vehicle power battery pack form a multi-energy system. The vehicle includes hybrid new energy vehicles and other vehicles with an on-vehicle power battery as the main power source or one of the power sources. Specifically, it can be a sedan, an SUV (sport utility vehicle), an MPV (multi-Purpose Vehicles), an off-road vehicle, a pickup truck, or other non-railborne vehicles driven by power.

[0048] The battery management system and the vehicle controller described in this specification have the conventional structures and functions of current vehicles on the market (such as the structure, working mode, interfaces, etc. of the power battery pack in the battery management system), and will not be specifically introduced herein.

[0049] The core of hydrogen-electric technology lies in the hydrogen fuel cell. Among them, the hydrogen fuel cell is a power generation device that directly converts the chemical energy of hydrogen and oxygen into electrical energy. Its basic principle is the reverse reaction of electrolyzing water. Hydrogen and oxygen are respectively supplied to the anode and the cathode. After hydrogen diffuses outward through the anode and reacts with the electrolyte, electrons are released and reach the cathode through an external load. Hydrogen fuel has become one of the main power development directions of future new energy vehicles recognized by the industry due to its advantages such as light weight, high energy density, zero emissions, pollution-free, and recyclability. However, there are not many cases of hydrogen-electric technology being installed in passenger vehicles, resulting in many core functions and control strategies not being mature and no platformized strategic solutions being formed. Each OEM (Original Equipment Manufacture) designs and develops independently, lacking reference and leading to repeated problems and low reuse rate, greatly wasting manpower and material resources, and failing to achieve common growth in the industry. This includes the start-up control strategy of hydrogen-electric powered vehicles. When dealing with hydrogen-electric powered vehicles with different configurations, there is no platformized solution for the start-up process control strategy of hydrogen-electric powered vehicles, resulting in very low applicability, and thus leading to high development costs and long development cycles.

[0050] To solve the above technical problems, this specification provides a start-up control method for hydrogen-electric powered vehicles.

[0051] On the basis of not damaging the original vehicle architecture, the hydrogen-electric system is integrated into the vehicle's power domain in the form of an external connection point, without modifying the controller software in the power domain, and the start-up of the hydrogen-electric system is controlled by the fuel cell controller. Among them, in the communication network, each component is a node. Taking the controller of the fuel cell system as a node, the hydrogen-electric system is integrated into the vehicle's power domain.

[0052] The controllers within the power domain described in this article include the vehicle controller, the controller of the battery management system, the DCF converter (DC Converter for Fuel Cell EV), and the OBC (On Board Charger) controller.

[0053] Specifically, referring to Figure 1 , Figure 1 is the topology diagram of an externally-mounted hydrogen-electric system installation scheme. In the hydrogen-electric system, the fuel cell system includes an FCU (Fuel-cell Control Unit) 10, a fuel cell, and a BOP (Balance Of Plant, auxiliary system). The BOP auxiliary system includes an air supply system, a hydrogen supply system, a water and heat management system, and an electrical system. Among them, the air supply system is used to supply the oxygen required for the reaction to the fuel cell to ensure the progress of the reaction. It includes an air compressor 11, a backpressure valve 12, a humidity regulating valve 13, an air main path valve 14, an air filter, etc.; the hydrogen supply system is used to supply the required hydrogen to the fuel cell and recycle the hydrogen in the fuel cell hydrogen pipeline to improve the hydrogen utilization rate and remove the liquid water in the anode. It includes a hydrogen circulation pump 15, a shunt throttle valve 16, etc.; the water and heat management system is used to provide a good working temperature for the fuel cell controller. It includes a water pump 17, a PCT (Positive Temperature Coefficient, heater) 18, etc.; the electrical system is used to provide the vehicle demand voltage and the electrical energy required by components. It includes a first converter 19, such as a DCF converter (DC Converter for Fuel Cell EV); a second converter 20, such as a DCL converter (DCL is responsible for converting the high-voltage power supply into the 12V / 24V low-voltage power supply required by system components); a fuel cell inspection module 21, etc.

[0054] The fuel cell controller is connected to the fuel cell inspection module 21 through the first CAN bus (shown as CAN0 in the figure). The fuel cell inspection module 21 is used to collect the fuel cell single cell voltage (or stack total voltage) signal and send it to the fuel cell system controller. By checking the single cell voltage signal, the working state of the fuel cell is judged, and corresponding control operations are performed.

[0055] The fuel cell controller is connected to the vehicle controller 31 and the battery management system 32 through the second CAN bus (shown as CAN1 in the figure) and PCAN, and is used to receive the electrical signals of the vehicle controller 31 and the battery management system 32.

[0056] The fuel cell controller is connected to components in the BOP auxiliary system, the fuel cell display component 22, and the HMS (Hydrogen Management System) 23 via the third CAN bus (shown as CAN2), and is used to control the startup of the fuel cell system and feedback on the startup status. For example, the fuel cell controller is communicatively connected to the fuel cell display component, and the fuel cell controller is used to control the display information of the fuel cell display component according to the operating status of the fuel cell system.

[0057] The fuel cell controller obtains the flashing file of the fuel cell controller via the fourth CNA bus (shown as CAN3), and is used to flash the software required for the whole vehicle to control the normal operation of the whole vehicle.

[0058] It should be noted that the above CAN bus and the corresponding systems and components are all unidirectionally communicatively connected to receive the electrical signals of the corresponding systems and components.

[0059] In this embodiment, an external hydrogen-electric system mounting scheme is adopted, which does not require modifying the controller software in the vehicle power domain, nor does it require the vehicle control device to allocate any resources for the hydrogen-electric system, nor does it need to interact with the hydrogen-electric system. All required information is received by the fuel cell controller FCU itself and the logic vehicle is completed. At the same time, no data will be sent to the power domain, which has no impact on the existing power domain, greatly reducing the development and time costs.

[0060] As an example, the external hydrogen-electric system mounting scheme can be used in the prototype trial production stage.

[0061] Based on the hydrogen-electric powered vehicle corresponding to the above mounting method, this specification provides a startup control method for a hydrogen-electric powered vehicle.

[0062] As Figure 2 shown, Figure 2 is a flowchart of a method shown in this specification according to an exemplary embodiment, including the following steps:

[0063] In step 101, if the self-check of the fuel cell controller passes, control the low-voltage relay in the fuel cell system to close to supply low voltage to the devices in the fuel cell system, and obtain the first detection result obtained by detecting the operating status of each device in the fuel cell system;

[0064] In step 102, if the first detection result indicates that the devices in the fuel cell system are in a normal operating state, receive the electrical signal of the battery management system;

[0065] In step 103, if the electrical signal of the battery management system indicates that the fuel cell system meets the preset startup conditions, control the fuel cell system to start.

[0066] As an example, the hydrogen electric vehicle includes a battery management system and a fuel cell system. The fuel cell system includes a fuel cell controller, which is unidirectionally communicatively connected to the battery management system. The start control method of the hydrogen electric vehicle is applied to the fuel cell controller.

[0067] The start-up process of the hydrogen electric system mainly includes two parts: high-voltage power-on of the whole vehicle and start-up of the fuel cell system. The hydrogen electric system is considered to start successfully after both parts are in a ready state for power release at any time.

[0068] In step 101, the operating state of the whole vehicle is detected before high-voltage power-on of the whole vehicle to perform accurate work before high-voltage power-on.

[0069] As an example, in step 1011, after the whole vehicle is powered on, the fuel cell controller FCU is awakened. After being awakened, the FCU performs self-check to detect whether there is a fault in itself. If the self-check of the FCU passes, step 1012 is executed. If the self-check of the FCU fails, the fuel cell system is controlled not to supply low-voltage power and start-up is prohibited.

[0070] In this article, when the key presses the unlock key or opens the door or presses the start key, the wake-up signal is forwarded to the VCU through the gateway and the VCU is awakened. After the VCU is awakened, it controls the low-voltage relay box to supply low-voltage power to other ECUs and wakes up the corresponding ECUs by sending network management, including the fuel cell controller FCU and the BMS (Battery Management System). After the FCU is awakened, it performs self-check. After the self-check is completed, if the self-check passes, it means that it can work normally and high-voltage power-on follows.

[0071] In step 1012, after the self-check of the FCU passes, the historical fault information stored in its internal memory is read, and whether there is a high-level fault in the historical fault information is analyzed. If no high-level fault is found, it means that the system of the whole vehicle is in a normal waiting start state, including the fuel cell system, and step 1013 is continued to be executed. If a high-level fault is found to exist, the fuel cell system is controlled to cut off low-voltage power and start-up is prohibited.

[0072] The high-level fault described in this article refers to a fault that has a very bad impact on the operation after the whole vehicle starts (such as difficult to stop, cut off power, etc.). For example, short circuit of the whole vehicle system, motor fault, thermal runaway of the power battery pack, etc. The high-level fault can be set before the start of the hydrogen electric system. When analyzing the historical fault information, it is compared with the pre-set high-level fault library to determine whether there is a high-level fault in the historical fault information.

[0073] The historical fault information described in this document refers to the fault information recorded after detecting the systems in the vehicle after the vehicle is powered on.

[0074] In some embodiments, the memory of the FCU stores the historical fault information of multiple detections of the systems in the vehicle. After the FCU self-check passes, the latest historical fault information is obtained from the memory to reflect the most accurate state information of the vehicle.

[0075] Step 1013: The FCU supplies low voltage power to the peripherals in the fuel cell system other than the FCU.

[0076] Specifically, the fuel cell system also includes a low voltage relay, which is connected between other peripherals in the fuel cell system (where the peripherals refer to the hardware devices in the fuel cell system other than the low voltage relay) and the low voltage battery. The FCU outputs a low voltage to control the contact of the low voltage relay to close, allowing the electrical devices on the current path to operate.

[0077] The low voltage described in this document is, for example, a voltage of 12V or 24V.

[0078] Step 1014: After the devices in the fuel cell system are powered on, they start self-detection and report the operation status data to the FCU. The FCU makes a judgment based on the operation status data to determine the real-time fault status of each device and obtains the first detection result.

[0079] The self-detection described in this document refers to the self-check of the devices in the fuel cell system other than the FCU. If there is a high-level fault that causes the fuel cell system not to operate, the first detection result indicating that the devices in the fuel cell system are in an abnormal operation state is obtained, and then the fuel cell system is controlled to cut off the low voltage power and prohibited from starting. If there is no high-level fault that causes the fuel cell system not to operate, the first detection result indicating that the devices in the fuel cell system are in a normal operation state is obtained, and step 102 is continued to be executed.

[0080] The high-level fault described in this document refers to a fault whose operation state of the devices has a very bad impact on the operation of the vehicle (such as difficult to stop, cut off power, etc.) after the fuel cell system is powered on with low voltage. For example, the vehicle system is short-circuited, the motor fails, the power battery pack has a thermal runaway, the hydrogen storage tank or the hydrogen pipeline leaks hydrogen, etc.

[0081] In some embodiments, if there is a high-level fault that causes the fuel cell system not to operate, the faults of each device are simultaneously recorded in the historical fault information stored in the FCU to provide basic judgment information for the next power-on of the hydrogen-electric system.

[0082] In step 102, if the first detection result indicates that the devices in the fuel cell system are in a normal operation state, the FCU receives the electrical signal from the battery management system.

[0083] The externally mounted hydrogen-electric system installation method does not require modification of the original vehicle architecture and the controller software within the power domain. Therefore, the FCU only needs to obtain the required information from the battery management system through the communication bus.

[0084] Specifically, the fuel cell controller is connected to the battery management system through the communication bus, and the FCU unidirectionally receives the electrical signals of the battery management system through the communication bus. When the fuel cell system passes the self-check and powers on the low voltage, indicating that the fuel cell system can work normally, then the high voltage control is performed.

[0085] In some embodiments, a high-voltage relay is included in the peripherals of the power domain of the hydrogen-electric vehicle (wherein, the peripherals refer to the hardware devices in the power domain other than the power domain controller). The high-voltage relay is connected to the power battery pack in the vehicle. Only when the high-voltage relay is closed can the power battery pack output power to the vehicle.

[0086] The control of the high-voltage relay is that the battery management system outputs a high-level signal or a low-level signal to the coil of the relay, thereby controlling the disconnection and closing of the high-voltage relay. Since there is no information interaction between the fuel cell system and the battery management system, the closing of the high-voltage relay cannot be controlled. Therefore, the FCU obtains the first status information of the high-voltage relay through the communication bus. When the first status information indicates that the high-voltage relay is in the high-voltage state, that is, when the high-voltage relay is closed, the vehicle powers on the high voltage. Then continue to execute step 103.

[0087] When the first status information indicates the non-closed status information that the high-voltage relay is in the non-closed state, then control the fuel cell system to power off the low voltage and prohibit starting.

[0088] In some other embodiments, generally, during the high-voltage power-on process, after the vehicle controller determines that the vehicle allows high-voltage power-on, it sends an instruction to the battery management system to close the high-voltage relay, and the battery management system controls the high-voltage relay to perform the closing operation. However, due to the possible contact adhesion of the high-voltage relay, the obtained first status information only indicates the closed status information that the high-voltage relay is in the closed state, and it is impossible to determine whether the vehicle allows high-voltage power-on. Therefore, while receiving the electrical signals of the battery management system, receive the electrical signals of the vehicle controller. If the vehicle allows high-voltage power-on and the fuel cell system meets the preset start conditions, control the fuel cell system to start.

[0089] As an example, the hydrogen-electric vehicle further includes a vehicle controller, and the method further includes:

[0090] If the first detection result indicates that the device in the fuel cell system is in a normal operating state, receive the electrical signals from the vehicle controller and the battery management system; if the electrical signal of the vehicle controller indicates that the vehicle allows high-voltage connection, and the electrical signal of the battery management system indicates that the high-voltage relay is in a closed state, complete the high-voltage connection of the vehicle. Then continue to execute step 103.

[0091] In some other embodiments, the power domain peripherals of the hydrogen-powered vehicle further include a power battery pack. The power battery pack is a high-voltage component and is connected to the high-voltage relay. Only when the high-voltage relay is closed can the power battery pack output power to the whole vehicle.

[0092] The FCU obtains the second status information of the power battery pack through the communication bus.

[0093] As an example, the second status information herein refers to determining whether the power battery pack meets the preset start conditions. After both the high-voltage connection of the vehicle and the start of the fuel cell system are in a ready state for power release at any time, it is considered that the hydrogen-electric system starts successfully. Therefore, the preset start condition can be that the power battery pack is in a state of waiting for charging, that is, the power battery pack has a charging demand.

[0094] In some embodiments, the second status information includes the working status data of the power battery pack, the state of charge of the battery, and the rechargeable power. Receive the electrical signals fed back after the battery management system detects the fault status of the power battery pack, the state of charge of the battery, and the power allowed for charging of the power battery pack.

[0095] In step 103, if the closed state information is received and the second status information indicates that the power battery pack is in a state of waiting for charging, control the fuel cell system to start.

[0096] It should be noted that the operations of the FCU obtaining the first status information of the feedback high-voltage relay and obtaining the second status information of the feedback power battery pack can be executed in sequence according to the actual operation, or can be executed simultaneously. The purpose is to determine whether the vehicle's high-voltage connection and the fuel cell system are in a ready state for power release at any time, for controlling the start of the hydrogen-electric system.

[0097] As an example, after the FCU receives the second status information, it judges whether the power battery pack is in a state of waiting for charging. The specific process is as follows:

[0098] Step 1031, the FCU obtains the working state data of the power battery pack, analyzes the working state data, and determines whether the power battery pack is in a state allowing charging, that is, whether the power battery pack has a fault state and this fault affects the operation of the hydrogen-electric system. If the power battery pack has no fault state, or the power battery pack has a fault state but this fault does not affect the operation of the hydrogen-electric system, it indicates that the power battery pack can be charged, and step 1032 is executed. If the power battery pack has a fault state and this fault causes the hydrogen-electric system to not operate, then control the low-voltage power on the fuel cell system and prohibit startup.

[0099] In this article, the power battery pack has a fault state and this fault causes the hydrogen-electric system to not operate. The corresponding working state data, for example, faults such as the power battery pack being prohibited from charging, and the insulation fault of the power battery pack.

[0100] Step 1032, the FCU analyzes the battery SOC (State of Charge) of the power battery pack by obtaining it, and based on the charging range of the fuel cell system, determines whether the power battery pack has a charging requirement.

[0101] Specifically, obtain the set charging range of the hydrogen-electric system, that is, obtain the charging range of the fuel cell system. If the battery SOC is within the charging range of the fuel cell system, it indicates that the power battery pack has a charging requirement, and step 1033 is executed. If the battery SOC is not within the charging range of the fuel cell system, it indicates that the current battery SOC of the power battery pack is sufficient and there is no need for the fuel cell system to work to charge it, then control the low-voltage power on the fuel cell system and prohibit startup.

[0102] As an example, if the battery SOC of the power battery pack is in the range of 45%-55%, and the charging range of the fuel cell system is that the battery SOC is less than 30%, then control the low-voltage power on the fuel cell system and prohibit startup.

[0103] Step 1033, the FCU analyzes the power battery pack by obtaining the power allowed to charge the power battery pack, that is, the chargeable power, and the chargeable power is related to the battery SOC. Based on the standby discharge power of the fuel cell system, it determines whether the power battery pack has a charging requirement.

[0104] Under normal circumstances, the fuel cell system still supplies air and hydrogen to the fuel cell stack in the fuel cell system in the standby state (such as when stopping at a traffic light) to maintain the state of generating output power by the electric propulsion, and this power is usually used to charge the power battery pack until the battery SOC of the power battery pack reaches the SOC upper limit, indicating that the power battery pack is fully charged. That is, the fuel cell system will have a standby discharge power in the standby state, and this standby discharge power is not zero.

[0105] The FCU obtains the set standby discharge power. If the rechargeable power of the power battery pack is greater than or equal to the standby discharge power, it indicates that the power battery pack has a charging demand, and step 201 is executed. If the rechargeable power of the power battery pack is less than the standby discharge power, it means that the standby discharge power of the fuel cell system can meet the charging of the power battery pack, and the power battery pack has no additional charging demand, then the low-voltage power of the fuel cell system is controlled and starting is prohibited.

[0106] Through the above steps, the FCU determines whether the power battery pack is in a state of waiting to be charged according to the second state information. If so and the high-voltage relay is in the closed state, the fuel cell system is controlled to start. When the fuel cell system starts successfully and the vehicle is powered on with high voltage, it represents that the hydrogen-electric system starts, and the start control process of this hydrogen-electric vehicle ends.

[0107] As an example, the process of starting the fuel cell system is as follows:

[0108] Step 201, the FCU obtains the ambient temperature value of the fuel cell system;

[0109] The operating temperature of the fuel cell in the fuel cell system is one of the important parameters for its normal operation, because the change in temperature will directly affect the performance and lifespan of the fuel cell. Usually, the operating temperature of the fuel cell is generally between 60°C and 80°C. Within this temperature range, the reaction rate of the fuel cell is the fastest, and it can generate the maximum power output to meet the vehicle's requirements. Therefore, in order to ensure the normal operation of the fuel cell, temperature control is required.

[0110] Step 202, if the ambient temperature value is greater than the cold start threshold, control the fuel cell system to perform purging and loading to complete the start of the fuel cell system.

[0111] The cold start threshold described in this article refers to the expected operating temperature of the fuel cell. If the ambient temperature value is greater than the cold start threshold, control the fuel cell system to enter the normal start mode and execute step 203.

[0112] If the ambient temperature value is less than or equal to the cold start threshold, control the fuel cell system to enter the cold start mode. The cold start means that the hydrogen-electric vehicle can be successfully started at a temperature below the cold start threshold, and the internal temperature of the fuel cell can be quickly raised to the operating temperature that meets the normal operation of the system. Exemplarily, the cold start threshold is -10°C.

[0113] During the cold start of a fuel cell, the water generated by the reaction will freeze inside the fuel cell, causing the fuel cell to fail to start properly or its performance to decline. After cold start, when the fuel starts to work at a low temperature, the heat generated will melt the ice inside the system. If the heat generated is insufficient, the water generated by the reaction will also quickly freeze. That is, during the cold start process, due to the too low temperature, the reaction rate of the fuel cell will slow down, thus affecting the output power and efficiency of the fuel cell system, resulting in a very low output power of the fuel cell system and unable to meet the vehicle's requirements. Therefore, to ensure a successful cold start, the fuel cell system needs to be heated. After the newly obtained ambient temperature value of the fuel cell system reaches the operating temperature, that is, when the new ambient temperature value is greater than the cold start threshold, step 203 is executed.

[0114] In some embodiments, to ensure the normal operation of the fuel cell system, its temperature needs to be controlled. Generally speaking, the temperature control of the fuel cell system can be achieved in two ways. On the one hand, the temperature of the fuel cell system is controlled by external heating or cooling methods, such as electric heating, catalytic combustion heating. On the other hand, the temperature of the fuel cell system is controlled by an internal temperature control system. For example, the thermal management system in the fuel cell system includes a PTC (Positive Temperature Coefficient, heater) and a water pump. A branch waterway is designed in the coolant outlet pipeline of the fuel cell stack to connect the PTC heater and the water pump. During the cold start process, the PTC heater is controlled to heat the coolant, and the coolant enters the fuel cell stack through the water pump to achieve heating of the fuel cell system.

[0115] In other embodiments, in addition to temperature control, the operating temperature of the fuel cell system is also affected by other factors, such as the flow rate and pressure of hydrogen and oxygen. The pressure of the air delivered to the fuel cell stack is controlled by controlling the air compressor in the fuel cell system.

[0116] Step 203: Control the fuel cell system to perform purging and loading to complete the startup of the fuel cell system.

[0117] Specifically, the FCU controls the opening of the purging-related devices in the fuel cell system to perform purging. The FCU controls the opening of the loading-related devices in the fuel cell system to perform loading.

[0118] The purging described in this article refers to hydrogen purging during the oxidation-reduction reaction process of the fuel cell in the fuel cell system, that is, using anode hydrogen to timely discharge the water and nitrogen on the anode side, and at the same time recycling the remaining unreacted hydrogen through the hydrogen circulation pump.

[0119] The loading described in this article refers to the process in which hydrogen and oxygen react in the fuel cell system to increase the output power.

[0120] As an example, the FCU turns on peripheral devices such as the hydrogen circulation pump, the hydrogen and air throttle valve, and the air compressor for purging, and monitors the purging status in real time, such as the hydrogen concentration. If the purging is completed, the hydrogen and air throttle valve is closed to stop purging; otherwise, purging continues. After purging is completed, the FCU turns on the DCF converter and performs loading, monitors parameters such as the loading power and current, and determines that the fuel cell system startup is completed after loading is completed.

[0121] When the vehicle is powered on at high voltage and the fuel cell system startup is completed, it is determined that the hydrogen-electric system of the hydrogen-electric vehicle has started up.

[0122] The present application provides a startup control method, a controller, and a storage medium for a hydrogen-electric vehicle, which are applied to a fuel cell controller. Without damaging the original vehicle architecture, the hydrogen-electric system is integrated into the vehicle's power domain in an external-mounted manner. The fuel cell controller in the fuel cell system is unidirectionally communicatively connected to the battery management system. The fuel cell controller, as the control unit of the fuel cell system, receives demand information by itself, performs self-check and powers on at low voltage, and when obtaining an electrical signal from the battery management system indicating that the fuel cell system meets the preset startup conditions, controls the startup of the fuel cell system through the startup control logic in the fuel cell controller, without sending any data to the power domain and having no impact on the existing power domain, which greatly reduces the development cost of system startup and shortens the development cycle.

[0123] Based on the same inventive concept as the above method, corresponding to the embodiments of the foregoing method, this specification also provides an embodiment of a computer device.

[0124] As Figure 3 shown, it is a schematic block diagram of a computer device in this specification for implementing the above-mentioned startup control method for a hydrogen-electric vehicle. In some embodiments, the computer device may include a processor 510, a network interface 520, a memory 530, and a non-volatile memory 540. A startup control program for a hydrogen-electric vehicle is stored on the non-volatile memory 540 and can be run on the processor 510. When the startup control program for a hydrogen-electric vehicle is executed by the processor 510, it can be used to implement the startup control method for a hydrogen-electric vehicle in the above-mentioned various embodiments. In some embodiments, the computer device may also include other hardware according to the actual functions of the computer device, which will not be elaborated here.

[0125] The specific embodiments of this specification have been described above. Other embodiments are within the scope of the appended claims. In some cases, the acts or steps recited in the claims may be performed in a different order than in the embodiments and still achieve the desired result. Additionally, the processes depicted in the drawings do not necessarily require the particular order or sequential order shown to achieve the desired result. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0126] Those skilled in the art will readily conceive of other embodiments of this specification after considering the specification and practicing the invention herein. This specification is intended to cover any variations, uses, or adaptations of this specification that follow the general principles of this specification and include common general knowledge or conventional technical means in the technical field not claimed in this specification. The specification and embodiments are to be considered exemplary only, and the true scope and spirit of this specification are pointed out by the following claims.

[0127] It should be understood that this specification is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of this specification is limited only by the appended claims.

[0128] The above are only the preferred embodiments of this specification and are not intended to limit this specification. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of this specification shall be included within the scope of protection of this specification.

Claims

1. A starting control method for a hydrogen-electric vehicle, characterized in that, The hydrogen-electric vehicle includes a battery management system and a fuel cell system. The fuel cell system includes a fuel cell controller, and the fuel cell controller is unidirectionally communicatively connected to the battery management system. The method is applied to the fuel cell controller and includes: If the self-check of the fuel cell controller passes, control the low-voltage relay in the fuel cell system to close to supply low voltage to the devices in the fuel cell system, and obtain a first detection result obtained by detecting the operating states of the devices in the fuel cell system; If the first detection result indicates that the devices in the fuel cell system are in normal operating states, receive the electrical signal from the battery management system; If the electrical signal from the battery management system indicates that the fuel cell system meets a preset start condition, control the fuel cell system to start.

2. The starting control method of the hydrogen electric vehicle according to claim 1, characterized in that, The fuel cell controller is connected to the battery management system through a communication bus; the battery management system includes a high-voltage relay and a power battery pack connected to the high-voltage relay; The receiving the electrical signal from the battery management system includes: Receiving, through the communication bus, first state information of the high-voltage relay and second state information of the power battery pack fed back by the battery management system.

3. The starting control method of the hydrogen electric vehicle according to claim 2, characterized in that The if the electrical signal from the battery management system indicates that the fuel cell system meets a preset start condition, control the fuel cell system to start includes: If the first state information indicates that the high-voltage relay is in a closed state and the second state information indicates that the power battery pack is in a state of waiting to be charged, control the fuel cell system to start.

4. The starting control method of the hydrogen-electric powered vehicle according to claim 3, characterized in that, The first state information includes closed state information indicating that the high-voltage relay is in a closed state and unclosed state information indicating that the high-voltage relay is in an unclosed state; The if the first state information indicates that the high-voltage relay is in a closed state and the second state information indicates that the power battery pack is in a state of waiting to be charged, control the fuel cell system to start includes: If the closed state information is received and the second state information indicates that the power battery pack is in a state of waiting to be charged, control the fuel cell system to start.

5. The starting control method of the hydrogen-electric vehicle according to claim 3, characterized in that The second state information includes working state data of the power battery pack, state of charge of the battery, and rechargeable power; The if the first state information indicates that the high-voltage relay is in a closed state and the second state information indicates that the power battery pack is in a state of waiting to be charged, control the fuel cell system to start includes: If the first state information indicates that the high-voltage relay is in a closed state, and it is determined according to the working state data that the power battery pack is in a state allowing charging, the state of charge of the battery is within the set charging range of the fuel cell system, and the rechargeable power is greater than or equal to the standby discharge power of the fuel cell system, control the fuel cell system to start.

6. The starting control method of the hydrogen-electric vehicle according to claim 1, characterized in that, If the self-check of the fuel cell controller passes, control the low-voltage relay in the fuel cell system to close to supply low voltage to the devices in the fuel cell system, and obtain the first detection result obtained by detecting the operating states of the devices in the fuel cell system, including: Perform a self-check after the fuel cell controller is awakened; If the self-check passes, judge whether the fuel cell system is in a normal standby start state according to the historical fault information in the fuel cell controller; If the fuel cell system is in a normal standby start state, control the low-voltage relay in the fuel cell system to close to supply low voltage to the devices in the fuel cell system; Obtain the operating state data of each device in the fuel cell system; Judge the real-time fault state of the device according to the operating state data to obtain the first detection result.

7. The starting control method of the hydrogen electric vehicle according to claim 1, characterized in that, The method further includes: Obtain the ambient temperature value of the fuel cell system; If the ambient temperature value is greater than the cold start threshold, control the fuel cell system to perform purging and loading to complete the start of the fuel cell system.

8. The starting control method of the hydrogen-electric vehicle according to claim 7, characterized in that, The method further includes: If the ambient temperature value is less than or equal to the cold start threshold, control the fuel cell system to heat up to obtain a new ambient temperature value; If the new ambient temperature value is greater than the cold start threshold, control the fuel cell system to perform purging and loading to complete the start of the fuel cell system.

9. The starting control method of the hydrogen-electric vehicle according to claim 1, characterized in that The hydrogen electric vehicle further includes a vehicle controller, and the method further includes: If the first detection result indicates that the devices in the fuel cell system are in a normal working state, receive the electrical signals of the vehicle controller and the battery management system; If the electrical signal of the vehicle controller indicates that the vehicle allows high voltage to be applied, and the electrical signal of the battery management system indicates that the fuel cell system meets the preset start conditions, control the fuel cell system to start.

10. A fuel cell controller for a hydrogen-electric vehicle, characterized in that, The fuel cell controller includes a memory, a processor, and a start control program of the hydrogen electric vehicle stored on the memory and executable on the processor. When the processor executes the start control program of the hydrogen electric vehicle, it implements the steps of the start control method of the hydrogen electric vehicle according to any one of claims 1-9.

11. A computer-readable storage medium, characterized in that, A start control program of a hydrogen electric vehicle is stored on the computer-readable storage medium. When the start control program of the hydrogen electric vehicle is executed, it implements the steps of the start control method of the hydrogen electric vehicle according to any one of claims 1-9.

Images