Fuel cell temperature control dynamic adjustment method and related products

Abstract

The application belongs to the technical field of fuel cell temperature control. A kind of fuel cell temperature control dynamic adjustment method and related product are presented, real-time acquisition of stack current and cooling liquid inlet temperature, based on the first and second current threshold, three current intervals are divided, and target control mode is determined in combination with multi-stage temperature threshold. In low and medium current area, limit power and time period gradient recovery strategy is executed for high temperature anomaly, and low temperature limit power is executed for low temperature anomaly;In high current area, when the heat dissipation capacity is saturated and the time length is compliant, actively enter high temperature mode to tap the potential of heat capacity, otherwise execute limit power or fault alarm. The application realizes the self-adaptive adjustment of working condition through multi-dimensional coupling logic, effectively suppresses the temperature fluctuation caused by load mutation, avoids frequent oscillation and unnecessary power loss, and significantly improves the durability, safety and output efficiency of fuel cell engine.

Description

Technical Field

[0001] This invention relates to the field of fuel cell temperature control technology, specifically to a dynamic adjustment method for fuel cell temperature control and related products. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] As a highly efficient and clean energy conversion device, fuel cells have broad application prospects in transportation and distributed power generation. During operation, the fuel cell stack generates a large amount of reaction heat. If this heat cannot be dissipated in time, the stack temperature will become too high, affecting the performance of the membrane electrode assembly (MEA) and even causing irreversible damage. Conversely, excessive heat dissipation leading to excessively low temperatures will reduce reaction efficiency and increase the risk of flooding. Therefore, the thermal management system is one of the core subsystems of a fuel cell engine. Its main function is to maintain the stack within the optimal operating temperature range by regulating the flow and temperature of the coolant. Existing thermal management control strategies are typically based on the mapping relationship between the stack current and the coolant temperature. They control the radiator fan speed, water pump flow, and thermostat opening through table lookups or simple logical judgments to achieve basic temperature control and ensure stable operation of the stack under normal operating conditions.

[0004] However, existing technologies lack sophisticated graded response mechanisms and smooth recovery strategies when facing complex dynamic operating conditions and extreme temperature anomalies. Traditional control methods often rely solely on a single temperature threshold for simple power limiting or alarm processing, failing to fully consider the differences in temperature tolerance across the stack's current range. This can lead to excessive power limiting in low-current ranges or failure to identify heat dissipation bottlenecks in high-current ranges. Particularly when the coolant temperature rises abnormally but has not yet reached the fault threshold, existing technologies lack a "high-temperature mode" that proactively increases the required temperature to utilize the stack's thermal capacity for buffering after confirming heat dissipation saturation, easily causing the system to frequently enter protection mode. Furthermore, once the temperature anomaly is eliminated, existing strategies typically directly revert to the normal load rate, lacking a time-phased gradient recovery process. This abrupt load increase easily causes secondary fluctuations in stack temperature, leading to repeated oscillations between normal and protection modes, severely impacting the operational stability and durability of the fuel cell engine. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a dynamic temperature control adjustment method and related products for fuel cells, which achieves dynamic temperature control adjustment within different current ranges, ensuring stable engine operation.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] In a first aspect, the present invention provides a dynamic adjustment method for fuel cell temperature control.

[0008] A dynamic temperature control method for fuel cells includes the following steps:

[0009] Obtain the fuel cell stack current and coolant inlet temperature of the fuel cell engine;

[0010] Based on the comparison results between the fuel cell stack current and the first current threshold and the second current threshold, the current range is determined, and based on the comparison results between the coolant inlet temperature and the first temperature threshold, the second temperature threshold and the third temperature threshold, the target temperature control mode is determined within the current current range.

[0011] If the target temperature control mode is determined to be the power limiting mode, the engine power will be limited to the preset power value, and after the coolant inlet temperature is detected to return to the normal range, the current load rate will be restored according to the rising rate set in time periods until the normal temperature regulation mode is restored.

[0012] If the target temperature control mode is determined to be high temperature mode, then when it is confirmed that the heat dissipation capacity has reached the maximum value and the high temperature mode running time meets the preset duration requirement, the required temperature will be adjusted to a high temperature required temperature higher than the normal required temperature until the coolant inlet temperature recovers and then enters the normal temperature regulation mode.

[0013] In one implementation of the first aspect of the present invention, determining the current current range based on a comparison between the stack current and a first current threshold and a second current threshold includes:

[0014] When the stack current is less than or equal to the first current threshold, it is determined that the current is in the first current range;

[0015] When the stack current is greater than the first current threshold and less than the second current threshold, it is determined that the current is in the second current range.

[0016] When the stack current is greater than or equal to the second current threshold, it is determined that the current is in the third current range.

[0017] As a further limitation of the first aspect of the present invention, when in the first current range, based on the comparison results of the coolant inlet temperature with the first temperature threshold, the second temperature threshold, and the third temperature threshold, a target temperature control mode is determined within the current current range, including:

[0018] When the coolant inlet temperature is less than or equal to the first temperature threshold, the target temperature control mode is determined to be the normal temperature regulation mode, where the first temperature threshold corresponds to the normal required temperature under the first current range.

[0019] When the coolant inlet temperature is greater than the first temperature threshold and less than or equal to the second temperature threshold, the target temperature control mode is determined to be the coolant inlet temperature high-power mode.

[0020] When the coolant inlet temperature exceeds the second temperature threshold, a high coolant inlet temperature fault alarm is triggered.

[0021] As a further limitation of the first aspect of the present invention, when in the second current range, based on the comparison results of the coolant inlet temperature with the first temperature threshold, the second temperature threshold, and the third temperature threshold, a target temperature control mode is determined within the current current range, including:

[0022] When the coolant inlet temperature is less than the third temperature threshold, the target temperature control mode is determined to be the coolant inlet temperature low power mode, and the power is limited until the coolant inlet temperature reaches the fourth temperature threshold.

[0023] When the coolant inlet temperature is greater than or equal to the third temperature threshold and less than or equal to the first temperature threshold, the target temperature control mode is determined to be the normal temperature regulation mode.

[0024] When the coolant inlet temperature is greater than the first temperature threshold and less than or equal to the second temperature threshold, the target temperature control mode is determined to be the coolant inlet temperature high-power mode.

[0025] When the coolant inlet temperature exceeds the second temperature threshold, a high coolant inlet temperature fault alarm is triggered.

[0026] As a further limitation of the first aspect of the present invention, when in the third current range, based on the comparison results of the coolant inlet temperature with the first temperature threshold, the second temperature threshold, and the third temperature threshold, a target temperature control mode is determined within the current current range, including:

[0027] When the coolant inlet temperature is less than or equal to the third temperature threshold, the target temperature control mode is determined to be the coolant inlet temperature low power mode, and the power is limited until the coolant inlet temperature reaches the fourth temperature threshold.

[0028] When the coolant inlet temperature is greater than or equal to the third temperature threshold and less than or equal to the first temperature threshold, the target temperature control mode is determined to be the normal temperature regulation mode.

[0029] When the coolant inlet temperature is greater than the first temperature threshold and less than or equal to the second temperature threshold, determine whether the heat dissipation capacity reaches the maximum value within the normal temperature control range and whether the high-temperature mode operation time is within the stack requirements.

[0030] If the heat dissipation capacity reaches the maximum value within the normal temperature control range and the high-temperature mode operation time is within the stack requirement range, then the target temperature control mode is determined to be the high-temperature mode.

[0031] If the heat dissipation capacity does not reach the maximum value within the normal temperature control range, a radiator fault alarm will be triggered.

[0032] If the heat dissipation capacity reaches the maximum value within the normal temperature control range, but the high-temperature mode operation time exceeds the stack requirement range, then the target temperature control mode is determined to be the coolant inlet temperature high-power mode.

[0033] When the coolant inlet temperature exceeds the second temperature threshold, a high coolant inlet temperature fault alarm is triggered.

[0034] As a further limitation of the first aspect of the present invention, determining whether the heat dissipation capacity has reached the maximum value within the normal temperature control range includes:

[0035] Monitor the current operating status of the heat dissipation system. If the heat dissipation system has already outputted its maximum heat dissipation capacity at the current coolant inlet temperature, then it is determined that the heat dissipation capacity has reached the maximum value within the normal temperature control range.

[0036] The high-temperature mode achieves its high-temperature requirement by increasing the coolant target temperature setting, which is higher than the requirement temperature under normal temperature regulation mode.

[0037] Secondly, the present invention provides a dynamic adjustment system for fuel cell temperature control.

[0038] A dynamic temperature control system for a fuel cell includes:

[0039] The data acquisition unit is configured to acquire the stack current and coolant inlet temperature of the fuel cell engine.

[0040] The mode determination unit is configured to: determine the current current range based on the comparison result between the stack current and the first current threshold and the second current threshold, and determine the target temperature control mode within the current current range based on the comparison result between the coolant inlet temperature and the first temperature threshold, the second temperature threshold and the third temperature threshold.

[0041] The power limiting recovery unit is configured to: if the determined target temperature control mode is the power limiting mode, limit the engine power to the preset power value, and after detecting that the coolant inlet temperature has returned to the normal range, restore the current load rate according to the rising rate set in time intervals until it returns to the normal temperature regulation mode.

[0042] The high-temperature regulation unit is configured to: if the determined target temperature control mode is high-temperature mode, then when it is confirmed that the heat dissipation capacity has reached the maximum value and the high-temperature mode running time meets the preset duration requirement, adjust the required temperature to a high-temperature required temperature higher than the normal required temperature, until the coolant inlet temperature recovers and then enters the normal temperature regulation mode.

[0043] Thirdly, the present invention provides a computer-readable storage medium storing a computer program adapted to be loaded by a processor and executed by the dynamic adjustment method for fuel cell temperature control of the first aspect of the present invention.

[0044] Fourthly, the present invention provides a computer device, comprising: a processor and a computer-readable storage medium;

[0045] A processor, adapted to execute computer programs;

[0046] A computer-readable storage medium storing a computer program, which, when executed by a processor, implements the dynamic adjustment method for fuel cell temperature control according to the first aspect of the present invention.

[0047] Fifthly, the present invention provides a vehicle including a controller configured to perform a fuel cell temperature control dynamic adjustment method according to a first aspect of the present invention; or, the vehicle includes a fuel cell temperature control dynamic adjustment system according to a second aspect of the present invention; or, the vehicle includes a computer-readable storage medium according to a third aspect of the present invention; or, the vehicle includes a computer device according to a fourth aspect of the present invention.

[0048] Compared with the prior art, the beneficial effects of the present invention are:

[0049] This invention innovatively proposes a dynamic adjustment method for fuel cell temperature control. By constructing a control logic based on the multidimensional coupling of the stack current range and the coolant inlet temperature, it achieves a refined, graded response to thermal management conditions. This method can dynamically match corresponding temperature threshold judgment criteria based on the differences in the thermal characteristics of the stack under different current loads, thereby accurately identifying power-limiting or high-temperature modes in the early stages of temperature anomalies. This avoids the overprotection in the low-current range or the response lag in the high-current range of traditional single-threshold control strategies, significantly improving the system's adaptability and control accuracy to complex operating conditions.

[0050] To address the load recovery process after the elimination of temperature anomalies, this invention employs a gradient recovery strategy with time-segmented ramp-up rates. This effectively mitigates secondary temperature fluctuations in the fuel cell stack caused by sudden load changes, eliminating frequent oscillations between normal and protection modes and ensuring stable engine operation. Furthermore, by proactively switching to a high-temperature mode when the heat dissipation capacity reaches its maximum and meets the required duration, the heat capacity buffer potential of the fuel cell stack is utilized by increasing the required temperature. This provides the cooling system with adjustment time without immediate power limiting, reducing unnecessary power loss and extending the stack's continuous operating time under extreme thermal loads, thereby improving the overall durability and output efficiency of the fuel cell engine.

[0051] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0052] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0053] Figure 1 A schematic flowchart of a dynamic adjustment method for fuel cell temperature control provided as an exemplary embodiment of the present invention;

[0054] Figure 2 A schematic diagram of the temperature control process for a first current range provided as an exemplary embodiment of the present invention;

[0055] Figure 3 A schematic diagram of the temperature control process for the second current range provided in an exemplary embodiment of the present invention;

[0056] Figure 4 A schematic diagram of the temperature control process for the third current range provided in an exemplary embodiment of the present invention;

[0057] Figure 5 A schematic diagram of a dynamic adjustment system for fuel cell temperature control provided as an exemplary embodiment of the present invention;

[0058] Figure 6 A schematic diagram of a computer device provided for an exemplary embodiment of the present invention. Detailed Implementation

[0059] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0060] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0061] This implementation proposes a dynamic adjustment method for fuel cell temperature control. The following is a brief introduction to the technical terms and related concepts involved in this solution:

[0062] Fuel cell engine: A device that integrates fuel cell stack, thermal management, electronic control and other systems with fuel cell as the core, and can output power to external devices. It is the power core of fuel cell vehicles.

[0063] A fuel cell stack is a core component for power generation, consisting of multiple fuel cell cells connected in series or parallel.

[0064] Membrane electrode: The core component of a fuel cell stack, it is the site of electrochemical reactions, and abnormal temperatures can damage its performance.

[0065] The dynamic adjustment method for fuel cell temperature control provided by the present invention will be described in detail below with reference to the accompanying drawings. This embodiment aims to achieve refined thermal management of the fuel cell engine under different operating conditions by determining the current range in a hierarchical manner and comparing the temperature thresholds in multiple dimensions. It solves the problem that when the coolant temperature is low at medium to high current points, direct load application may easily lead to low cell voltage shutdown in a cold state; it solves the problem that after the high power limit is restored at the coolant inlet temperature, rapid load application may trigger the power limit again, resulting in frequent current fluctuations; and it solves the problem that directly entering the high power limit at the coolant inlet temperature at high current points makes it impossible to maintain high-power operation.

[0066] In this embodiment, the control process of the vehicle controller is used as an example for description, specifically including the following processes:

[0067] The controller first performs a data acquisition step, acquiring the fuel cell engine's stack current and coolant inlet temperature in real time; subsequently, the controller compares the stack current with a preset first current threshold (denoted as...). ) and the second current threshold (denoted as ,in The system compares the current current with the piling current to determine the current range it is currently in. Based on the comparison results, the system divides the operating state into three ranges: the first current range (piling current)... ), second current range ( fuel cell current ) and the third current range (pile current) These thresholds are all calibrable quantities and can be set according to the specific characteristics of the fuel cell stack.

[0068] By introducing dual current thresholds to divide the operating conditions into low, medium, and high zones, this invention can identify the differences in thermal inertia of the fuel cell stack under different loads. The low current zone has a large heat capacity but a slow response, while the high current zone generates heat quickly and is highly sensitive. This zoned determination avoids a "one-size-fits-all" control strategy, making subsequent temperature threshold matching more accurate. This fundamentally improves the adaptability of the thermal management system to complex dynamic operating conditions and prevents response lag or over-adjustment caused by a single control strategy.

[0069] After determining the current current range, the controller further compares the coolant inlet temperature with the first temperature threshold (denoted as...). Corresponding to normal required temperature ), the second temperature threshold (denoted as ), the third temperature threshold (denoted as ) and the fourth temperature threshold (denoted as The comparison is performed to determine the target temperature control mode within the current current range.

[0070] By constructing a multi-dimensional temperature determination system that includes normal demand temperature, fault alarm temperature, and low temperature protection threshold, a comprehensive perception of the thermal state of the fuel cell stack is achieved. This multi-threshold coupling mechanism not only covers the entire temperature range from low-temperature cold start to high-temperature overheating, but also ensures the rationality of temperature protection thresholds under different loads by nesting the temperature determination logic within the current range. This effectively avoids false fault alarms or unnecessary power limitations, ensuring the continuity and safety of engine operation.

[0071] Specifically, such as Figure 1 As shown, the dynamic adjustment method for fuel cell temperature control of the present invention includes temperature control in a first current range, temperature control in a second current range, and temperature control in a third current range.

[0072] S101: Currently in the first current range (pile current) ),like Figure 2 As shown, temperature control is performed in the first current range:

[0073] If the coolant inlet temperature is less than or equal to the first temperature threshold The controller determines the target temperature control mode as the normal temperature regulation mode. In this mode, the system operates according to the normal temperature requirement corresponding to different current points. Adjustments were made to allow the engine to operate under normal load.

[0074] If the coolant inlet temperature is greater than the first temperature threshold And less than or equal to the second temperature threshold The controller determines the target temperature control mode as power-limiting mode (specifically, high power-limiting mode for coolant inlet temperature). At this time, the controller limits the engine power to a preset power value (e.g., 30% of rated power). When the coolant inlet temperature is detected to have returned to the normal range (i.e., dropped to...), After (and below), the power limiting mode exits, and the system does not immediately resume full-speed load. Instead, it executes a time-segmented rate recovery strategy: in the first time segment after exiting... Inside, the rate of rise of the control current is A / s; in the first time period The second time period after the end Inside, the rate of rise of the control current is A / s; exceeding the second time period mentioned above Afterwards, the rate of rise of the control current returned to normal. A / s (standard value), where... Until it is fully restored to the normal temperature regulation mode; here A / s means amperes per second.

[0075] If the coolant inlet temperature is greater than the second temperature threshold If this occurs, the system will report a high coolant inlet temperature fault.

[0076] To address temperature anomalies in the low current range, this invention employs a unique "stepped" load recovery strategy. By setting a zero-rate observation period and a low-speed ramp-up period after exiting the power limiting mode, secondary temperature fluctuations in the fuel cell stack caused by sudden load changes are effectively mitigated. This eliminates frequent oscillations between normal and protection modes, significantly reducing the risk of thermal shock damage to the membrane electrode assembly and ensuring the stability and reliability of the system recovery process under low load conditions.

[0077] S102: Currently in the second current range ( fuel cell current ),like Figure 3 As shown, temperature control is performed in the second current range:

[0078] If the coolant inlet temperature is less than the third temperature threshold The controller determines the target temperature control mode to be another power-limiting mode (specifically, a low-power-limit mode for coolant inlet temperature). In this case, the power is limited to a preset power value (e.g., 30% of rated power). (and continuously monitor the temperature until the coolant inlet temperature rises to the fourth temperature threshold). Only after this can the restriction be lifted and the load current be continued.

[0079] If the coolant inlet temperature is within the third temperature threshold With the first temperature threshold If the temperature is between (including the boundary), it will enter the normal temperature regulation mode and operate at the normal required temperature. run.

[0080] If the coolant inlet temperature is greater than the first temperature threshold And less than or equal to the second temperature threshold Then it enters the above-mentioned high-power mode with high coolant inlet temperature, and performs the same 30% rated power. Power limiting strategy, and strictly follow the "" after temperature recovery A / s remains Duration → A / s rises Duration → The "A / s recovery" time-segmented gradient logic restores the system to normal mode.

[0081] If the coolant inlet temperature is greater than the second temperature threshold If this occurs, a high coolant inlet temperature fault will be reported.

[0082] By introducing low-temperature power limiting protection in the medium current range, the problem of low-voltage shutdown of individual cells caused by forced cold-load operation under medium load is effectively solved, filling the gap in existing technologies that only focus on high-temperature protection. Simultaneously, the recovery logic of the high-temperature gradient is reused in this range, ensuring the consistency of the control strategy. This bidirectional temperature constraint mechanism (preventing both overheating and freezing damage) significantly widens the safe operating window of the fuel cell engine during load variations and improves its robustness under medium load conditions.

[0083] S103: Currently in the third current range (pile current) ),like Figure 4 As shown, temperature control is performed in the third current range:

[0084] If the coolant inlet temperature is less than the third temperature threshold Similarly, it enters the low-power mode for coolant inlet temperature and waits for the temperature to reach the set value. Loading can continue from there.

[0085] If the coolant inlet temperature is between and Between, enter normal temperature regulation mode .

[0086] If the coolant inlet temperature is greater than the first temperature threshold And less than or equal to the second temperature threshold At this point, the controller needs to further determine the heat dissipation capacity and operating time:

[0087] First, confirm whether the heat dissipation capacity has reached the maximum value within the normal temperature control range (e.g., the number of heat sinks in use is at the maximum, and the cooling fan speed is ≥). If the heat dissipation capacity is not at its maximum but the temperature is higher than normal, In such cases, a radiator failure will be reported directly; among them, These are experimental values, and the default value is 90% of the maximum cooling fan speed.

[0088] Secondly, if the heat dissipation capacity has reached its maximum, the controller checks whether the single run duration and cumulative total duration of the high-temperature mode are within the safe range allowed by the fuel cell stack (i.e., whether the single run duration of the high-temperature mode is ≤). And whether the total duration of the cumulative high-temperature mode is ≤ ),in, The duration that the fuel cell stack can withstand operating in high-temperature mode; This is an empirical value, representing the duration during which the engine's performance does not significantly change during a single run in high-temperature mode. If the duration meets the preset requirement, the controller determines the target temperature control mode as high-temperature mode. In this mode, the required temperature is adjusted to a high-temperature requirement temperature (corresponding to...) that is higher than the normal required temperature. This allows the fuel cell stack to operate at a higher temperature for a short period of time until the coolant inlet temperature returns to normal temperature regulation mode.

[0089] If the heat dissipation capacity has reached its maximum, but the duration of a single run or the total duration of the high-temperature mode exceeds the stack's requirements, the system degrades to the high-power mode with the coolant inlet temperature limit. In this mode, the power is limited to 30% of the rated power. And after the temperature recovers, strictly follow the aforementioned time-segmented recovery logic: first with Operating at A / s rate Duration, and then Operating at A / s rate Duration, in conclusion A / s rate has returned to normal mode;

[0090] If the coolant inlet temperature is greater than the second temperature threshold If this occurs, a high coolant inlet temperature fault will be reported.

[0091] Under high-current, high-load conditions, this embodiment innovatively introduces a "high-temperature mode" based on heat dissipation saturation determination. By actively increasing the required temperature and utilizing the fuel cell's thermal capacity to buffer heat, it avoids immediate power limiting when the heat dissipation capacity has reached its limit, thus preserving the engine's high-power output capability to the maximum extent. At the same time, combined with time-based monitoring and fault diagnosis logic, it not only taps into the system's short-term overclocking potential but also prevents irreversible damage caused by prolonged high-temperature operation, achieving a perfect balance between high-performance output and high-safety protection.

[0092] In summary, this invention forms a closed-loop dynamic adjustment system. This system not only automates the entire process from data acquisition and state determination to strategy execution, but also significantly improves the survivability and operating efficiency of fuel cell engines under extreme conditions through refined hierarchical response and smooth recovery mechanisms. It has extremely high engineering application value and promotion prospects.

[0093] Figure 5 A dynamic temperature control system for a fuel cell is shown, comprising:

[0094] The data acquisition unit 501 is configured to acquire the stack current and coolant inlet temperature of the fuel cell engine.

[0095] The mode determination unit 502 is configured to: determine the current current range based on the comparison result between the fuel cell current and the first current threshold and the second current threshold, and determine the target temperature control mode within the current current range based on the comparison result between the coolant inlet temperature and the first temperature threshold, the second temperature threshold and the third temperature threshold.

[0096] The power limiting recovery unit 503 is configured to: if the determined target temperature control mode is the power limiting mode, limit the engine power to the preset power value, and after detecting that the coolant inlet temperature has returned to the normal range, restore the current load rate according to the rising rate set in the time period until it returns to the normal temperature regulation mode.

[0097] The high-temperature regulation unit 504 is configured to: if the determined target temperature control mode is high-temperature mode, then when it is confirmed that the heat dissipation capacity has reached the maximum value and the high-temperature mode running time meets the preset duration requirement, adjust the required temperature to a high-temperature required temperature higher than the normal required temperature, until the coolant inlet temperature recovers and then enters the normal temperature regulation mode.

[0098] It is understood that the aforementioned units can be individually or entirely merged into one or more other units, or some of the units can be further divided into multiple functionally smaller units. This achieves the same operation without affecting the technical effects of the embodiments of the present invention. The aforementioned units are based on logical functional division. In practical applications, the function of one unit can be implemented by multiple units, or the function of multiple units can be implemented by one unit. In other embodiments of the present invention, the system may also include other units. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented collaboratively by multiple units.

[0099] According to another embodiment of the present invention, the system of this embodiment can be constructed by running a computer program (including program code) capable of performing the steps involved in the corresponding method of the present invention on a general-purpose computing device, such as a computer, which includes processing elements and storage elements such as a central processing unit (CPU), random access memory (RAM), and read-only memory (ROM). The computer program can be recorded on, for example, a computer-readable recording medium, loaded into the aforementioned computing device through the computer-readable recording medium, and run therein.

[0100] Figure 6 A computer device is shown, which includes a processor 601, a communication interface 602, and a computer-readable storage medium 603. The processor 601, communication interface 602, and computer-readable storage medium 603 can be connected via a bus or other means.

[0101] The communication interface 602 is used to receive and send data. The computer-readable storage medium 603 can be stored in the memory of the electronic device. The computer-readable storage medium 603 is used to store computer programs, which include program instructions. The processor 601 is used to execute the program instructions stored in the computer-readable storage medium 603.

[0102] The processor 601 is the computing and control core of an electronic device. It is suitable for implementing one or more instructions, specifically for loading and executing one or more instructions to achieve the corresponding method flow or corresponding function.

[0103] Processor 601 is configured to perform the following procedure:

[0104] Obtain the fuel cell stack current and coolant inlet temperature of the fuel cell engine;

[0105] Based on the comparison results between the fuel cell stack current and the first current threshold and the second current threshold, the current range is determined, and based on the comparison results between the coolant inlet temperature and the first temperature threshold, the second temperature threshold and the third temperature threshold, the target temperature control mode is determined within the current current range.

[0106] If the target temperature control mode is determined to be the power limiting mode, the engine power will be limited to the preset power value, and after the coolant inlet temperature is detected to return to the normal range, the current load rate will be restored according to the rising rate set in time periods until the normal temperature regulation mode is restored.

[0107] If the target temperature control mode is determined to be high temperature mode, then when it is confirmed that the heat dissipation capacity has reached the maximum value and the high temperature mode running time meets the preset duration requirement, the required temperature will be adjusted to a high temperature required temperature higher than the normal required temperature until the coolant inlet temperature recovers and then enters the normal temperature regulation mode.

[0108] This invention also provides a computer-readable storage medium, which is a memory device in an electronic device for storing programs and data. It is understood that the computer-readable storage medium here may include both built-in storage media in the electronic device and extended storage media supported by the electronic device. The computer-readable storage medium provides storage space for storing the processing system of the electronic device.

[0109] Furthermore, this storage space also contains one or more instructions suitable for loading and execution by the processor. These instructions can be one or more computer programs (including program code). It should be noted that the computer-readable storage medium here can be a high-speed RAM memory; alternatively, it can also be at least one computer-readable storage medium located remotely from the aforementioned processor.

[0110] In one embodiment, the computer-readable storage medium stores one or more instructions; the processor loads and executes the one or more instructions stored in the computer-readable storage medium to perform the following process:

[0111] Obtain the fuel cell stack current and coolant inlet temperature of the fuel cell engine;

[0112] Based on the comparison results between the fuel cell stack current and the first current threshold and the second current threshold, the current range is determined, and based on the comparison results between the coolant inlet temperature and the first temperature threshold, the second temperature threshold and the third temperature threshold, the target temperature control mode is determined within the current current range.

[0113] If the target temperature control mode is determined to be the power limiting mode, the engine power will be limited to the preset power value, and after the coolant inlet temperature is detected to return to the normal range, the current load rate will be restored according to the rising rate set in time periods until the normal temperature regulation mode is restored.

[0114] If the target temperature control mode is determined to be high temperature mode, then when it is confirmed that the heat dissipation capacity has reached the maximum value and the high temperature mode running time meets the preset duration requirement, the required temperature will be adjusted to a high temperature required temperature higher than the normal required temperature until the coolant inlet temperature recovers and then enters the normal temperature regulation mode.

[0115] The present invention also provides a vehicle including a controller configured to perform the following processes:

[0116] Obtain the fuel cell stack current and coolant inlet temperature of the fuel cell engine;

[0117] Based on the comparison results between the fuel cell stack current and the first current threshold and the second current threshold, the current range is determined, and based on the comparison results between the coolant inlet temperature and the first temperature threshold, the second temperature threshold and the third temperature threshold, the target temperature control mode is determined within the current current range.

[0118] If the target temperature control mode is determined to be the power limiting mode, the engine power will be limited to the preset power value, and after the coolant inlet temperature is detected to return to the normal range, the current load rate will be restored according to the rising rate set in time periods until the normal temperature regulation mode is restored.

[0119] If the target temperature control mode is determined to be high temperature mode, then when it is confirmed that the heat dissipation capacity has reached the maximum value and the high temperature mode running time meets the preset duration requirement, the required temperature will be adjusted to a high temperature required temperature higher than the normal required temperature until the coolant inlet temperature recovers and then enters the normal temperature regulation mode.

[0120] Optionally, in some other implementations, the vehicle includes the aforementioned fuel cell temperature control dynamic adjustment system; or, the vehicle includes the aforementioned computer-readable storage medium; or, the vehicle includes the aforementioned computer equipment.

[0121] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed in this invention can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can implement the described functions using different methods for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0122] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of the present invention is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in or transmitted through a computer-readable storage medium. The computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic cable, digital cable) or wireless (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that a computer can access or a data processing device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state drive), etc.

[0123] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for dynamic temperature control of a fuel cell, characterized in that, The process includes the following: Obtain the fuel cell stack current and coolant inlet temperature of the fuel cell engine; Based on the comparison results between the fuel cell stack current and the first current threshold and the second current threshold, the current range is determined, and based on the comparison results between the coolant inlet temperature and the first temperature threshold, the second temperature threshold and the third temperature threshold, the target temperature control mode is determined within the current current range. If the target temperature control mode is determined to be the power limiting mode, the engine power will be limited to the preset power value, and after the coolant inlet temperature is detected to return to the normal range, the current load rate will be restored according to the rising rate set in time periods until the normal temperature regulation mode is restored. If the target temperature control mode is determined to be high temperature mode, then when it is confirmed that the heat dissipation capacity has reached the maximum value and the high temperature mode running time meets the preset time requirement, the required temperature will be adjusted to a high temperature required temperature higher than the normal required temperature until the coolant inlet temperature recovers and then enters the normal temperature regulation mode. When the stack current is less than or equal to the first current threshold, it is determined that the current is in the first current range; When the stack current is greater than the first current threshold and less than the second current threshold, it is determined that the current is in the second current range. When the stack current is greater than or equal to the second current threshold, it is determined that the current is in the third current range; When the current is within the first current range, based on the comparison results between the coolant inlet temperature and the first, second, and third temperature thresholds, the target temperature control mode is determined within the current current range, including: When the coolant inlet temperature is less than or equal to the first temperature threshold, the target temperature control mode is determined to be the normal temperature regulation mode, where the first temperature threshold corresponds to the normal required temperature under the first current range. When the coolant inlet temperature is greater than the first temperature threshold and less than or equal to the second temperature threshold, the target temperature control mode is determined to be the coolant inlet temperature high-power mode. When the coolant inlet temperature is greater than the second temperature threshold, a high coolant inlet temperature fault alarm is triggered. When in the second current range, based on the comparison results between the coolant inlet temperature and the first, second, and third temperature thresholds, the target temperature control mode is determined within the current current range, including: When the coolant inlet temperature is less than the third temperature threshold, the target temperature control mode is determined to be the coolant inlet temperature low power mode, and the power is limited until the coolant inlet temperature reaches the fourth temperature threshold. When the coolant inlet temperature is greater than or equal to the third temperature threshold and less than or equal to the first temperature threshold, the target temperature control mode is determined to be the normal temperature regulation mode. When the coolant inlet temperature is greater than the first temperature threshold and less than or equal to the second temperature threshold, the target temperature control mode is determined to be the coolant inlet temperature high-power mode. When the coolant inlet temperature is greater than the second temperature threshold, a high coolant inlet temperature fault alarm is triggered. When in the third current range, based on the comparison results between the coolant inlet temperature and the first, second, and third temperature thresholds, the target temperature control mode is determined within the current current range, including: When the coolant inlet temperature is less than or equal to the third temperature threshold, the target temperature control mode is determined to be the coolant inlet temperature low power mode, and the power is limited until the coolant inlet temperature reaches the fourth temperature threshold. When the coolant inlet temperature is greater than or equal to the third temperature threshold and less than or equal to the first temperature threshold, the target temperature control mode is determined to be the normal temperature regulation mode. When the coolant inlet temperature is greater than the first temperature threshold and less than or equal to the second temperature threshold, determine whether the heat dissipation capacity reaches the maximum value within the normal temperature control range and whether the high-temperature mode operation time is within the stack requirements. If the heat dissipation capacity reaches the maximum value within the normal temperature control range and the high-temperature mode operation time is within the stack requirement range, then the target temperature control mode is determined to be the high-temperature mode. If the heat dissipation capacity does not reach the maximum value within the normal temperature control range, a radiator fault alarm will be triggered. If the heat dissipation capacity reaches the maximum value within the normal temperature control range, but the high-temperature mode operation time exceeds the stack requirement range, then the target temperature control mode is determined to be the coolant inlet temperature high-power mode. When the coolant inlet temperature is greater than the second temperature threshold, a high coolant inlet temperature fault alarm is triggered. The high-temperature mode achieves the required high temperature by increasing the coolant target temperature setting, which is higher than the required temperature under normal temperature regulation mode.

2. The dynamic adjustment method for fuel cell temperature control as described in claim 1, characterized in that, Determining whether the heat dissipation capacity has reached the maximum value within the normal temperature control range includes: Monitor the current operating status of the cooling system. If the cooling system has already outputted its maximum heat dissipation capacity at the current coolant inlet temperature, then it is determined that the heat dissipation capacity has reached the maximum value within the normal temperature control range.

3. A dynamic temperature control system for a fuel cell, characterized in that, The dynamic adjustment method for fuel cell temperature control according to claim 1 or 2 includes: The data acquisition unit is configured to acquire the stack current and coolant inlet temperature of the fuel cell engine. The mode determination unit is configured to: determine the current current range based on the comparison result between the stack current and the first current threshold and the second current threshold, and determine the target temperature control mode within the current current range based on the comparison result between the coolant inlet temperature and the first temperature threshold, the second temperature threshold and the third temperature threshold. The power limiting recovery unit is configured to: if the determined target temperature control mode is the power limiting mode, limit the engine power to the preset power value, and after detecting that the coolant inlet temperature has returned to the normal range, restore the current load rate according to the rising rate set in time intervals until it returns to the normal temperature regulation mode. The high-temperature regulation unit is configured to: if the determined target temperature control mode is high-temperature mode, then when it is confirmed that the heat dissipation capacity has reached the maximum value and the high-temperature mode running time meets the preset duration requirement, adjust the required temperature to a high-temperature required temperature higher than the normal required temperature, until the coolant inlet temperature recovers and then enters the normal temperature regulation mode.

4. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program adapted to be loaded by a processor and executed as described in claim 1 or 2.

5. A computer device, characterized in that, include: Processor and computer-readable storage media; A processor, adapted to execute computer programs; A computer-readable storage medium storing a computer program, which, when executed by the processor, implements the dynamic adjustment method for fuel cell temperature control as described in claim 1 or 2.

6. A vehicle, characterized in that, The vehicle includes a controller configured to perform the dynamic adjustment method for fuel cell temperature control as described in claim 1 or 2; or, the vehicle includes the dynamic adjustment system for fuel cell temperature control as described in claim 3; or, the vehicle includes the computer-readable storage medium as described in claim 4; or, the vehicle includes the computer device as described in claim 5.

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