A control method and system for a fuel cell system

Abstract

This invention discloses a control method and system for a fuel cell system, belonging to the field of fuel cell system control technology. The invention acquires the cumulative start-stop count, historical output power data, and real-time temperature data of the fuel cell system, as well as vehicle operating condition data. Then, it constructs a real-time start-stop count constraint based on the vehicle operating condition data and real-time temperature data. If the cumulative start-stop count does not meet the real-time start-stop count constraint, a shutdown procedure is executed on the fuel cell. If the cumulative start-stop count meets the real-time start-stop count constraint, the requested power of the vehicle is acquired. A target output power range is determined using the requested power, historical output power data, and vehicle operating condition data. Then, the target output power of the fuel cell system is determined using the target output power range and the vehicle operating condition data, and the fuel cell system is controlled to output power according to the target output power, thereby improving the performance stability of the fuel cell system.

Description

Technical Field

[0001] This invention belongs to the field of fuel cell system control technology, and particularly relates to a control method and system for a fuel cell system. Background Technology

[0002] Fuel cells, as a clean energy technology, use hydrogen and oxygen as reaction media to directly convert chemical energy into electrical energy through an electrochemical reaction. The only reaction products are water and heat, offering significant advantages such as high energy conversion efficiency and a wide range of fuel sources. Currently, fuel cells are a crucial component of new energy vehicles, providing the driving power for the entire vehicle. However, in practical applications, the performance and lifespan of hydrogen fuel cell systems are highly dependent on a reasonable control strategy. If the control strategy is improperly designed or the usage is unreasonable, the fuel cell system may operate under suboptimal conditions for extended periods, leading to accelerated performance degradation of the fuel cell stack, reduced power generation efficiency, and even irreversible damage, thereby affecting the normal use and economic efficiency of the entire vehicle.

[0003] Current control methods for fuel cell systems are mostly vehicle-demand oriented, meaning they respond to the vehicle's power requests by controlling the fuel cell's output power at its highest efficiency point. However, this approach only considers the vehicle's power requirements and neglects the fuel cell system's own performance. This leads to the fuel cell system operating under suboptimal conditions for extended periods or frequently, potentially causing irreversible performance degradation or loss, thus reducing overall vehicle power. Furthermore, because the control is vehicle-demand oriented, the fuel cell system faces frequent start-stop cycles in complex real-world operating conditions. These frequent starts-stop cycles accelerate the lifespan of the fuel cell system, increase unnecessary auxiliary power consumption of components and hydrogen consumption, further exacerbating performance degradation. Summary of the Invention

[0004] The present invention aims to provide a control method and system for a fuel cell system to solve the above-mentioned technical problems and improve the performance stability of the fuel cell system.

[0005] To address the aforementioned technical problems, embodiments of the present invention provide a control method for a fuel cell system, applicable to vehicles containing a fuel cell system. The control method includes: In response to the power request of the vehicle, the system acquires the cumulative start-stop count, historical output power data, and real-time temperature data of the fuel cell system, as well as the vehicle operating condition data. The real-time start-stop frequency constraint of the fuel cell system is constructed based on the vehicle operating condition data and the real-time temperature data. If the cumulative number of start-stop cycles of the fuel cell system does not meet the real-time start-stop cycle constraint, then a preset shutdown procedure is executed on the fuel cell. If the cumulative number of start-stop cycles of the fuel cell system meets the real-time start-stop cycle constraint, then the requested power of the vehicle is obtained, and the target output power range of the fuel cell system is determined based on the requested power, the historical output power data, and the vehicle operating condition data. The target output power of the fuel cell system is determined based on the target output power range of the fuel cell system and the vehicle operating condition data, and the fuel cell system is controlled to output power according to the target output power.

[0006] Understandably, compared to existing technologies, this invention, in response to the power request of the vehicle, acquires the cumulative start-stop count, historical output power data, and real-time temperature data of the fuel cell system, as well as the vehicle's operating condition data. Then, based on the vehicle's operating condition data and real-time temperature data, it constructs a dynamic real-time start-stop count constraint, which evolves in real-time with the vehicle's operating condition data and real-time temperature data, improving the accuracy and adaptability of the real-time start-stop count constraint. Furthermore, if the cumulative start-stop count of the fuel cell system does not meet the real-time start-stop count constraint, a preset shutdown procedure is executed on the fuel cell, thereby avoiding performance degradation of the fuel cell system due to frequent start-stop cycles. If the cumulative start-stop count of the fuel cell system meets the real-time start-stop count constraint, the requested power of the vehicle is obtained, and the target output power range of the fuel cell system is determined based on the requested power, the historical output power data, and the vehicle operating condition data. Then, the target output power of the fuel cell system is determined based on the target output power range and the vehicle operating condition data, and the fuel cell system is controlled to output power according to the target output power. This realizes the comprehensive consideration of the fuel cell system's own operating conditions and the vehicle's power request in the power output of the fuel cell system, avoiding the fuel cell system being in poor operating conditions for a long time or frequently due to the control guidance centered on the vehicle's demand, and improving the performance stability of the fuel cell system.

[0007] As a preferred embodiment, the vehicle operating condition data includes: average vehicle speed, vehicle speed standard deviation, and real-time power battery state of charge value; based on the vehicle operating condition data and the real-time temperature data, a real-time start-stop constraint for the fuel cell system is constructed, including: The driving conditions of the vehicle are determined based on the average vehicle speed and the standard deviation of the vehicle speed. The initial start-stop frequency constraint of the fuel cell system is determined based on the driving conditions. The initial start-stop count constraint is corrected based on the real-time state of charge value of the power battery and the real-time temperature data to determine the real-time start-stop count constraint of the fuel cell system.

[0008] In the above scheme, vehicle operating condition data is specified as average vehicle speed, vehicle speed standard deviation, and real-time power battery state of charge value. The average vehicle speed and vehicle speed standard deviation are further used to determine the driving conditions. An initial start-stop frequency constraint is then constructed based on the driving conditions. Finally, the constraint is corrected using the real-time power battery state of charge value and real-time temperature data. This allows the real-time start-stop frequency constraint to dynamically adapt to different driving environments and the operating conditions of the fuel cell system, effectively avoiding the problems of over-protection or under-protection caused by fixed thresholds. This further improves the rationality and adaptability of the fuel cell system start-stop control, thereby improving the performance stability of the fuel cell system.

[0009] As a preferred embodiment, determining the vehicle's driving conditions based on the average vehicle speed and the vehicle speed standard deviation includes: If the average vehicle speed is within a preset first average vehicle speed range and the vehicle speed standard deviation is within a preset first vehicle speed standard deviation range, then the driving condition of the vehicle is determined to be the preset first driving condition. If the average vehicle speed is within a preset second average vehicle speed range, then the vehicle's driving condition is determined to be the preset second driving condition. If the average vehicle speed is within a preset third average vehicle speed range and the vehicle speed standard deviation is within a preset second vehicle speed standard deviation range, then the vehicle's driving condition is determined to be the preset third driving condition.

[0010] In the above scheme, by setting a first average vehicle speed range, a second average vehicle speed range, a third average vehicle speed range, a first vehicle speed standard deviation range, and a second vehicle speed standard deviation range, the combination of average vehicle speed and vehicle speed standard deviation is mapped to the corresponding driving conditions, achieving rapid and accurate identification of the vehicle's driving environment. The condition classification method based on dual-parameter thresholds can clearly distinguish the differentiated requirements for start-stop tolerance under different driving scenarios, making the subsequently constructed initial start-stop frequency constraints more closely match actual road conditions and significantly improving the long-term performance stability of the fuel cell system.

[0011] As a preferred embodiment, the step of correcting the initial start-stop count constraint based on the real-time state of charge value of the power battery and the real-time temperature data to determine the real-time start-stop count constraint of the fuel cell system includes: The real-time power battery state of charge value is classified into state of charge intervals to determine the state of charge interval to which the real-time power battery state of charge value belongs. The state of charge correction coefficient of the fuel cell system is determined based on the state of charge range; The real-time temperature data is categorized into temperature ranges to determine the temperature range to which the real-time temperature data belongs. The temperature correction coefficient of the fuel cell system is determined based on the temperature range; The initial start-stop count constraint is corrected based on the state of charge correction coefficient and the temperature correction coefficient to determine the real-time start-stop count constraint of the fuel cell system.

[0012] In the above scheme, the real-time state of charge (SOC) value of the power battery is classified into intervals and a SOC correction coefficient is determined. At the same time, a temperature correction coefficient is determined based on the real-time temperature value. Then, the SOC correction coefficient and the temperature correction coefficient are used together to correct the initial start-stop frequency constraint, which improves the accuracy and adaptability of the real-time start-stop frequency constraint. The SOC correction coefficient reflects the regulating effect of the power battery charge on the start-stop demand, while the temperature correction coefficient reflects the influence of the fuel cell's own temperature state on the start-stop tolerance. This allows the real-time start-stop frequency constraint to evolve in real time with the state of the fuel cell system and the vehicle, avoiding the limitations of single-factor decision-making. This more accurately balances the contradiction between fuel cell life protection and vehicle power demand, and further improves the performance stability of the fuel cell system.

[0013] As a preferred embodiment, if the cumulative start-stop count of the fuel cell system meets the real-time start-stop count constraint, then the requested power of the vehicle is obtained, and the target output power range of the fuel cell system is determined based on the requested power, the historical output power data, and the vehicle operating condition data, including: If the cumulative number of start-stop cycles of the fuel cell system meets the real-time start-stop cycle constraint, then the historical output power data is divided into intervals to determine the power operating time distribution of the fuel cell system. The power operating state of the fuel cell system is determined based on the power operating time distribution. The requested power of the vehicle is obtained, and the target output power range of the fuel cell system is determined based on the requested power, the historical output power data, and the real-time state of charge value of the power battery.

[0014] In the above scheme, once the cumulative number of start-stop cycles meets the real-time start-stop cycle constraint, the power operating time distribution is determined by dividing the historical output power data into intervals. Then, the power operating state of the fuel cell system is determined based on the power operating time distribution. Finally, the target output power range is determined by combining the requested power and the real-time state of charge (SBC) value of the power battery. The power operating time distribution reflects whether the fuel cell system has been in a prolonged period of inefficiency, poor performance, or overload, or other non-ideal operating conditions. The target output power range is determined by combining the requested power, the historical output power data, and the real-time SBC value. This allows the target output power range to comprehensively consider both the fuel cell system's own operating conditions and the vehicle's power request, thereby improving the precision and responsiveness of the fuel cell system's power output. It effectively suppresses performance fluctuations caused by the accumulation of long-term poor operating conditions, thus improving the performance stability of the fuel cell system.

[0015] As a preferred embodiment, the power operating time distribution includes: a first power operating time percentage, a second power operating time percentage, and a third power operating time percentage; determining the power operating state of the fuel cell system based on the power operating time distribution includes: If the percentage of the first power operating time exceeds a preset first time percentage threshold or the percentage of the second power operating time exceeds a preset second time percentage threshold, then the power operating state of the fuel cell system is determined to be a preset first power operating state. If the first power operating time percentage does not exceed a preset first time percentage threshold, the second power operating time percentage does not exceed a preset second time percentage threshold, and the third power operating time percentage does not exceed a preset third time percentage threshold, then the power operating state of the fuel cell system is determined to be the preset second power operating state. If the percentage of the first power operating time does not exceed a preset first time percentage threshold, the percentage of the second power operating time does not exceed a preset second time percentage threshold, and the percentage of the third power operating time exceeds a preset third time percentage threshold, then the power operating state of the fuel cell system is determined to be the preset third power operating state.

[0016] In the above scheme, the power operating time distribution is set to include a first power operating time proportion, a second power operating time proportion, and a third power operating time proportion. Then, by comparing the thresholds of the first power operating time proportion, the second power operating time proportion, and the third power operating time proportion, the power operating state of the fuel cell system can be accurately identified. This allows the subsequent target output power range to comprehensively consider the fuel cell system's own operating conditions and the vehicle's power request, thereby improving the precision and rationality of the fuel cell system's power output and effectively suppressing performance fluctuations caused by the accumulation of long-term unfavorable operating conditions, thus improving the performance stability of the fuel cell system.

[0017] As a preferred embodiment, the state of charge (SOC) interval includes: a first SOC interval, a second SOC interval, and a third SOC interval; the step of obtaining the requested power of the vehicle and determining the target output power interval of the fuel cell system based on the requested power, the power operating state, and the real-time SOC value of the power battery includes: Obtain the requested power of the vehicle; If the power operating state of the fuel cell system is the first power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the first state of charge interval, then the target output power interval of the fuel cell system is determined to be the preset shutdown power interval. If the power operating state of the fuel cell system is the first power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the second state of charge interval or the third state of charge interval, then the target output power interval of the fuel cell system is determined to be the third output power interval. If the power operating state of the fuel cell system is the second power operating state, then the target output power range of the fuel cell system is determined based on the requested power. If the power operating state of the fuel cell system is the third power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the first state of charge interval, then the target output power interval of the fuel cell system is determined to be the shutdown power interval. If the power operating state of the fuel cell system is the third power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the second state of charge interval, then the target output power interval of the fuel cell system is determined to be the preset first output power interval. If the power operating state of the fuel cell system is the third power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the third state of charge interval, then the target output power interval of the fuel cell system is determined to be the preset second output power interval.

[0018] In the above scheme, the state of charge (SOC) intervals are defined as a first SOC interval, a second SOC interval, and a third SOC interval. Then, based on the power operating status of the fuel cell system, the SOC interval to which the real-time power battery SOC value belongs, and the requested power, the target output power interval of the fuel cell system is determined. This allows the target output power interval of the fuel cell system to comprehensively consider the operating conditions of the fuel cell system itself and the power request of the vehicle. As a result, the power output of the fuel cell can take into account both the performance stability requirements of the fuel cell system and the power requirements of the vehicle. This avoids the fuel cell system being in suboptimal operating conditions for a long time or frequently due to the control being centered on the vehicle's needs, thus improving the performance stability of the fuel cell system.

[0019] As a preferred embodiment, determining the target output power of the fuel cell system based on the target output power range of the fuel cell system and the vehicle operating condition data, and controlling the fuel cell system to output power according to the target output power, includes: Obtain the upper limit and lower limit of the output power for the target output power range; Obtain the upper limit and lower limit of the state of charge range to which the real-time state of charge value of the power battery belongs; The adjusted state of charge value of the vehicle's power battery is determined based on the difference between the real-time state of charge value of the power battery and the lower limit value of the state of charge. The adjustable value of the vehicle's state of charge is determined based on the upper limit value of the state of charge and the lower limit value of the state of charge. The adjustable value of the output power of the fuel cell system is determined based on the upper limit value and the lower limit value of the output power. The output power regulation coefficient of the fuel cell system is determined based on the ratio of the state-of-charge adjustable value to the state-of-charge adjustable value of the power battery. The output power adjustment value of the fuel cell system is determined based on the output power adjustment coefficient and the adjustable output power value. The target output power of the fuel cell system is determined based on the difference between the upper limit of the output power and the adjustment value of the output power, and the fuel cell system is controlled to output power according to the target output power.

[0020] In the above scheme, by obtaining the upper and lower limits of the output power within the target output power range, as well as the upper and lower limits of the state of charge (SOC) within the SOC range to which the real-time power battery SOC belongs, and sequentially calculating the SOC adjustment value, adjustable SOC value, adjustable output power value, output power adjustment coefficient, and output power adjustment value of the power battery, the target output power is finally determined by the difference between the upper limit of the output power and the adjustment value. This achieves continuous, smooth, and linear interpolation calculation of the target output power within the target power range, avoids mechanical shocks and system oscillations caused by power step changes, improves the smoothness of the fuel cell system's power output and energy management efficiency, and eliminates system instability factors caused by power mutations, thereby continuously ensuring the performance stability of the fuel cell system under dynamic operating conditions.

[0021] Accordingly, embodiments of the present invention provide a control system for a fuel cell system, including: a power request response module, a real-time start-stop count constraint determination module, a fuel cell system shutdown module, a target output power range determination module, and a fuel cell system power output module; The power request response module is used to respond to the power request of the vehicle, obtain the cumulative start-stop count, historical output power data and real-time operating data of the fuel cell system, and obtain the speed data of the vehicle; The real-time start-stop count constraint determination module is used to construct the real-time start-stop count constraint of the fuel cell system based on the speed data and the real-time operation data. The fuel cell system shutdown module is used to execute a preset shutdown procedure on the fuel cell if the cumulative number of start-stop cycles of the fuel cell system does not meet the real-time start-stop cycle constraint. The target output power range determination module is used to obtain the requested power of the vehicle if the cumulative start-stop count of the fuel cell system meets the real-time start-stop count constraint, and determine the target output power range of the fuel cell system based on the requested power, the historical output power data and the real-time operating data. The fuel cell system power output module is used to determine the target output power of the fuel cell system based on the target output power range of the fuel cell system and the real-time operating data, and to control the fuel cell system to output power according to the target output power.

[0022] As a preferred embodiment, the real-time start / stop count constraint determination module includes: a real-time start / stop count constraint determination unit; The real-time start-stop frequency constraint determination unit is used to determine the average vehicle speed and speed standard deviation of the vehicle based on the speed data; The driving conditions of the vehicle are determined based on the average vehicle speed and the standard deviation of the vehicle speed. The initial start-stop frequency constraint of the fuel cell system is determined based on the driving conditions. The initial start-stop count constraint is corrected based on the real-time operating data to determine the real-time start-stop count constraint of the fuel cell system.

[0023] Understandably, compared to existing technologies, this system, in response to the vehicle's power request, acquires the cumulative start-stop count, historical output power data, and real-time temperature data of the fuel cell system, as well as the vehicle's operating condition data. Then, based on the vehicle's operating condition data and real-time temperature data, it constructs a dynamic real-time start-stop count constraint, which evolves in real-time with the vehicle's operating condition data and real-time temperature data, improving the accuracy and adaptability of the real-time start-stop count constraint. Furthermore, if the cumulative start-stop count of the fuel cell system does not meet the real-time start-stop count constraint, a preset shutdown procedure is executed on the fuel cell, thereby avoiding performance degradation of the fuel cell system due to frequent start-stop cycles. If the cumulative start-stop count of the fuel cell system meets the real-time start-stop count constraint, the requested power of the vehicle is obtained, and the target output power range of the fuel cell system is determined based on the requested power, the historical output power data, and the vehicle operating condition data. Then, the target output power of the fuel cell system is determined based on the target output power range and the vehicle operating condition data, and the fuel cell system is controlled to output power according to the target output power. This realizes the comprehensive consideration of the fuel cell system's own operating conditions and the vehicle's power request in the power output of the fuel cell system, avoiding the fuel cell system being in poor operating conditions for a long time or frequently due to the control guidance centered on the vehicle's demand, and improving the performance stability of the fuel cell system. Attached Figure Description

[0024] Figure 1 A flowchart illustrating the steps of a control method for a fuel cell system provided in an embodiment of the present invention; Figure 2 A flowchart for calculating the real-time start / stop count constraint is provided in an embodiment of the present invention; Figure 3 A flowchart for calculating a target output power range is provided as an embodiment of the present invention; Figure 4 This is a schematic diagram of the control system of a fuel cell system provided in an embodiment of the present invention. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] Example 1 Please refer to Figure 1 , Figure 1 The present invention provides a flowchart of a control method for a fuel cell system, applicable to vehicles containing a fuel cell system, and includes steps S101 to S105.

[0027] Step S101: In response to the power request of the vehicle, acquire the cumulative start-stop count, historical output power data and real-time temperature data of the fuel cell system, and acquire the vehicle operating condition data of the vehicle.

[0028] Step S102: Construct a real-time start-stop constraint for the fuel cell system based on the vehicle operating condition data and the real-time temperature data.

[0029] Step S103: If the cumulative number of start-stop cycles of the fuel cell system does not meet the real-time start-stop cycle constraint, then a preset shutdown procedure is executed on the fuel cell.

[0030] Step S104: If the cumulative number of start-stop cycles of the fuel cell system meets the real-time start-stop cycle constraint, then obtain the requested power of the vehicle, and determine the target output power range of the fuel cell system based on the requested power, the historical output power data, and the vehicle operating condition data.

[0031] Step S105: Determine the target output power of the fuel cell system based on the target output power range of the fuel cell system and the vehicle operating condition data, and control the fuel cell system to output power according to the target output power.

[0032] In this embodiment, since current vehicles have multiple operating modes, such as pure electric mode and hybrid mode, in pure electric mode, the vehicle is driven solely by the power battery, and the fuel cell system is in standby or off state, not participating in power generation. Therefore, no control of the fuel cell system is required at this time. However, when the vehicle enters hybrid mode or other modes that require the participation of the fuel cell system, the fuel cell system, as described in this embodiment, will respond to the vehicle's power request and output the corresponding power. Simultaneously, a counter is maintained in the fuel cell system controller (FCU) to count the cumulative start-stop counts of the fuel cell system after the vehicle is powered on. Each start-up and shutdown of the fuel cell system increases the cumulative start-stop count by 1. The fuel cell system controller (FCU) records historical output power data and real-time temperature data. The FCU then transmits this data to the vehicle controller (VCU) via the vehicle's data communication line. Simultaneously, the VCU collects vehicle operating condition data, including average vehicle speed, speed standard deviation, and real-time battery state of charge (SOC). The SOC is a key parameter characterizing the remaining battery charge, typically expressed as a percentage, ranging from 0% to 100%.

[0033] In this embodiment, the vehicle operating condition data includes: average vehicle speed, vehicle speed standard deviation, and real-time power battery state of charge value; based on the vehicle operating condition data and the real-time temperature data, a real-time start-stop constraint for the fuel cell system is constructed, including: The driving conditions of the vehicle are determined based on the average vehicle speed and the standard deviation of the vehicle speed. The initial start-stop frequency constraint of the fuel cell system is determined based on the driving conditions. The initial start-stop count constraint is corrected based on the real-time state of charge value of the power battery and the real-time temperature data to determine the real-time start-stop count constraint of the fuel cell system.

[0034] In the above embodiments, vehicle operating condition data is specified as average vehicle speed, vehicle speed standard deviation, and real-time power battery state of charge value. The average vehicle speed and vehicle speed standard deviation are further used to determine the driving conditions. An initial start-stop frequency constraint is then constructed based on the driving conditions. Finally, the constraint is corrected using the real-time power battery state of charge value and real-time temperature data. This allows the real-time start-stop frequency constraint to dynamically adapt to different driving environments and the operating conditions of the fuel cell system, effectively avoiding the problems of over-protection or under-protection caused by fixed thresholds. This further improves the rationality and adaptability of the fuel cell system start-stop control, thereby improving the performance stability of the fuel cell system.

[0035] In this embodiment, determining the vehicle's driving conditions based on the average vehicle speed and the vehicle speed standard deviation includes: If the average vehicle speed is within a preset first average vehicle speed range and the vehicle speed standard deviation is within a preset first vehicle speed standard deviation range, then the driving condition of the vehicle is determined to be the preset first driving condition. If the average vehicle speed is within a preset second average vehicle speed range, then the vehicle's driving condition is determined to be the preset second driving condition. If the average vehicle speed is within a preset third average vehicle speed range and the vehicle speed standard deviation is within a preset second vehicle speed standard deviation range, then the vehicle's driving condition is determined to be the preset third driving condition.

[0036] In the above embodiments, by setting a first average vehicle speed range, a second average vehicle speed range, a third average vehicle speed range, a first vehicle speed standard deviation range, and a second vehicle speed standard deviation range, the combination of average vehicle speed and vehicle speed standard deviation is mapped to the corresponding driving conditions, achieving rapid and accurate identification of the vehicle's driving environment. The condition classification method based on dual-parameter thresholds can clearly distinguish the differentiated requirements for start-stop tolerance under different driving scenarios, making the subsequently constructed initial start-stop frequency constraints more closely match actual road conditions and significantly improving the long-term performance stability of the fuel cell system.

[0037] In this embodiment, the step of correcting the initial start-stop count constraint based on the real-time state of charge value of the power battery and the real-time temperature data to determine the real-time start-stop count constraint of the fuel cell system includes: The real-time power battery state of charge value is classified into state of charge intervals to determine the state of charge interval to which the real-time power battery state of charge value belongs. The state of charge correction coefficient of the fuel cell system is determined based on the state of charge range; The real-time temperature data is categorized into temperature ranges to determine the temperature range to which the real-time temperature data belongs. The temperature correction coefficient of the fuel cell system is determined based on the temperature range; The initial start-stop count constraint is corrected based on the state of charge correction coefficient and the temperature correction coefficient to determine the real-time start-stop count constraint of the fuel cell system.

[0038] In the above embodiments, by classifying the real-time state of charge (SOC) values ​​of the power battery into intervals and determining the SOC correction coefficient, and simultaneously determining the temperature correction coefficient based on the real-time temperature value, the initial start-stop frequency constraint is then corrected using both the SOC correction coefficient and the temperature correction coefficient. This improves the accuracy and adaptability of the real-time start-stop frequency constraint. The SOC correction coefficient reflects the regulating effect of the power battery charge on start-stop demand, while the temperature correction coefficient reflects the influence of the fuel cell's own temperature state on start-stop tolerance. This allows the real-time start-stop frequency constraint to evolve in real time with the state of the fuel cell system and the vehicle, avoiding the limitations of single-factor decision-making. This more accurately balances the contradiction between fuel cell life protection and vehicle power demand, further improving the performance stability of the fuel cell system.

[0039] In one alternative embodiment, please refer to Figure 2 , Figure 2 A flowchart for calculating the real-time start / stop count constraint is provided as an embodiment of the present invention; such as Figure 2 As shown, the average vehicle speed is defined. and vehicle speed standard deviation Standard deviation of vehicle speed Measures the fluctuation of vehicle speed during operation; average vehicle speed This measure assesses the overall speed level of a vehicle during operation; in this embodiment, a first average vehicle speed range is introduced as the average vehicle speed. The second average vehicle speed range is The third average vehicle speed range is The first speed standard deviation interval is The second speed standard deviation range is If the average vehicle speed is within a preset first average vehicle speed range and the vehicle speed standard deviation is within a preset first vehicle speed standard deviation range, then the condition is satisfied. and This indicates that the vehicle's overall speed is low and fluctuates significantly during this period, therefore the driving condition is determined to be a congested condition (i.e., the first driving condition); if the average speed is within the preset second average speed range, then the condition is satisfied. At this point, the vehicle's speed conforms to the typical speed data of most vehicles in urban areas, therefore the vehicle's driving condition is determined to be urban driving condition (i.e., the second driving condition); if the average vehicle speed is within a preset third average vehicle speed range and the vehicle speed standard deviation is within a preset second vehicle speed standard deviation range, then the condition is satisfied. and This indicates that the vehicle's speed is relatively high and stable during this period, therefore the vehicle's driving condition is determined to be a high-speed condition (i.e., the third driving condition). After determining the vehicle's operating conditions, different initial start-stop constraints should be configured for different operating conditions. If the operating condition is a congested traffic condition (i.e., the first operating condition), frequent switching between pure electric mode and hybrid mode is common in congested traffic, indicating that the fuel cell system will face frequent start-stop operations. Therefore, more start-stop operations of the fuel cell system should be allowed. Thus, the initial start-stop constraint for the congested traffic condition (i.e., the first operating condition) should be adjusted accordingly. Set as the first start / stop count If the driving condition is urban driving condition (i.e., the second driving condition), the switching between pure electric mode and hybrid mode is more frequent in urban driving condition, but usually less frequent than in congested driving condition. Therefore, the initial start-stop frequency under urban driving condition (i.e., the second driving condition) is constrained. Set as the second start / stop count And satisfy For the high-speed driving condition (i.e., the third driving condition), since the vehicle operates stably at this time, the fuel cell system will have very few start-stop cycles under normal circumstances. Therefore, the initial start-stop cycle count under the high-speed driving condition (i.e., the third driving condition) is constrained. Set to the third start / stop count And satisfy Specifically, the first start-stop count Second start / stop count and the third start-stop count The specific value can be limited according to different vehicles, and will not be elaborated on in this embodiment; Next, since the start-up and shutdown of the fuel cell system are also related to the state of charge (SOC) value of the power battery, this embodiment introduces the real-time SOC value of the power battery to correct the initial start-up and shutdown frequency constraint, thus determining the real-time start-up and shutdown frequency constraint of the fuel cell system. First, the real-time SOC value of the power battery is categorized into SOC intervals to determine the SOC interval to which the real-time SOC value belongs. This embodiment sets the SOC interval as follows: a first SOC interval. Second state of charge interval and the third state of charge interval First state of charge interval This indicates that the state of charge (SOC) of the power battery is in the high charge range, which meets the requirements. Second state of charge interval This indicates that the state of charge (SOC) of the power battery is in the medium charge range, which meets the requirements. Third state of charge interval This indicates that the state of charge (SOC) of the power battery is in the low charge range, which meets the requirements. ; This indicates that the power battery is fully charged. To prevent the power battery from running out of power, a setting is provided. Based on this, regarding , and The specific value can be limited according to actual needs. Therefore, the real-time state of charge (SOC) value of the power battery can be determined. The corresponding state of charge range, if it is the real-time state of charge value of the power battery The charge state interval to which it belongs is the first charge state interval. This indicates that the power battery has sufficient charge to support long-term pure electric driving. At this time, start-stop should be strictly limited to prioritize the protection of the fuel cell system. Therefore, the state-of-charge correction factor for the fuel cell is... Set as ,and If it is the real-time state of charge value of the power battery The charge state interval to which it belongs is the second charge state interval. This indicates that the power battery has sufficient charge to support short-term pure electric driving, in which case no correction is made, and the state of charge correction factor of the fuel cell is adjusted accordingly. Set as ,and If it is the real-time state of charge value of the power battery The charge state interval it belongs to is the third charge state interval. This indicates that the vehicle urgently needs the fuel cell system to start generating electricity. Therefore, the start-stop frequency constraint is relaxed to ensure that the fuel cell system can start smoothly when needed. Thus, the fuel cell state-of-charge correction factor is adjusted. Set as ,and .

[0040] Furthermore, frequent start-stop cycles can significantly impact the temperature of the fuel cell system. Therefore, this embodiment introduces real-time temperature data to correct the initial start-stop cycle constraint. Real-time temperature data is defined. The temperature range is set as follows: First temperature range Second temperature range and the third temperature range Among them, the first temperature range for Second temperature range for The third temperature range for In particular, the specific values ​​of the above temperature ranges are illustrative examples of embodiments of the present invention, and those skilled in the art can modify them according to actual needs.

[0041] If the real-time temperature data belongs to the first temperature range This indicates that the fuel cell system is at a low temperature and is in a cold state. Frequent start-stop cycles will cause significant thermal shock and water management stress, leading to unnecessary performance degradation. Therefore, frequent start-stop cycles should be avoided, and a temperature correction factor should be set. ,and If the real-time temperature data belongs to the second temperature range... This indicates that the fuel cell system temperature is high, and it is in a semi-hot engine state. At this time, the fuel cell stack is in a semi-steady state, and the impact of start-up and shutdown is relatively small. Therefore, a temperature correction coefficient is set. ,and If the real-time temperature data belongs to the third temperature range. This indicates that the fuel cell system temperature is high, and it is in a heat engine state. At this time, the fuel cell stack is in a thermally stable state, and the thermal cycle stress caused by start-up and shutdown is small. Therefore, start-up and shutdown restrictions can be relaxed, and a temperature correction coefficient can be set. ,and .

[0042] Finally, the temperature correction factor was determined. State of charge correction factor Initial start / stop count constraint Multiplying the three factors together and rounding up yields the real-time start-stop constraint for the fuel cell system. ,Right now .

[0043] For example, assuming the vehicle's driving condition is a congested driving condition (i.e., the first driving condition), the initial start-stop frequency constraint is determined in this case. The state of charge (SOC) interval to which the real-time power battery SOC value belongs is determined to be the second SOC interval. Therefore, the state of charge correction factor Set as Assume the real-time temperature data belongs to the third temperature range. Therefore, the temperature correction factor Therefore, the number of real-time start / stop cycles is constrained. That is, the constraint on the number of real-time start-stop cycles. It was 5 times.

[0044] In this embodiment, if the cumulative start-stop count of the fuel cell system meets the real-time start-stop count constraint, then the requested power of the vehicle is obtained, and the target output power range of the fuel cell system is determined based on the requested power, the historical output power data, and the vehicle operating condition data, including: If the cumulative number of start-stop cycles of the fuel cell system meets the real-time start-stop cycle constraint, then the historical output power data is divided into intervals to determine the power operating time distribution of the fuel cell system. The power operating state of the fuel cell system is determined based on the power operating time distribution. The requested power of the vehicle is obtained, and the target output power range of the fuel cell system is determined based on the requested power, the historical output power data, and the real-time state of charge value of the power battery.

[0045] In the above embodiments, once the cumulative number of start-stop cycles meets the real-time start-stop cycle constraint, the power operating time distribution is determined by dividing the historical output power data into intervals. Then, the power operating state of the fuel cell system is determined based on the power operating time distribution. Finally, the target output power range is determined by combining the requested power and the real-time state of charge (SBC) value of the power battery. The power operating time distribution reflects whether the fuel cell system has been in a prolonged period of inefficiency, poor performance, or overload, or other non-ideal operating conditions. The target output power range is determined by combining the requested power, the historical output power data, and the real-time SBC value. This allows the target output power range to comprehensively consider both the fuel cell system's own operating conditions and the vehicle's power request, thereby improving the precision and responsiveness of the fuel cell system's power output and effectively suppressing performance fluctuations caused by the accumulation of long-term poor operating conditions, thus improving the performance stability of the fuel cell system.

[0046] In this embodiment, the power operating time distribution includes: a first power operating time percentage, a second power operating time percentage, and a third power operating time percentage; determining the power operating state of the fuel cell system based on the power operating time distribution includes: If the percentage of the first power operating time exceeds a preset first time percentage threshold or the percentage of the second power operating time exceeds a preset second time percentage threshold, then the power operating state of the fuel cell system is determined to be a preset first power operating state. If the first power operating time percentage does not exceed a preset first time percentage threshold, the second power operating time percentage does not exceed a preset second time percentage threshold, and the third power operating time percentage does not exceed a preset third time percentage threshold, then the power operating state of the fuel cell system is determined to be the preset second power operating state. If the percentage of the first power operating time does not exceed a preset first time percentage threshold, the percentage of the second power operating time does not exceed a preset second time percentage threshold, and the percentage of the third power operating time exceeds a preset third time percentage threshold, then the power operating state of the fuel cell system is determined to be the preset third power operating state.

[0047] In the above embodiments, the power operating time distribution is set to include a first power operating time percentage, a second power operating time percentage, and a third power operating time percentage. Then, by comparing the thresholds of the first power operating time percentage, the second power operating time percentage, and the third power operating time percentage, the power operating state of the fuel cell system can be accurately identified. This allows the subsequent target output power range to comprehensively consider the fuel cell system's own operating conditions and the vehicle's power request, thereby improving the precision and rationality of the fuel cell system's power output and effectively suppressing performance fluctuations caused by long-term accumulation of poor operating conditions, thus improving the performance stability of the fuel cell system.

[0048] In this embodiment, the state of charge interval includes: a first state of charge interval, a second state of charge interval, and a third state of charge interval; the step of obtaining the requested power of the vehicle and determining the target output power interval of the fuel cell system based on the requested power, the power operation status, and the real-time power battery state of charge value includes: Obtain the requested power of the vehicle; If the power operating state of the fuel cell system is the first power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the first state of charge interval, then the target output power interval of the fuel cell system is determined to be the preset shutdown power interval. If the power operating state of the fuel cell system is the first power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the second state of charge interval or the third state of charge interval, then the target output power interval of the fuel cell system is determined to be the third output power interval. If the power operating state of the fuel cell system is the second power operating state, then the target output power range of the fuel cell system is determined based on the requested power. If the power operating state of the fuel cell system is the third power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the first state of charge interval, then the target output power interval of the fuel cell system is determined to be the shutdown power interval. If the power operating state of the fuel cell system is the third power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the second state of charge interval, then the target output power interval of the fuel cell system is determined to be the preset first output power interval. If the power operating state of the fuel cell system is the third power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the third state of charge interval, then the target output power interval of the fuel cell system is determined to be the preset second output power interval.

[0049] In the above embodiments, the state of charge (SOC) intervals are defined as a first SOC interval, a second SOC interval, and a third SOC interval. Then, based on the power operating status of the fuel cell system, the SOC interval to which the real-time power battery SOC value belongs, and the requested power, the target output power interval of the fuel cell system is determined. This ensures that the target output power interval of the fuel cell system comprehensively considers both the operating conditions of the fuel cell system itself and the vehicle's power request. Consequently, the power output of the fuel cell can both consider the performance stability requirements of the fuel cell system and the vehicle's power requirements, avoiding the fuel cell system being in suboptimal operating conditions for extended periods or frequently due to a control orientation centered on vehicle demand, thus improving the performance stability of the fuel cell system.

[0050] In one alternative embodiment, please refer to Figure 3 , Figure 3 A flowchart for calculating a target output power range is provided in this embodiment of the invention; first, the rated output power of the fuel cell system is set. Next, the output power of the fuel cell is divided into three ranges, namely the first output power range. Second output power range and the third output power range First output power range for This indicates that the output power of the fuel cell system is in the low power range; the second output power range for This indicates that the output power of the fuel cell system is in the medium power range; the third output power range for This indicates that the fuel cell system's output power is in the high-power range; specifically, the specific values ​​for the aforementioned output power range division can be set according to actual needs. Next, based on the first output power range... Second output power range and the third output power range The historical output power data is divided into intervals to determine the power operating time distribution of the fuel cell system; the power operating time distribution includes: the percentage of the first power operating time. Second power operating time percentage and the percentage of third power operation time First power operation time percentage This refers to the fuel cell's historical output power data falling within the first output power range. The percentage of time spent in the second power operation; the percentage of time spent in the second power operation. This refers to the fuel cell falling within the second output power range in its historical output power data. The percentage of time spent in operation; the percentage of time spent in operation of the third power source. This refers to the fuel cell being in the third output power range in its historical output power data. The time percentage. Simultaneously, a first time percentage threshold is introduced. Second time percentage threshold and the third time percentage threshold First-time percentage threshold Used to evaluate the percentage of first power operating time Second time percentage threshold Used to evaluate the percentage of second power operation time The third time period percentage threshold Used to evaluate the percentage of third power operating time .

[0051] If the percentage of the first power operation time exceeds the preset first time percentage threshold ( ) or the percentage of the second power operation time exceeds the preset second time percentage threshold ( This indicates that the fuel cell system is operating in the low-power or medium-power range for an extended period. Under these conditions, the fuel cell stack experiences reduced activity and performance degradation. Therefore, the power operating state of the fuel cell system is determined to be an insufficient output power state (i.e., a preset first power operating state). If the percentage of the first power operating time does not exceed a preset first time percentage threshold (…), then… And the percentage of the second power operation time does not exceed the preset second time percentage threshold. ), and the proportion of the third power operation time does not exceed the preset third time proportion threshold ( This indicates that the output power of the fuel cell system meets the requirements of the fuel cell system in each power range, therefore the power operating state of the fuel cell system is determined to be a healthy balance state (i.e., a preset second power operating state). If the proportion of the first power operating time does not exceed the preset first time proportion threshold ( And the percentage of the second power operation time does not exceed the preset second time percentage threshold. ), and the proportion of the third power operation time exceeds the preset third time proportion threshold ( This indicates that the fuel cell system is operating in a high-power range for an extended period. However, continuous high-power operation will reduce the power generation efficiency of the fuel cell system. Therefore, the power operation state of the fuel cell system is determined to be a low power generation efficiency state (preset third power operation state).

[0052] Finally, obtain the requested power of the vehicle. If the power operating state of the fuel cell system is the first power operating state (i.e., insufficient output power), and the real-time power battery state of charge value belongs to the first state of charge interval, then... (High power range) indicates that the power battery can provide sufficient power support for the vehicle at this time. At this time, the fuel cell system does not provide output power and will shut down. That is, the target output power range of the fuel cell system is determined to be the shutdown power range (target output power is 0).

[0053] If the power operating state of the fuel cell system is the first power operating state (i.e., insufficient output power), and the real-time power battery state of charge value belongs to the second state of charge range. (In the medium power range), actively increasing the power output of the fuel cell system not only activates the fuel cell stack and cleans contaminants from the catalyst surface, thus improving the performance of the fuel cell system, but also charges the power battery. Therefore, the fuel cell system is adjusted to the third output power range. (High power range), that is, the target output power range of the fuel cell system at this time is determined to be the third output power range. If the fuel cell system operates in the first power state (i.e., insufficient output power), and the real-time state of charge (SOC) value of the power battery belongs to the third SOC interval. (In the low-charge range) When the battery charge is too low, actively increasing the power output of the fuel cell system can not only activate the fuel cell stack and clean contaminants from the catalyst surface, thereby improving the performance of the fuel cell system, but also charge the battery and adjust the fuel cell system to its rated output power. That is, the target output power range of the fuel cell system at this time is determined to be the third output power range. .

[0054] If the power operating state of the fuel cell system is the second power operating state (i.e., the healthy balance state), then the fuel cell system can directly apply the requested power. To output power, therefore, the requested power is... The target output power range of the fuel cell system is determined by dividing the range into intervals.

[0055] If the power operating state of the fuel cell system is the third power operating state (low power generation efficiency state), and the state of charge range to which the real-time power battery state of charge value belongs is the first state of charge range. (High power range) indicates that the power battery can provide sufficient power support for the vehicle at this time. The fuel cell system does not provide output power at this time, and the fuel cell system will perform a shutdown process. That is, the target output power range of the fuel cell system is determined to be the shutdown power range (target output power is 0).

[0056] If the power operating state of the fuel cell system is the third power operating state (low power generation efficiency state), and the state of charge range to which the real-time power battery state of charge value belongs is the second state of charge range. (In the medium power range), the battery can still meet the vehicle's power requirements. Therefore, the fuel cell is actively operated in the low power range to increase the power generation efficiency of the fuel cell system while meeting the vehicle's power requirements, thereby reducing hydrogen consumption and improving fuel economy. Therefore, the fuel cell system is adjusted to the first output power range. Operation, that is, determining the target output power range of the fuel cell system at this time as the first output power range. .

[0057] If the power operating state of the fuel cell system is the third power operating state (low power generation efficiency state), and the state of charge range to which the real-time power battery state of charge value belongs is the third state of charge range. (Low power range) At this point, although the power battery can still meet the vehicle's power requirements, its power level is low. Therefore, the fuel cell is actively operated in the medium power range. This not only meets the vehicle's power requirements but also increases the power generation efficiency of the fuel cell system, thereby reducing hydrogen consumption and improving fuel economy. Furthermore, it can recharge the power battery. Therefore, the fuel cell system is adjusted to the second output power range. That is, the target output power range of the fuel cell system is determined to be a preset second output power range. .

[0058] In this embodiment, determining the target output power of the fuel cell system based on the target output power range of the fuel cell system and the vehicle operating condition data, and controlling the fuel cell system to output power according to the target output power, includes: Obtain the upper limit and lower limit of the output power for the target output power range; Obtain the upper limit and lower limit of the state of charge range to which the real-time state of charge value of the power battery belongs; The adjusted state of charge value of the vehicle's power battery is determined based on the difference between the real-time state of charge value of the power battery and the lower limit value of the state of charge. The adjustable value of the vehicle's state of charge is determined based on the upper limit value of the state of charge and the lower limit value of the state of charge. The adjustable value of the output power of the fuel cell system is determined based on the upper limit value and the lower limit value of the output power. The output power regulation coefficient of the fuel cell system is determined based on the ratio of the state-of-charge adjustable value to the state-of-charge adjustable value of the power battery. The output power adjustment value of the fuel cell system is determined based on the output power adjustment coefficient and the adjustable output power value. The target output power of the fuel cell system is determined based on the difference between the upper limit of the output power and the adjustment value of the output power, and the fuel cell system is controlled to output power according to the target output power.

[0059] In one optional embodiment, although the output power of the fuel cell was determined in some cases when defining the target output power range, this embodiment does not directly use this value for power output to avoid mechanical shock and system oscillation caused by abrupt power changes. Instead, it performs continuous, smooth, and linear interpolation calculations within the target output power range. Specifically, it obtains the upper limit of the output power within the target output power range. and lower limit of output power ; Obtain the upper limit of the state of charge (SOC) range to which the real-time SOC value of the power battery belongs. and the limit value of the state of charge ; based on real-time power battery state of charge value and the limit value of the charged state The difference determines the down-state value of the vehicle's power battery state of charge. ; with the upper limit of the state of charge and the limit value of the charged state Determine the adjustable value of the vehicle's state of charge. ; based on the upper limit of output power and the lower limit of the output power Determine the adjustable output power value of the fuel cell system. The output power regulation coefficient of the fuel cell system is determined by the ratio of the adjustable state of charge (SOC) value to the adjustable SOC value of the power battery. ; based on the output power adjustment coefficient and adjustable output power Determine the output power regulation value of the fuel cell system The target output power of the fuel cell system is determined by the difference between the upper limit of output power and the adjusted output power value. It is represented by the following formula, and the fuel cell system is controlled to output power according to the target output power.

[0060] .

[0061] In the above embodiments, by obtaining the upper and lower limits of the output power within the target output power range, as well as the upper and lower limits of the state of charge (SOC) within the SOC range to which the real-time power battery SOC belongs, and sequentially calculating the SOC adjustment value, adjustable SOC value, adjustable output power value, output power adjustment coefficient, and output power adjustment value, the target output power is finally determined using the difference between the upper limit and the adjustment value. This achieves continuous, smooth, and linear interpolation calculation of the target output power within the target power range, avoiding mechanical shocks and system oscillations caused by power step changes, improving the smoothness of the fuel cell system's power output and energy management efficiency, and eliminating system instability factors caused by power mutations, thereby continuously ensuring the performance stability of the fuel cell system under dynamic operating conditions.

[0062] This invention, in response to a vehicle's power request, acquires the cumulative start-stop count, historical output power data, and real-time temperature data of the fuel cell system, as well as the vehicle's operating condition data. Then, based on the vehicle's operating condition data and real-time temperature data, it constructs a dynamic real-time start-stop count constraint, which evolves in real-time with the vehicle's operating condition data and real-time temperature data, improving the accuracy and adaptability of the real-time start-stop count constraint. Furthermore, if the cumulative start-stop count of the fuel cell system does not meet the real-time start-stop count constraint, a preset shutdown procedure is executed on the fuel cell, thereby avoiding performance degradation of the fuel cell system due to frequent start-stops. If the cumulative number of start-stop cycles satisfies the real-time start-stop cycle constraint, then the requested power of the vehicle is obtained. Based on the requested power, the historical output power data, and the vehicle operating condition data, the target output power range of the fuel cell system is determined. Then, the target output power of the fuel cell system is determined using the target output power range and the vehicle operating condition data. The fuel cell system is controlled to output power according to the target output power. This realizes the comprehensive consideration of the fuel cell system's own operating conditions and the vehicle's power request in the power output of the fuel cell system. It avoids the fuel cell system being in poor operating conditions for a long time or frequently due to the control guidance centered on the vehicle's demand, and improves the performance stability of the fuel cell system.

[0063] Example 2 Please refer to Figure 4 , Figure 4 A schematic diagram of the control system of a fuel cell system provided in an embodiment of the present invention includes: a power request response module 201, a real-time start-stop count constraint determination module 202, a fuel cell system shutdown module 203, a target output power range determination module 204, and a fuel cell system power output module 205. The power request response module 201 is used to respond to the power request of the vehicle, obtain the cumulative start-stop count, historical output power data and real-time operating data of the fuel cell system, and obtain the speed data of the vehicle. The real-time start-stop count constraint determination module 202 is used to construct the real-time start-stop count constraint of the fuel cell system based on the speed data and the real-time operation data. The fuel cell system shutdown module 203 is used to execute a preset shutdown procedure on the fuel cell if the cumulative number of start-stop cycles of the fuel cell system does not meet the real-time start-stop cycle constraint. The target output power range determination module 204 is used to obtain the requested power of the vehicle if the cumulative start-stop count of the fuel cell system meets the real-time start-stop count constraint, and determine the target output power range of the fuel cell system based on the requested power, the historical output power data and the real-time operating data. The fuel cell system power output module 205 is used to determine the target output power of the fuel cell system based on the target output power range of the fuel cell system and the real-time operating data, and to control the fuel cell system to output power according to the target output power.

[0064] In this embodiment, the real-time start / stop count constraint determination module 202 includes: a real-time start / stop count constraint determination unit; In the real-time start-stop count constraint determination unit, the vehicle operating condition data includes: average vehicle speed, vehicle speed standard deviation, and real-time power battery state of charge value; The real-time start-stop frequency constraint determination unit is used to determine the average vehicle speed and speed standard deviation of the vehicle based on the speed data; The driving conditions of the vehicle are determined based on the average vehicle speed and the standard deviation of the vehicle speed. The initial start-stop frequency constraint of the fuel cell system is determined based on the driving conditions. The initial start-stop count constraint is corrected based on the real-time operating data to determine the real-time start-stop count constraint of the fuel cell system.

[0065] In this embodiment, the real-time start-stop count constraint determination unit includes: a driving condition determination subunit; The driving condition determination subunit is used to determine the driving condition of the vehicle as the preset first driving condition if the average vehicle speed is within a preset first average vehicle speed range and the vehicle speed standard deviation is within a preset first vehicle speed standard deviation range. If the average vehicle speed is within a preset second average vehicle speed range, then the vehicle's driving condition is determined to be the preset second driving condition. If the average vehicle speed is within a preset third average vehicle speed range and the vehicle speed standard deviation is within a preset second vehicle speed standard deviation range, then the vehicle's driving condition is determined to be the preset third driving condition.

[0066] In this embodiment, the real-time start / stop count constraint determination unit includes: a real-time start / stop count constraint determination subunit; The real-time start-stop count constraint determination subunit is used to classify the real-time power battery state of charge value into a state of charge interval and determine the state of charge interval to which the real-time power battery state of charge value belongs. The state of charge correction coefficient of the fuel cell system is determined based on the state of charge range; The real-time temperature data is categorized into temperature ranges to determine the temperature range to which the real-time temperature data belongs. The temperature correction coefficient of the fuel cell system is determined based on the temperature range; The initial start-stop count constraint is corrected based on the state of charge correction coefficient and the temperature correction coefficient to determine the real-time start-stop count constraint of the fuel cell system.

[0067] In this embodiment, the target output power range determination module 204 includes: a target output power range determination unit; The target output power range determination unit is used to divide the historical output power data into ranges and determine the power operation time distribution of the fuel cell system if the cumulative number of start-stops of the fuel cell system meets the real-time start-stop constraint. The power operating state of the fuel cell system is determined based on the power operating time distribution. The requested power of the vehicle is obtained, and the target output power range of the fuel cell system is determined based on the requested power, the power operation status, and the real-time state of charge value of the power battery.

[0068] In this embodiment, the target output power range determination unit includes: a power operating state determination subunit; In the power operation state determination subunit, the power operation time distribution includes: a first power operation time percentage, a second power operation time percentage, and a third power operation time percentage; The power operation state determination subunit is used to determine the power operation state of the fuel cell system as a preset first power operation state if the first power operation time percentage exceeds a preset first time percentage threshold or the second power operation time percentage exceeds a preset second time percentage threshold. If the first power operating time percentage does not exceed a preset first time percentage threshold, the second power operating time percentage does not exceed a preset second time percentage threshold, and the third power operating time percentage does not exceed a preset third time percentage threshold, then the power operating state of the fuel cell system is determined to be the preset second power operating state. If the percentage of the first power operating time does not exceed a preset first time percentage threshold, the percentage of the second power operating time does not exceed a preset second time percentage threshold, and the percentage of the third power operating time exceeds a preset third time percentage threshold, then the power operating state of the fuel cell system is determined to be the preset third power operating state.

[0069] In this embodiment, the target output power range determination unit includes: a target output power range determination subunit; In the target output power range determination subunit, the state of charge range includes: a first state of charge range, a second state of charge range, and a third state of charge range; The target output power range determination subunit is used to obtain the requested power of the vehicle; If the power operating state of the fuel cell system is the first power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the first state of charge interval, then the target output power interval of the fuel cell system is determined to be the preset shutdown power interval. If the power operating state of the fuel cell system is the first power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the second state of charge interval or the third state of charge interval, then the target output power interval of the fuel cell system is determined to be the third output power interval. If the power operating state of the fuel cell system is the second power operating state, then the target output power range of the fuel cell system is determined based on the requested power. If the power operating state of the fuel cell system is the third power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the first state of charge interval, then the target output power interval of the fuel cell system is determined to be the shutdown power interval. If the power operating state of the fuel cell system is the third power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the second state of charge interval, then the target output power interval of the fuel cell system is determined to be the preset first output power interval. If the power operating state of the fuel cell system is the third power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the third state of charge interval, then the target output power interval of the fuel cell system is determined to be the preset second output power interval.

[0070] In this embodiment, the fuel cell system power output module 205 includes: a fuel cell system power output unit; The power output unit of the fuel cell system is used to obtain the upper limit value of the output power and the lower limit value of the output power within the target output power range; Obtain the upper limit and lower limit of the state of charge range to which the real-time state of charge value of the power battery belongs; The adjusted state of charge value of the vehicle's power battery is determined based on the difference between the real-time state of charge value of the power battery and the lower limit value of the state of charge. The adjustable value of the vehicle's state of charge is determined based on the upper limit value of the state of charge and the lower limit value of the state of charge. The adjustable value of the output power of the fuel cell system is determined based on the upper limit value and the lower limit value of the output power. The output power regulation coefficient of the fuel cell system is determined based on the ratio of the state-of-charge adjustable value to the state-of-charge adjustable value of the power battery. The output power adjustment value of the fuel cell system is determined based on the output power adjustment coefficient and the adjustable output power value. The target output power of the fuel cell system is determined based on the difference between the upper limit of the output power and the adjustment value of the output power, and the fuel cell system is controlled to output power according to the target output power.

[0071] This embodiment, in response to the vehicle's power request, acquires the cumulative start-stop count, historical output power data, and real-time temperature data of the fuel cell system, as well as the vehicle's operating condition data. Then, based on the vehicle's operating condition data and real-time temperature data, a dynamic real-time start-stop count constraint is constructed. This constraint evolves in real-time with the vehicle's operating condition data and real-time temperature data, improving the accuracy and adaptability of the real-time start-stop count constraint. Furthermore, if the cumulative start-stop count of the fuel cell system does not meet the real-time start-stop count constraint, a preset shutdown procedure is executed on the fuel cell, thereby avoiding performance degradation of the fuel cell system due to frequent start-stops. If the cumulative number of start-stop cycles of the system satisfies the real-time start-stop cycle constraint, then the requested power of the vehicle is obtained. Based on the requested power, the historical output power data, and the vehicle operating condition data, the target output power range of the fuel cell system is determined. Then, the target output power of the fuel cell system is determined using the target output power range and the vehicle operating condition data. The fuel cell system is controlled to output power according to the target output power. This realizes the comprehensive consideration of the fuel cell system's own operating conditions and the vehicle's power request in the power output of the fuel cell system. It avoids the fuel cell system being in poor operating conditions for a long time or frequently due to the control guidance centered on the vehicle's demand, thus improving the performance stability of the fuel cell system.

[0072] In summary, this embodiment of the invention, in response to the power request of the vehicle, acquires the cumulative start-stop count, historical output power data, and real-time temperature data of the fuel cell system, as well as the vehicle's operating condition data. Then, based on the vehicle's operating condition data and real-time temperature data, a dynamic real-time start-stop count constraint is constructed. This constraint evolves in real-time with the vehicle's operating condition data and real-time temperature data, improving the accuracy and adaptability of the real-time start-stop count constraint. Furthermore, if the cumulative start-stop count of the fuel cell system does not meet the real-time start-stop count constraint, a preset shutdown procedure is executed on the fuel cell, thereby avoiding performance degradation of the fuel cell system due to frequent start-stops. If the cumulative start-stop count of the battery system meets the real-time start-stop count constraint, the requested power of the vehicle is obtained. Based on the requested power, the historical output power data, and the vehicle operating condition data, the target output power range of the fuel cell system is determined. Then, the target output power of the fuel cell system is determined using the target output power range and the vehicle operating condition data. The fuel cell system is controlled to output power according to the target output power. This realizes the comprehensive consideration of the fuel cell system's own operating conditions and the vehicle's power request in the power output of the fuel cell system. It avoids the fuel cell system being in poor operating conditions for a long time or frequently due to the control guidance centered on the vehicle's demand, and improves the performance stability of the fuel cell system.

[0073] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the scope of protection of the present invention. In particular, it should be noted that 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 for those skilled in the art.

Claims

1. A control method for a fuel cell system, characterized in that, Applicable to vehicles containing fuel cell systems, the control method includes: In response to the power request of the vehicle, the system acquires the cumulative start-stop count, historical output power data, and real-time temperature data of the fuel cell system, as well as the vehicle operating condition data. The real-time start-stop frequency constraint of the fuel cell system is constructed based on the vehicle operating condition data and the real-time temperature data. If the cumulative number of start-stop cycles of the fuel cell system does not meet the real-time start-stop cycle constraint, then a preset shutdown procedure is executed on the fuel cell. If the cumulative number of start-stop cycles of the fuel cell system meets the real-time start-stop cycle constraint, then the requested power of the vehicle is obtained, and the target output power range of the fuel cell system is determined based on the requested power, the historical output power data, and the vehicle operating condition data. The target output power of the fuel cell system is determined based on the target output power range of the fuel cell system and the vehicle operating condition data, and the fuel cell system is controlled to output power according to the target output power.

2. The control method for a fuel cell system as described in claim 1, characterized in that, The vehicle operating condition data includes: average vehicle speed, vehicle speed standard deviation, and real-time power battery state of charge value; based on the vehicle operating condition data and the real-time temperature data, a real-time start-stop constraint for the fuel cell system is constructed, including: The driving conditions of the vehicle are determined based on the average vehicle speed and the standard deviation of the vehicle speed. The initial start-stop frequency constraint of the fuel cell system is determined based on the driving conditions. The initial start-stop count constraint is corrected based on the real-time state of charge value of the power battery and the real-time temperature data to determine the real-time start-stop count constraint of the fuel cell system.

3. The control method for a fuel cell system as described in claim 2, characterized in that, Determining the vehicle's operating conditions based on the average vehicle speed and the vehicle speed standard deviation includes: If the average vehicle speed is within a preset first average vehicle speed range and the vehicle speed standard deviation is within a preset first vehicle speed standard deviation range, then the driving condition of the vehicle is determined to be the preset first driving condition. If the average vehicle speed is within a preset second average vehicle speed range, then the vehicle's driving condition is determined to be the preset second driving condition. If the average vehicle speed is within a preset third average vehicle speed range and the vehicle speed standard deviation is within a preset second vehicle speed standard deviation range, then the vehicle's driving condition is determined to be the preset third driving condition.

4. A control method for a fuel cell system as described in claim 2 or 3, characterized in that, The step of correcting the initial start-stop count constraint based on the real-time state of charge value of the power battery and the real-time temperature data to determine the real-time start-stop count constraint of the fuel cell system includes: The real-time power battery state of charge value is classified into state of charge intervals to determine the state of charge interval to which the real-time power battery state of charge value belongs. The state of charge correction coefficient of the fuel cell system is determined based on the state of charge range; The real-time temperature data is categorized into temperature ranges to determine the temperature range to which the real-time temperature data belongs. The temperature correction coefficient of the fuel cell system is determined based on the temperature range; The initial start-stop count constraint is corrected based on the state of charge correction coefficient and the temperature correction coefficient to determine the real-time start-stop count constraint of the fuel cell system.

5. The control method for a fuel cell system as described in claim 4, characterized in that, If the cumulative start-stop count of the fuel cell system meets the real-time start-stop count constraint, then the requested power of the vehicle is obtained, and the target output power range of the fuel cell system is determined based on the requested power, the historical output power data, and the vehicle operating condition data, including: If the cumulative number of start-stop cycles of the fuel cell system meets the real-time start-stop cycle constraint, then the historical output power data is divided into intervals to determine the power operating time distribution of the fuel cell system. The power operating state of the fuel cell system is determined based on the power operating time distribution. The requested power of the vehicle is obtained, and the target output power range of the fuel cell system is determined based on the requested power, the power operation status, and the real-time state of charge value of the power battery.

6. The control method for a fuel cell system as described in claim 5, characterized in that, The power operating time distribution includes: a first power operating time percentage, a second power operating time percentage, and a third power operating time percentage; determining the power operating state of the fuel cell system based on the power operating time distribution includes: If the percentage of the first power operating time exceeds a preset first time percentage threshold or the percentage of the second power operating time exceeds a preset second time percentage threshold, then the power operating state of the fuel cell system is determined to be a preset first power operating state. If the first power operating time percentage does not exceed a preset first time percentage threshold, the second power operating time percentage does not exceed a preset second time percentage threshold, and the third power operating time percentage does not exceed a preset third time percentage threshold, then the power operating state of the fuel cell system is determined to be the preset second power operating state. If the percentage of the first power operating time does not exceed a preset first time percentage threshold, the percentage of the second power operating time does not exceed a preset second time percentage threshold, and the percentage of the third power operating time exceeds a preset third time percentage threshold, then the power operating state of the fuel cell system is determined to be the preset third power operating state.

7. The control method for a fuel cell system as described in claim 6, characterized in that, The state of charge (SOC) interval includes: a first SOC interval, a second SOC interval, and a third SOC interval; the step of acquiring the requested power of the vehicle and determining the target output power range of the fuel cell system based on the requested power, the power operating state, and the real-time SOC value of the power battery includes: Obtain the requested power of the vehicle; If the power operating state of the fuel cell system is the first power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the first state of charge interval, then the target output power interval of the fuel cell system is determined to be the preset shutdown power interval. If the power operating state of the fuel cell system is the first power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the second state of charge interval or the third state of charge interval, then the target output power interval of the fuel cell system is determined to be the third output power interval. If the power operating state of the fuel cell system is the second power operating state, then the target output power range of the fuel cell system is determined based on the requested power. If the power operating state of the fuel cell system is the third power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the first state of charge interval, then the target output power interval of the fuel cell system is determined to be the shutdown power interval. If the power operating state of the fuel cell system is the third power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the second state of charge interval, then the target output power interval of the fuel cell system is determined to be the preset first output power interval. If the power operating state of the fuel cell system is the third power operating state, and the state of charge interval to which the real-time power battery state of charge value belongs is the third state of charge interval, then the target output power interval of the fuel cell system is determined to be the preset second output power interval.

8. The control method for a fuel cell system as described in claim 4, characterized in that, The step of determining the target output power of the fuel cell system based on the target output power range of the fuel cell system and the vehicle operating condition data, and controlling the fuel cell system to output power according to the target output power, includes: Obtain the upper limit and lower limit of the output power for the target output power range; Obtain the upper limit and lower limit of the state of charge range to which the real-time state of charge value of the power battery belongs; The adjusted state of charge value of the vehicle's power battery is determined based on the difference between the real-time state of charge value of the power battery and the lower limit value of the state of charge. The adjustable value of the vehicle's state of charge is determined based on the upper limit value of the state of charge and the lower limit value of the state of charge. The adjustable value of the output power of the fuel cell system is determined based on the upper limit value and the lower limit value of the output power. The output power regulation coefficient of the fuel cell system is determined based on the ratio of the state-of-charge adjustable value to the state-of-charge adjustable value of the power battery. The output power adjustment value of the fuel cell system is determined based on the output power adjustment coefficient and the adjustable output power value. The target output power of the fuel cell system is determined based on the difference between the upper limit of the output power and the adjustment value of the output power, and the fuel cell system is controlled to output power according to the target output power.

9. A control system for a fuel cell system, characterized in that, include: The module includes a power request response module, a real-time start-stop count constraint determination module, a fuel cell system shutdown module, a target output power range determination module, and a fuel cell system power output module. The power request response module is used to respond to the power request of the vehicle, obtain the cumulative start-stop count, historical output power data and real-time operating data of the fuel cell system, and obtain the speed data of the vehicle; The real-time start-stop count constraint determination module is used to construct the real-time start-stop count constraint of the fuel cell system based on the speed data and the real-time operation data. The fuel cell system shutdown module is used to execute a preset shutdown procedure on the fuel cell if the cumulative number of start-stop cycles of the fuel cell system does not meet the real-time start-stop cycle constraint. The target output power range determination module is used to obtain the requested power of the vehicle if the cumulative start-stop count of the fuel cell system meets the real-time start-stop count constraint, and determine the target output power range of the fuel cell system based on the requested power, the historical output power data and the real-time operating data. The fuel cell system power output module is used to determine the target output power of the fuel cell system based on the target output power range of the fuel cell system and the real-time operating data, and to control the fuel cell system to output power according to the target output power.

10. The control system of a fuel cell system as described in claim 9, characterized in that, The real-time start / stop count constraint determination module includes: a real-time start / stop count constraint determination unit; The real-time start-stop frequency constraint determination unit is used to determine the average vehicle speed and speed standard deviation of the vehicle based on the speed data; The driving conditions of the vehicle are determined based on the average vehicle speed and the standard deviation of the vehicle speed. The initial start-stop frequency constraint of the fuel cell system is determined based on the driving conditions. The initial start-stop count constraint is corrected based on the real-time operating data to determine the real-time start-stop count constraint of the fuel cell system.

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