Power control method and device for vehicle fuel cell system under cold working condition and vehicle

Abstract

The invention discloses a vehicle fuel cell system cold working condition power control method and device and a vehicle, and relates to the technical field of fuel cell systems, and the method comprises the following steps: obtaining an environment temperature signal, an electric pile outlet cooling liquid temperature signal and a cab heating request signal; judging whether a condition of entering a cold working condition idle speed zero power control state is met or not according to the signal; if the condition is met, the fuel cell system is controlled to operate at the lowest working power, and the operation state of one or more accessories is adjusted to consume power, so that the net output power of the fuel cell system to the whole vehicle load is zero, and the problem of service life attenuation caused by frequent start and stop of the system in the cold environment is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of fuel cell system, in particular to a cold working condition power control method and device of a vehicle fuel cell system and a vehicle. BACKGROUND

[0002] Hydrogen fuel cell vehicles, as an important technical route of new energy vehicles, are considered as an important solution for future transportation due to their zero emissions, high efficiency, fast hydrogen refueling and other advantages. The vehicle fuel cell system is a complex mechatronic system, mainly including fuel cell stack, air supply system (such as air compressor), hydrogen supply system (such as hydrogen circulating pump), thermal management system (such as water pump, radiator, PTC heater) and electronic control unit, etc.

[0003] However, when the fuel cell system operates in cold environments (such as below 0℃), it faces a series of severe challenges. First, in low temperature environment, the heating of the cab becomes a rigid demand, and the traditional PTC electric heating or heat pump system will consume a large amount of electric energy, which usually comes from the power battery, thereby significantly shortening the vehicle's range. Second, low temperature itself will affect the starting performance and operating efficiency of the fuel cell stack, and the water management inside the stack is difficult, which is easy to freeze, resulting in performance degradation or even physical damage.

[0004] In the prior art, under the condition of vehicle idling or low power demand, the power output control strategy of the fuel cell system is usually simple. One common strategy is that when the vehicle power demand is very low (for example, only to maintain the operation of low-pressure accessories), the fuel cell system will be actively shut down due to its output power cannot be effectively utilized, in order to avoid charging the power battery which is already fully charged (overcharging will damage the battery health) and reduce hydrogen consumption. However, in cold working conditions, this strategy has obvious defects: the system is frequently started and stopped, on the one hand, each cold start will cause cumulative damage to the catalyst and proton exchange membrane of the stack, shortening the service life of the system; on the other hand, the cabin cannot be provided with stable heat source during shutdown, affecting the driving comfort.

[0005] Another strategy is to let the fuel cell system run continuously at a lower fixed power point, but this may cause it to charge the power battery when there is no external power demand, causing overcharging risk, or generate excess electric energy to be dissipated in the form of heat, causing energy waste and unnecessary hydrogen consumption.

[0006] Therefore, the existing technology has many problems in dealing with cold working conditions of fuel cell vehicles, such as fast service life degradation, low energy utilization efficiency, overcharging risk of power battery, and difficult to guarantee the driving thermal comfort, etc. At present, there is still a lack of a power control scheme that can couple the vehicle thermal management demand, accessory power consumption and power battery state, to realize intelligent, efficient and safe operation of the fuel cell system under cold idling working conditions. SUMMARY

[0007] The present application aims to overcome the deficiencies of the prior art, and provides a fuel cell system power control method and device for cold working conditions and a vehicle, which aims to solve the problem of life attenuation caused by frequent start-stop of the system in cold environments.

[0008] The present application provides the following solutions:

[0009] In a first aspect, the present application provides a fuel cell system power control method for cold working conditions, characterized in that it comprises the following steps: obtaining an ambient temperature signal, a stack outlet coolant temperature signal and a cab heating request signal; determining whether the conditions for entering the idle zero power control state of the cold working condition are met according to the signals; if the conditions are met, controlling the fuel cell system to operate at the lowest working power and adjusting the operating state of one or more accessories to consume power, so that the net output power of the fuel cell system to the vehicle load is zero.

[0010] Further, the determination of whether the entering conditions are met specifically includes: when the ambient temperature signal is lower than a first set threshold, the stack outlet coolant temperature signal is lower than a second set threshold, and there is an effective cab heating request signal, it is determined that the entering conditions are met.

[0011] Further, the adjustment of the operating state of one or more accessories includes: starting a PTC heater to consume electric power and provide heat for the cab; when the power consumption of the PTC heater is lower than the lowest working power, increasing the speed of at least one of the air compressor, the water pump and the hydrogen circulation pump to increase the power consumption of the gas circuit or liquid circuit circulation system.

[0012] Further, the step of increasing the speed of at least one of the air compressor, the water pump and the hydrogen circulation pump further comprises: calculating the real-time total power consumption of the PTC heater and the air compressor, the water pump and the hydrogen circulation pump; if the real-time total power consumption is lower than the lowest working power, generating a speed increase instruction to control at least one of the air compressor, the water pump and the hydrogen circulation pump to increase the speed until the real-time total power consumption is not lower than the lowest working power.

[0013] Further, the method further comprises the following steps: in response to the increase in power consumption of the PTC heater, dynamically reducing the speed of at least one of the air compressor, the water pump and the hydrogen circulation pump to maintain the net output power to be zero.

[0014] Further, the speed adjustment of the air compressor, the water pump and the hydrogen circulation pump is limited to be performed within the respective preset safe working speed range.

[0015] Further, the method further comprises the step of exiting the cold condition idle zero power control state: in response to detecting a charging request of the power battery, exiting the control state.

[0016] Further, the adjusting the running state of one or more accessories is based on a power deviation, which is a difference between the minimum working power and a real-time total accessory power consumption of the system; and the adjusting is achieved by querying a pre-stored power-speed mapping table or based on a power-speed characteristic model of the accessories.

[0017] In a second aspect, the application provides a cold condition power control device for a fuel cell system of a vehicle, comprising: a signal acquisition module configured to acquire an ambient temperature signal, a stack outlet coolant temperature signal and a cab heating request signal; a state judgment module configured to judge whether a condition for entering a cold condition idle zero power control state is met according to the signals; a power control module configured to control the fuel cell system to operate at a minimum working power when the condition is met; and an accessory coordination module configured to adjust a running state of one or more accessories to consume power under the control of the power control module, so that a net output power of the fuel cell system to a vehicle load is zero.

[0018] In a third aspect, the application provides a vehicle, comprising:

[0019] An electronic device configured to implement the steps of the cold condition power control method for a fuel cell system of a vehicle according to any one of the first aspect.

[0020] A processor configured to implement the steps of the cold condition power control method for a fuel cell system of a vehicle according to any one of the first aspect when a program is executed; and a storage medium configured to store the program, which is configured to implement the steps of the cold condition power control method for a fuel cell system of a vehicle according to any one of the first aspect when the program is executed.

[0021] In a fourth aspect, the application provides a computer readable storage medium having a computer program stored thereon, wherein the program is configured to implement the steps of the method according to any one of the first aspect when executed by a processor.

[0022] Through the above scheme, the following beneficial technical effects are achieved:

[0023] The system life is effectively prolonged: by avoiding frequent shutdown of the fuel cell system due to no external load when idling in cold condition and only requiring heating, maintaining the fuel cell system to operate at a minimum working power, significantly reducing the number of start-stop, thereby slowing down the damage to the stack caused by frequent start-stop, prolonging the service life of the entire fuel cell system.

[0024] Intelligent protection of power battery: by using the power generated by the fuel cell system to consume all the accessories (PTC and accessories to improve efficiency), the "zero power" output to the vehicle load is realized, which fundamentally avoids charging the power battery when the power battery has sufficient power, prevents overcharging risk, and guarantees the health status of the power battery.

[0025] Significant improvement of energy utilization efficiency: the power generated by the fuel cell system at the lowest power, which would otherwise be wasted or dissipated in an inefficient way, is ingeniously and preferentially used for the cabin heating demand. This realizes the on-demand allocation and step-by-step utilization of energy, and meets the comfort needs of the occupants with energy that would otherwise be wasted, thereby improving the energy utilization efficiency of the whole vehicle without increasing additional hydrogen consumption, which helps to reduce the equivalent hydrogen consumption of the whole vehicle.

[0026] Ensure system operation safety: when the speed of key accessories such as air compressor, water pump, hydrogen circulation pump is adjusted, it is strictly limited within the preset safe working speed range. This ensures that the core functions of the fuel cell system such as reaction gas supply, heat dissipation, hydrogen circulation are not affected, avoids wear, abnormal noise or function failure caused by over-speed operation of accessories, and guarantees the operation safety and reliability of the system in special control mode.

[0027] Achieve dynamic intelligent balance and seamless experience: the control strategy can automatically and smoothly adjust the power consumption of other accessories according to the real-time change of the cabin heating power (PTC power consumption). For example, when the PTC power decreases due to reaching the set temperature, the system will automatically increase the accessory speed to make up for the power gap; otherwise, it will reduce the speed. This dynamic balancing capability makes the power distribution always in the optimal state, and the mode switching is smooth, almost imperceptible to the user, providing continuous and comfortable heat management and driving experience. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 is a flowchart of a vehicle fuel cell system cold condition power control method provided by one or more embodiments of the present application.

[0029] Figure 2 is a schematic diagram of a detailed implementation process of a vehicle fuel cell system cold condition power control method provided by one specific embodiment of the present application.

[0030] Figure 3 is a schematic diagram of a vehicle fuel cell system cold condition power control device provided by one specific embodiment of the present application.

[0031] Figure 4 is a vehicle structure block diagram provided by one or more embodiments of the present application. DETAILED DESCRIPTION

[0032] The technical solutions of the present application will be described clearly and completely below in conjunction with the drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0033] As shown in Figure 1 The present application provides a cold working condition power control method for a fuel cell system for vehicles. The core of the method is to create a special operating mode named "cold working condition idle zero power control state", and to activate this mode when certain conditions are met. The method is characterized by comprising the following steps:

[0034] Step S100: Signal acquisition and acquisition continuously or periodically acquires key input signals from the vehicle sensor network and the vehicle controller (VCU). These signals constitute the basis for system decision-making, including:

[0035] Ambient temperature signal: provided by an ambient temperature sensor arranged at a position such as the front grille or rearview mirror, accurately reflecting the ambient temperature state, and being the primary basis for determining whether to enter the cold working condition.

[0036] Stack outlet coolant temperature signal: provided by a temperature sensor installed at the outlet of the fuel cell stack coolant, directly reflecting the thermal state of the stack body, and providing a key parameter for evaluating the stack operating conditions.

[0037] Cabin heating request signal: issued by the air conditioning control panel or VCU, which represents the thermal management demand of the whole vehicle and is an important input for the system to determine whether to start the special control mode.

[0038] Step S200: State entry condition judgment

[0039] Based on the real-time signals obtained in step S100, a pre-set logical judgment algorithm is executed. This judgment process uses a multi-condition cooperative verification mechanism to ensure that the system only enters the special working state when necessary. The state is determined to be entered only when the following three conditions are met simultaneously:

[0040] The value of the ambient temperature signal is lower than the first set threshold, which is set according to the fuel cell system anti-freezing protection requirement;

[0041] The value of the stack outlet coolant temperature signal is lower than the second set threshold, which takes into account the internal temperature distribution characteristics of the stack and provides a suitable margin for system safety;

[0042] There is an effective cab heating request signal, indicating that the system needs to provide heating service for the passenger cabin. This multiple condition judgment mechanism ensures the accuracy and reliability of the system response. If any of the above conditions is not met, the system will immediately exit or prohibit entering the control state, ensuring the safety and adaptability of the system operation.

[0043] Step S300: Activate the zero-power control state and set the power reference Once the entry condition is met, the system immediately activates this special control state. In this state, the primary operation is to control the fuel cell stack to operate at the pre-marked minimum operating power. This power value is determined through rigorous system testing and optimization, ensuring that the system meets the requirements for stable operation while achieving the best energy utilization efficiency. This power reference setting is the core of the entire control strategy, providing an accurate reference for subsequent power balance control.

[0044] Step S400: Accessory collaborative operation and dynamic power balance This step realizes intelligent power management of the system, ensuring that the power generated by the fuel cell system is used most effectively through multi-accessory collaborative control mechanism. Specifically, it includes:

[0045] Sub-step S410: Start and control the PTC heater system The PTC heater for cab heating is immediately started, and its output power is dynamically adjusted according to the actual heating demand. Advanced control algorithms are used to ensure the stability and comfort of the heating effect, while providing adjustable loads for system power balance.

[0046] Sub-step S420: Calculate real-time total accessory power consumption The system continuously monitors the operating state of all major power accessories, and through an accurate power calculation model, it obtains real-time total power consumption data. This calculation process takes into account the dynamic characteristics of each component, ensuring the accuracy and real-time nature of the data.

[0047] Sub-step S430: Power difference analysis and accessory speed intervention By comparing the system total power consumption with the set power reference in real time, the system can quickly identify the power difference and generate corresponding control instructions accordingly. This process realizes dynamic balance of system power, ensuring stable operating state under any working condition.

[0048] Sub-step S440: Speed safety boundary constraint During the execution of the control instructions in sub-step S430: Power difference analysis and accessory speed intervention, the system strictly follows the pre-set safety operation specifications to ensure that each accessory always operates within a safe range. This protection mechanism effectively prevents equipment damage caused by excessive adjustment, improving the reliability and service life of the system.

[0049] Step S500: State exit and mode switching system designs a perfect state exit mechanism, which can quickly and smoothly switch to the corresponding working mode when the operating conditions change. This adaptive ability ensures the best performance of the system under different working conditions.

[0050] System architecture and hardware foundation

[0051] The control method described in the present application is mainly realized through a fuel cell controller (FCU). The FCU, as the core control unit, includes at least one processor, memory, input / output interface, and system bus connecting these components. The memory includes non-volatile memory (such as Flash) and volatile memory (such as RAM) for storing control programs, calibration parameters, mapping tables, and runtime data.

[0052] The FCU establishes communication connections with the following key components through its I / O interface (503):

[0053] Sensor network: including environmental temperature sensors, stack outlet coolant temperature sensors, etc., for providing real-time environmental and system state information.

[0054] Actuator system: including air compressor drivers, water pump drivers, hydrogen circulation pump drivers, PTC heater controllers, etc., for receiving control instructions from the FCU.

[0055] Vehicle communication network (such as CAN bus): for data exchange with vehicle controllers (VCU), battery management systems (BMS), etc., to receive vehicle-level signals such as cabin heating requests, power battery charging requests, etc.

[0056] As shown in Figure 2 the detailed implementation process of the cold working condition power control method for vehicle fuel cell systems

[0057] S100, signal acquisition and acquisition

[0058] Continuously or periodically acquire key input signals from vehicle sensor networks and vehicle controllers (VCU). These signals at least include:

[0059] Ambient temperature signal: provided by ambient temperature sensors arranged at locations such as vehicle front grille or rearview mirror;

[0060] Stack outlet coolant temperature signal: provided by temperature sensors installed at the outlet of the fuel cell stack coolant;

[0061] Cabin heating request signal: issued by the air conditioning control panel or VCU

[0062] Step S200, state entry condition judgment

[0063] Based on the real-time signals acquired in step S100, a preset logic judgment algorithm is executed. The state is determined to be entered only when the following three conditions are met simultaneously:

[0064] The value of the ambient temperature signal is lower than a first set threshold (T_env_threshold);

[0065] The value of the stack outlet coolant temperature signal is lower than a second set threshold (T_cool_threshold);

[0066] There is an effective request signal for heating the driver's cabin (Heat_Req = TRUE).

[0067] If any of the above conditions is not met, the control state is immediately exited or prohibited from being entered.

[0068] Step S300, activating the zero-power control state and setting the power reference Once it is determined in step S200 that the entry condition is met, the special control state is activated. In this state, the fuel cell stack is controlled to operate stably at a pre-marked minimum operating power (P_min).

[0069] Step S400, coordinated operation of accessories and dynamic power balance This is the core link to achieve the goal of "zero net output power to the outside". In this state, by coordinating the operation state of one or more accessories, the P_min power generated by the fuel cell system is actively consumed, so that the net output power (P_out) of the vehicle load is zero. Specifically, it includes:

[0070] Sub-step S410, starting and regulating the PTC heater The PTC heater for heating the driver's cabin is immediately started. Its power (PPTC) is dynamically adjusted according to the difference between the actual temperature of the driver's cabin (Tcabin) and the target temperature set by the driver (Ttarget):

[0071] The PTC heating power is set by the PTC control module in the fuel cell controller, based on the difference between the driver's cabin temperature Tcabin and the target temperature Ttarget:

[0072] PPTC= Kp*(Ttarget-Tcabin)+ Ki * dt+ Kd *

[0073] Where Kp, Ki, and Kd are PID parameters. In practice, a lookup table method or a simplified on-off control may be used.

[0074] Sub-step S420, calculating the real-time total accessory power consumption The current power consumption of the main power accessories in the system is continuously monitored or calculated. The total demand power calculation formula is:

[0075] Pdemand = Pcompressor + PPTC + Pwater pump + Phydro circulation pump

[0076] Where: Pcompressor, PPTC, Pwater pump, Phydro circulation pump are the current power consumptions of each component. PPTC is controlled according to the heating gear set by the driver (e.g. adjusted by PID control).

[0077] Sub-step S430, power difference analysis and accessory speed intervention, compares Pdemand with Pmin in real time to establish power balance conditions:

[0078] The minimum working power requirement of the fuel cell system is Pmin (determined by system design, can be calibrated);

[0079] If Pdemand < Pmin, the fuel cell output power Pfc = Pmin

[0080] The external output power Pout = 0;

[0081] The excess power Pexcess = Pmin - Pdemand, which needs to be consumed by increasing the speed of the compressor, water pump, and hydrogen circulation pump.

[0082] Specifically, there are two cases: Case A: when Pdemand < P_min, there is a power surplus (Pexcess = Pmin - Pdemand). The coping strategy is to increase the speed of at least one of the compressor, water pump, and hydrogen circulation pump.

[0083] Case B: when Pdemand increases due to the increase of PPTC, in order to maintain power balance, the speed of at least one of the compressor, water pump, and hydrogen circulation pump needs to be reduced accordingly.

[0084] Sub-step S440, speed adjustment calculation and safety constraint speed adjustment, is based on the power difference ΔP = Pmin - Pdemand. For the compressor, water pump, and hydrogen circulation pump, the power and speed relationship can be approximated as P = k ⋅ n³ (where k is a component constant and n is the speed). Therefore, the speed adjustment amount Δn can be calculated by the following formula:

[0085] When the speed needs to be increased:

[0086] Δn = nnew - nold = m ⋅ ΔP / (3 ⋅ k) - nold

[0087] Where m is the number of components adjusted (e.g. 3), but in actual control, a distribution strategy (such as priority distribution) may be used.

[0088] When PTC power is increased and the rotation speed needs to be reduced:

[0089] tΔn = nnew - nold = -nold, where ΔPPTC is the PTC power increment.

[0090] To ensure safety, the rotation speed is limited within the allowable range: nmin ≤ n ≤ nmax.

[0091] Step S500: State exit and mode switching

[0092] The control state is not permanently maintained, and when any of the following conditions is triggered, the system should immediately exit the state:

[0093] The power battery is detected to have a charging demand;

[0094] The cabin heating request signal disappears (Heat_Req = FALSE);

[0095] The ambient temperature or the out-of-pile coolant temperature rises above its set threshold.

[0096] After exiting the state, the fuel cell system controller (FCU) will return to the normal power control strategy.

[0097] Figure 3 A software function module division scheme of the device 400 for implementing the above method is shown, which can be embedded in the firmware of the FCU. Based on the foregoing control method, the present application also provides a cold working condition power control device for a vehicle fuel cell system, which realizes all the functions of the control method through the cooperation of hardware modules and software programs. The device mainly includes the following modules:

[0098] The signal acquisition module 401 is the data acquisition front end of the system, responsible for acquiring key signals from various sensors and control units of the vehicle in real time. It directly acquires the analog signals of the ambient temperature sensor and the out-of-pile coolant temperature sensor through an analog input interface, and performs signal conditioning and AD conversion processing. At the same time, it receives the cabin heating request digital signal from the vehicle controller through the CAN bus communication interface. The module also performs filtering, verification and other preprocessing on the collected raw signals to ensure the accuracy and reliability of the data, and sends the processed signal data to the state judgment module.

[0099] ​The state judgment module 402 is the decision center of the system, which executes state judgment logic based on the data provided by the signal acquisition module. The module internally stores the first set threshold of ambient temperature and the second set threshold of the stack coolant temperature. By comparing the ambient temperature signal with the first set threshold in real time, it is determined whether the cold working condition is met. At the same time, the stack outlet coolant temperature signal is compared with the second set threshold to determine whether the stack thermal state meets the requirements, and the validity of the cab heating request signal is analyzed. When and only when the three conditions are met at the same time, the state entry instruction is generated to trigger the system to enter the special control state. During the state maintenance period, the module continuously monitors each judgment condition, and immediately generates a state exit instruction when any condition is not met.

[0100] The power control module 403 is the power management core of the fuel cell system, which is responsible for executing power reference setting. After receiving the state entry instruction from the state judgment module, it immediately sends a control signal to the fuel cell stack power regulation unit to control the fuel cell system to operate stably at the preset minimum working power. The module monitors the actual output power of the fuel cell system in real time, and ensures that it is accurately maintained at the set power level through closed-loop control. When receiving the state exit instruction, it can quickly switch the control mode to make the fuel cell system restore normal power output control, and has fault detection and safety protection functions.

[0101] The accessory coordination module 404 is the power balance execution mechanism of the system, which realizes dynamic power regulation function. The module includes two core sub-modules: PTC control unit and accessory power distribution unit. The PTC control unit controls the start and stop of the PTC heater according to the instructions of the state judgment module, and adjusts the PTC heating power based on the difference between the cab temperature and the target temperature using a closed-loop control algorithm. The accessory power distribution unit calculates the total demand power of the system in real time, generates accessory speed regulation instructions by analyzing the power deviation value, and performs safety verification according to the safe working speed range of each accessory to ensure that the target speed is within the allowed range. The module coordinates the speed of the air compressor, water pump and hydrogen circulating pump to achieve dynamic balance of the system power, ensuring that the net output power of the fuel cell system to the vehicle load is zero.

[0102] The modules are closely coordinated through the system bus to form a complete control loop. The signal acquisition module provides real-time data support for the state judgment module, and the decision results of the state judgment module trigger the execution of the power control module and the accessory coordination module. The power control module ensures that the fuel cell system operates at the set power point, while the accessory coordination module realizes zero power output of the system to the outside through fine power distribution. The feedback mechanism established among the modules ensures the accuracy and stability of the system control, providing a reliable hardware guarantee for the efficient and safe operation of the vehicle fuel cell system in cold working conditions.

[0103] A vehicle applying the present application, the system architecture can refer to Figure 4 , including the following components:

[0104] Electronic devices constitute the hardware foundation of the present application, including the sensor network, actuator system and vehicle communication network of the vehicle. The sensor network includes ambient temperature sensors, stack outlet coolant temperature sensors, etc., for real-time collection of various parameters required for system operation. The actuator system includes air compressor drivers, water pump drivers, hydrogen circulation pump drivers, and PTC heater controllers, etc., responsible for executing control instructions. The vehicle communication network uses CAN bus and other standard vehicle communication protocols to realize data exchange and instruction transmission between electronic devices.

[0105] Real-time data collected by these electronic devices is transmitted to the processor of the vehicle for processing. The processor is usually integrated inside the fuel cell controller, using high-performance microprocessor architecture, with powerful data processing and logical operation capabilities. The processor analyzes and processes the received sensor data in real time by running specially designed control programs, generates corresponding control instructions according to the preset control logic, and coordinates the working state of each actuator to ensure the entire system operates stably according to the predetermined control strategy.

[0106] The control logic and algorithms of the processor rely on the programs and data stored in the storage medium. The storage medium uses non-volatile memory technology, such as Flash memory, which has data retention characteristics, ensuring that the stored content is not lost even in the event of power failure. The storage medium not only stores computer program codes that implement control methods, but also stores various calibration parameters required for system operation, including minimum operating power set value, temperature threshold parameter, PID control parameter, power-speed mapping table, and key data such as safety speed range of each accessory.

[0107] These components are connected to each other through a system bus to form a complete control system. When the vehicle is running in a cold environment, the system can automatically detect the environmental conditions and activate a special control mode, through the coordinated work of each component, to realize intelligent power management of the fuel cell system, while ensuring the heating demand of the cab, effectively prolonging the service life of the fuel cell system and improving the energy utilization efficiency of the vehicle.

[0108] When the vehicle is in a cold environment and meets the state entry conditions, the above components work together to automatically enter the "cold working condition idle zero power control state", providing continuous and stable heating for the cab without consuming power battery power and damaging the service life of the fuel cell, significantly improving the economy, reliability and user experience of the vehicle.

[0109] Further description of key parameters and algorithms

[0110] Minimum operating power (P_min): This parameter needs to be determined through a rigorous calibration process. Simulate different low temperatures in the environmental chamber, gradually reduce the power of the fuel cell, monitor the consistency of the stack voltage, membrane humidity, cooling liquid temperature stability and other indicators, and determine the minimum power point that can maintain stable operation.

[0111] Power-speed (P-n) characteristics: The power consumption of the air compressor and water pump is usually a cubic relationship with the speed (P ∝ n³). This relationship can be obtained through bench testing and used to establish an accurate mathematical model or high-resolution lookup table, which is a prerequisite for precise power balancing.

[0112] Safe operating speed range: Provided by component suppliers or verified through durability testing. The n_max of the air compressor is usually limited by structural strength and noise; n_min is determined by the surge line or minimum flow requirement. The n_max and n_min of the water pump are determined by the cavitation performance and system flow requirements.

[0113] The present application converts the protection scope of the claims into an actual operable technical solution through the above detailed specific embodiments, solves the many problems faced by fuel cell vehicles in cold working conditions in the background art, and achieves multiple beneficial effects such as extending system life, improving energy efficiency, and protecting power batteries.

[0114] The communication bus mentioned above can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0115] The electronic device includes a hardware layer, an operating system layer running above the hardware layer, and an application layer running on the operating system. The hardware layer includes hardware such as a central processing unit (CPU), a memory management unit (MMU), and a memory. The operating system can be any one or more computer operating systems that implement control of the electronic device by a process, such as a Linux operating system, a Unix operating system, an Android operating system, an iOS operating system, or a windows operating system. In embodiments of the present application, the electronic device can be a handheld device such as a smartphone or a tablet computer, or an electronic device such as a desktop computer or a laptop computer, and is not particularly limited in embodiments of the present application.

[0116] The execution subject of the electronic device control in embodiments of the present application can be an electronic device or a functional module in the electronic device that can call and execute a program. The electronic device can obtain firmware corresponding to a storage medium, the firmware corresponding to the storage medium being provided by a vendor, and the firmware corresponding to different storage media can be the same or different, which is not limited herein. After the electronic device obtains the firmware corresponding to the storage medium, the electronic device can write the firmware corresponding to the storage medium into the storage medium, specifically, burn the firmware corresponding to the storage medium into the storage medium. The process of burning the firmware into the storage medium can be implemented by using existing technology, which is not described in detail in embodiments of the present application.

[0117] The electronic device can also obtain a reset command corresponding to the storage medium, the reset command corresponding to the storage medium being provided by a vendor, and the reset command corresponding to different storage media can be the same or different, which is not limited herein.

[0118] At this time, the storage medium of the electronic device is a storage medium into which the corresponding firmware is written, and the electronic device can respond to the reset command corresponding to the storage medium in the storage medium into which the corresponding firmware is written, so that the electronic device resets the storage medium into which the corresponding firmware is written according to the reset command corresponding to the storage medium. The process of resetting the storage medium according to the reset command can be implemented by using existing technology, which is not described in detail in embodiments of the present application.

[0119] For the convenience of description, the above apparatus is described as various units and modules in terms of functions. Of course, the functions of the units and modules can be implemented in one or more software and / or hardware in the implementation of the present application.

[0120] Those skilled in the art can understand that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art in the field of the present application. It should also be understood that terms such as those defined in a generally used dictionary should be interpreted as having a meaning consistent with the meaning in the context of the relevant art and should not be interpreted in an idealized or overly formal sense unless specifically so defined.

[0121] For the method embodiments, for the sake of simple description, they are all expressed as a series of action combinations, but those skilled in the art should know that the embodiments of the present application are not limited by the action sequence described, because according to the embodiments of the present application, certain steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily essential for the embodiments of the present application.

[0122] From the above description of the embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software and the necessary general hardware platform. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which can be stored in a storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for causing a computer device (which can be a personal computer, a server or a network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments of the present application.

[0123] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A power control method for a vehicle fuel cell system under cold operating conditions, characterized in that, The process includes the following steps: acquiring ambient temperature signals, stack coolant temperature signals, and cab heating request signals; determining whether the conditions for entering the cold operating condition idling zero-power control state are met based on the signals; if the conditions are met, controlling the fuel cell system to operate at the lowest operating power, and adjusting the operating status of one or more accessories to consume power, so that the net output power of the fuel cell system to the vehicle load is zero.

2. The power control method for a vehicle fuel cell system under cold operating conditions as described in claim 1, characterized in that, The determination of whether the entry conditions are met specifically includes: when the ambient temperature signal is lower than a first set threshold, the fuel cell stack outlet coolant temperature signal is lower than a second set threshold, and there is a valid cab heating request signal, the entry conditions are determined to be met.

3. The power control method for a vehicle fuel cell system under cold operating conditions as described in claim 1, characterized in that, The adjustment of the operating status of one or more accessories includes: starting the PTC heater to consume electrical power and provide heat to the cab; when the power consumption of the PTC heater is lower than the minimum operating power, increasing the speed of at least one of the air compressor, water pump and hydrogen circulation pump to increase the power consumption of the gas or liquid circulation system.

4. The power control method for a vehicle fuel cell system under cold operating conditions as described in claim 3, characterized in that, The step of increasing the rotational speed of at least one of the air compressor, water pump, and hydrogen circulation pump further includes: calculating the real-time total power consumption of the PTC heater and the air compressor, water pump, and hydrogen circulation pump; if the real-time total power consumption is lower than the minimum operating power, generating a speed increase command to control at least one of the air compressor, water pump, and hydrogen circulation pump to increase its rotational speed until the real-time total power consumption is not lower than the minimum operating power.

5. The power control method for a vehicle fuel cell system under cold operating conditions as described in claim 3, characterized in that, It also includes the following steps: In response to an increase in power consumption of the PTC heater, the speed of at least one of the air compressor, water pump, and hydrogen circulation pump is dynamically reduced to maintain the net output power at zero.

6. The power control method for a vehicle fuel cell system under cold operating conditions as described in claim 3, characterized in that, The speed regulation of the air compressor, water pump, and hydrogen circulation pump is limited to their respective preset safe operating speed ranges.

7. The power control method for a vehicle fuel cell system under cold operating conditions as described in claim 1, characterized in that, Also includes: In response to the detection of a charging request from the power battery, the control state is exited.

8. The power control method for a vehicle fuel cell system under cold operating conditions as described in claim 1, characterized in that, The adjustment of the operating status of one or more accessories is achieved based on power deviation, which is the difference between the minimum operating power and the total power consumption of the accessories in real time. The adjustment is achieved by querying a pre-stored power-speed mapping table or based on the power-speed characteristic model of the accessory.

9. A power control device for a vehicle fuel cell system under cold operating conditions, characterized in that, include: The signal acquisition module is used to acquire ambient temperature signals, fuel cell stack coolant temperature signals, and cab heating request signals. The status judgment module is used to determine whether the conditions for entering the cold operating condition idling zero power control state are met based on the signal. A power control module is used to control the fuel cell system to operate at the minimum operating power when the conditions are met; The accessory coordination module is used to adjust the operating state of one or more accessories to consume power under the control of the power control module, so that the net output power of the fuel cell system to the vehicle load is zero.

10. A vehicle, characterized in that, include: An electronic device for implementing the steps of the cold-condition power control method for a vehicle fuel cell system as described in any one of claims 1 to 8; The processor runs a program that, when the program is running, executes the steps of the cold-condition power control method for a vehicle fuel cell system as described in any one of claims 1 to 8 from data output by the electronic device. A storage medium for storing a program that, when running, performs the steps of the cold-condition power control method for a vehicle fuel cell system as described in any one of claims 1 to 8 on data output from an electronic device.

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