CN111169329A - Fuel cell control system - Google Patents
Fuel cell control system Download PDFInfo
- Publication number
- CN111169329A CN111169329A CN201911318448.7A CN201911318448A CN111169329A CN 111169329 A CN111169329 A CN 111169329A CN 201911318448 A CN201911318448 A CN 201911318448A CN 111169329 A CN111169329 A CN 111169329A
- Authority
- CN
- China
- Prior art keywords
- fuel cell
- bit
- control system
- status register
- module
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0053—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to fuel cells
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/31—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for starting of fuel cells
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
- B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
- H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
- H01M8/04246—Short circuiting means for defective fuel cells
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
- H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Landscapes
- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Energy (AREA)
- Sustainable Development (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Power Engineering (AREA)
- Manufacturing & Machinery (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Electrochemistry (AREA)
- General Chemical & Material Sciences (AREA)
- Fuel Cell (AREA)
Abstract
The invention discloses a fuel cell control system for a new energy automobile, which comprises a controller, an execution module, a control module and a control module, wherein the controller outputs an electric control instruction to control the execution module; the power supply and low-side driving module supplies power to each execution module of the fuel cell control system and controls each valve body of the fuel cell; the internal analog signal input module receives voltage sampling and temperature sampling signals; the digital switch input module receives control signals of various switches on the vehicle; the external analog signal input module receives signals of various vehicle-mounted sensors; the frequency signal input module receives feedback signals of each actuator; a set signal input module receives a feedback signal of the electronic thermostat; and the H-bridge drive output module drives the electronic thermostat according to the electric control instruction of the controller. The high-low side driving output module and the Peak/hold driving module control the flow of hydrogen according to the electric control instruction of the controller; the invention can diagnose and protect the fault of the fuel cell system in real time according to the cooperation of each sensor and the execution module, and can improve the safety and the practicability of the fuel cell system.
Description
Technical Field
The invention relates to the field of new energy automobiles, in particular to a control system for a fuel cell.
Background
Energy is the basis of social existence and development, and automobiles become indispensable vehicles in life. Because petroleum is a non-renewable resource and the shortage of petroleum resources in China, the trend of turning to renewable new energy sources is great.
The hydrogen fuel cell really achieves high efficiency, no noise and zero pollution. The electrodes of a hydrogen fuel cell are composed of a cathode and an anode, and are electrochemical reaction sites. The basic principle is the reverse reaction of electrolyzed water: the filled hydrogen and oxygen in the air are respectively supplied to the cathode and the anode, the hydrogen is decomposed into hydrogen ions and electrons after the outward diffusion of the cathode and the reaction of the electrolyte, and the hydrogen ions reach the anode through an external load while generating current to combine with the oxygen to generate water. The electrochemical reaction releases energy, and the chemical energy is converted into electric energy with high conversion efficiency.
Unlike conventional batteries, hydrogen fuel cells are power generation devices, and thus, the normal operation of the hydrogen fuel cell system can be ensured only by diagnosing the drive output and finding out a fault in time.
Disclosure of Invention
In this summary, a series of simplified form concepts are introduced that are simplifications of the prior art in this field, which will be described in further detail in the detailed description. This summary of the invention is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.
The invention aims to provide a control system of a fuel cell, which is used for a new energy automobile and can perform functions of ground short circuit, open circuit, over-temperature protection, over-current protection, fault diagnosis, timing awakening, active awakening, fault diagnosis, fault restart and the like on a fuel cell system in real time.
In order to solve the above technical problem, the present invention provides a fuel cell control system for a new energy vehicle, including:
the controller is respectively connected with each execution module of the fuel cell control system and is suitable for outputting an electric control command to control each execution module, and the execution modules are all executable system operation modules which form the fuel cell control system except the controller;
alternatively, the controller may employ a MCU, or other microprocessor capable of implementing the control functions of the present invention, and meet the ASIL-D function security level.
The power supply and low-side driving module is suitable for supplying power to each execution module of the fuel cell control system, is suitable for driving the PWM low side, and controls each valve body actuator of the fuel cell to operate according to the controller electric control instruction;
alternatively, the power supply and low-side driver module may be an existing mature power supply module, such as other power supply modules that can implement the control function of the present invention.
An internal analog signal input module adapted to receive fuel cell voltage sampling and temperature sampling signals;
the digital switch input module is suitable for receiving control signals of various switches on the vehicle;
the external analog signal input module is suitable for receiving signals of various sensors on the vehicle;
a frequency signal input module adapted to receive each actuator feedback signal;
a set signal input module, which is suitable for receiving the feedback signal of the electronic thermostat;
and the H-bridge drive output module is suitable for driving the electronic thermostat according to the controller electric control instruction.
The Peak/hold driving module is suitable for controlling the flow of hydrogen according to an electric control instruction of the controller and is also suitable for outputting a diagnosis current waveform to the controller, and the controller receives a power supply and feeds back a low-side driving module to diagnose faults according to a diagnosis rule;
the CAN communication module is used for information interaction and XCP calibration between the whole vehicle and the fuel cell cooling system;
and the atmospheric pressure sensor is used for monitoring different altitudes and adjusting the hydrogen injection amount according to the electric control instruction of the controller.
Optionally, the fuel cell control system is further improved, further comprising: and the high-low side driving output module is suitable for controlling the flow of the hydrogen according to the electric control instruction of the controller.
The function of controlling the flow of the hydrogen can be executed by a Peak/hold driving module or a high-low side combined driving module, and the Peak/hold driving module is also used for fault diagnosis;
the Peak/hold driving module or the high-low side combined driving module is used for the hydrogen ejector, the flow of the hydrogen is accurately controlled, and the normal operation of the automobile is ensured (the Peak/hold driving or the high-low side combined driving can be selected according to the types of different ejectors). The Peak/hold driving module consists of a high-side switch and a low-side switch, and is different from the high-side and low-side combined driving module in that the Peak/hold driving module has a boosting stage, a Peak stage and a holding stage, and the high-side and low-side combined driving module only has the holding stage. After the system receives a hydrogen supply command, the Peak/hold drive is started, and the system adjusts the hydrogen supply amount by adjusting the starting time and the starting frequency of the nozzle. When the automobile is accelerated, the galvanic pile needs more power, and the hydrogen flow is increased; when the automobile decelerates, the power required by the galvanic pile is reduced, and the hydrogen flow is reduced.
Optionally, the fuel cell control system is further improved, further comprising: an Ethernet communication module adapted for communication with an on-board controller other than the fuel cell control system.
Optionally, the fuel cell control system, the power supply and the low-side driving module are further improved to have the following functions;
A. a 5V buck power supply;
B. low-side driving;
C. a CAN transceiver;
D. a watchdog;
E. three independent 5V voltage followers;
F. a battery anti-reverse circuit is arranged in the main relay;
G. CAN awakening is supported;
H. supporting the input awakening of the switch;
I. supporting timed awakening;
J. over-temperature and over-current protection;
K. the driving output is diagnosed for short circuit to power and ground.
Optionally, the fuel cell control system is further improved, and the power supply and the low-side driving module have two independent power supplies, wherein one power supply is used for supplying power to the controller and each execution module, and the other power supply is used for supplying power to the ethernet.
Optionally, the fuel cell control system is further improved, and the power supply and the low-side driving module are powered by a main relay power supply of the vehicle-mounted ECU system.
Optionally, the fuel cell control system is further improved, and the vehicle-mounted storage battery power supply is connected to the power supply and the RTC module and the CAN awakening module of the low-side driving module.
Optionally, the fuel cell control system is further improved, after the controller receives an ignition signal, the power supply and the low-side driving module are opened, the controller is started, when the system receives a hydrogen supply command, the low-side PWM driving module is opened, the air inlet valve is opened, and the hydrogen storage system starts to supply hydrogen to the cell stack; otherwise, the air inlet valve is closed, and hydrogen supply to the electric pile is stopped.
Optionally, the fuel cell control system is further improved, when the temperature of the cooling liquid exceeds the set temperature of the system, the controller electrically controls the command to drive the electronic thermostat to open, and the cooling liquid is radiated through the external radiator; when the temperature of the cooling liquid is lower than the set temperature of the system, the controller electrically controls an instruction to drive the electronic thermostat to close, and the cooling liquid does not pass through the external radiator.
Alternatively, the fuel cell control system is further improved, and after the controller receives a hydrogen supply command, the Peak/hold driving is started, and the hydrogen supply amount is adjusted by adjusting the starting time and the starting frequency of the nozzles. When the automobile is accelerated, the galvanic pile needs more power, and the hydrogen flow is increased; when the automobile decelerates, the power required by the galvanic pile is reduced, and the hydrogen flow is reduced.
Alternatively, the fuel cell control system is further improved, and when the atmospheric pressure sensor detects that the fuel cell is in a high-altitude area, the controller electrically controls to command to increase the hydrogen injection amount, and the increased hydrogen injection amount can be obtained through model calculation or calibration, wherein the high-altitude area refers to an altitude of more than or equal to 1500 meters.
Optionally, the fuel cell control system is further improved, wherein the CAN communication module comprises three high-speed CAN transceivers, two of which are respectively used for information interaction with the entire vehicle and the fuel cell cooling system, and the other is used for XCP calibration.
Alternatively, the fuel cell control system may be further improved, wherein the diagnostic rule comprises:
the diagnosis in the pre-starting stage, all the drives of the fuel cell control system are not started, the fuel cell control system is in a closed state, if any working condition appears, the fuel cell control system is started and interrupted, and the controller closes the drive output;
1) the Peak/hold driving module high-side switch MOS source electrode or low-side drain electrode is short-circuited to the ground;
2) the source electrode of the high-side switch MOS drain electrode of the Peak/hold driving module is short-circuited with a power supply;
3) the low side or the high side of the Peak/hold driving module is open;
if the battery control system is started to be interrupted, the controller closes the driving output, and judges a fault stage according to the state of an IRQ STATUS (interrupt register);
if the IRQ STATUS is 0, judging that the fault occurs in the boosting stage, setting the 5 th bit of the STATUS register as a high level, if the 5 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 5 th bit of the STATUS register stores data as 0, returning to reset the 5 th bit of the STATUS register as the high level;
if the IRQ STATUS is 1, judging that the fault is in the idle diagnosis stage, setting the 7 th bit of the STATUS register as a high level, if the 7 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 7 th bit of the STATUS register stores data as 0, returning to reset the 7 th bit of the STATUS register as the high level;
and if the IRQ STATUS is 2, judging that the IRQ STATUS indicates a peak and hold stage fault, setting a 4 th bit of the STATUS register to be a high level, if the 4 th bit of the STATUS register stores data of 1, restarting the system fuel cell control system, and if the 4 th bit of the STATUS register stores data of 0, returning to reset the 4 th bit of the STATUS register to be the high level.
Optionally, further improving the fuel cell control system, the diagnostic rule further comprises:
the method comprises the steps that diagnosis is carried out in a starting boosting stage, a Peak/hold driving module outputs a diagnosis current waveform, if any one of the following working conditions occurs, a fuel cell control system is started and interrupted, and a controller closes driving output;
4) the switch MOS source of the Peak/hold driving module is short-circuited to the ground;
5) the booster circuit of the Peak/hold driving module is open;
6) the low side of the Peak/hold driving module is short-circuited to a power supply or a boosting power supply;
7) the lower side of the Peak/hold driving module is open;
if the battery control system is interrupted in starting, the controller closes the driving output, and judges a fault stage according to the state of the IRQ STATUS;
if the IRQ STATUS is 0, judging that the fault occurs in the boosting stage, setting the 5 th bit of the STATUS register as a high level, if the 5 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 5 th bit of the STATUS register stores data as 0, returning to reset the 5 th bit of the STATUS register as the high level;
if the IRQ STATUS is 1, judging that the fault is in the idle diagnosis stage, setting the 7 th bit of the STATUS register as a high level, if the 7 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 7 th bit of the STATUS register stores data as 0, returning to reset the 7 th bit of the STATUS register as the high level;
and if the IRQ STATUS is 2, judging that the IRQ STATUS indicates a peak and hold stage fault, setting a 4 th bit of the STATUS register to be a high level, if the 4 th bit of the STATUS register stores data of 1, restarting the system fuel cell control system, and if the 4 th bit of the STATUS register stores data of 0, returning to reset the 4 th bit of the STATUS register to be the high level.
Optionally, further improving the fuel cell control system, the diagnostic rule further comprises:
diagnosing a starting Peak and a holding stage, outputting a diagnosis current waveform by a Peak/hold driving module, and if any one of the following working conditions occurs, starting and interrupting a fuel cell control system, and closing driving output by a controller;
8) the Peak/hold driving module high-side switch MOS source power supply or the boosting power supply is short-circuited to the ground;
9) the drain electrode and the source electrode of the high-side boost switch MOS of the Peak/hold driving module are short-circuited;
10) the high-side power supply of the Peak/hold driving module is open-circuited;
11) the low side of the Peak/hold driving module is short-circuited to a power supply or a boosting power supply or is open-circuited at the low side;
if the IRQ STATUS is 0, judging that the fault occurs in the boosting stage, setting the 5 th bit of the STATUS register as a high level, if the 5 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 5 th bit of the STATUS register stores data as 0, returning to reset the 5 th bit of the STATUS register as the high level;
if the IRQ STATUS is 1, judging that the fault is in the idle diagnosis stage, setting the 7 th bit of the STATUS register as a high level, if the 7 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 7 th bit of the STATUS register stores data as 0, returning to reset the 7 th bit of the STATUS register as the high level;
and if the IRQ STATUS is 2, judging that the IRQ STATUS indicates a peak and hold stage fault, setting a 4 th bit of the STATUS register to be a high level, if the 4 th bit of the STATUS register stores data of 1, restarting the system fuel cell control system, and if the 4 th bit of the STATUS register stores data of 0, returning to reset the 4 th bit of the STATUS register to be the high level.
Optionally, the fuel cell control system is further improved, the Peak/hold driver module outputs a diagnosis current waveform that the high side is boosted, the high side is powered on, and the low side of the low side driver module is powered on.
The storage battery is an energy storage device, namely, the electric energy is stored firstly and then released when needed. Unlike a conventional battery, a hydrogen fuel cell is a power generation device, which is an electrochemical power generation device that converts chemical energy into electrical energy. The fuel cell system filters oxygen in the air and feeds hydrogen in the high-pressure hydrogen storage tank to the fuel cell stack. Hydrogen is input into the anode of the cell stack, oxygen is input into the cathode of the cell stack, and electric energy and water are generated through the chemical reaction of the oxygen and the hydrogen. The generated electric energy provides power for the automobile. Therefore, it is necessary to diagnose the driving output in real time, including diagnosing the short circuit, open circuit, over-temperature, etc. of the driving output to the ground, and find the fault in time, so that the fuel cell system can be stable and reliable, and avoid the loss. And (3) battery reaction: h2+ 1/2O 2 ═ H2O. The fuel cell control system provided by the invention can perform functions of ground short circuit, open circuit, over-temperature protection, over-current protection, fault diagnosis, timing awakening, active awakening, fault diagnosis, fault restarting and the like on the fuel cell system in real time according to the cooperation of each sensor and the execution module, and can improve the safety and the practicability of the fuel cell system.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention, are incorporated in and constitute a part of this specification. The drawings are not necessarily to scale, however, and may not be intended to accurately reflect the precise structural or performance characteristics of any given embodiment, and should not be construed as limiting or restricting the scope of values or properties encompassed by exemplary embodiments in accordance with the invention. The invention will be described in further detail with reference to the following detailed description and accompanying drawings:
fig. 1 is a schematic structural diagram of a first embodiment of the present invention.
Fig. 2 is a schematic structural diagram of a second embodiment of the present invention.
FIG. 3 is a schematic diagram of a power supply and a low-side driver module according to one possible embodiment of the invention.
FIG. 4 is a schematic of the diagnostic flow of the present invention.
Detailed Description
The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and technical effects of the present invention will be fully apparent to those skilled in the art from the disclosure in the specification. The invention is capable of other embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the general spirit of the invention. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict. The following exemplary embodiments of the present invention may be embodied in many different forms and should not be construed as limited to the specific embodiments set forth herein. It is to be understood that these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the technical solutions of these exemplary embodiments to those skilled in the art.
The main technical terms related to the invention are as follows;
PWM: pulse Width Modulation;
peak/hold: spike/hold;
CAN: a Controller Area Network;
ETHERNET: an Ethernet;
setting: single Edge Transmission Protocol unilateral half word Transmission Protocol;
MCU: a Microcontroller Unit micro-control Unit;
an ECU: an Electronic Control Unit;
RTC: Real-Time Clock Real-Time;
XCP: universal Measurement and Calibration Protocol.
As shown in fig. 1, the present invention provides a first embodiment of a fuel cell control system for a new energy automobile, including:
the controller, in this embodiment, the controller employs an MCU that satisfies ASIL-D safety function, and is respectively connected to each execution module of the fuel cell control system, and is adapted to output an electric control command to control each execution module, where the execution modules are all executable system operation modules that constitute the fuel cell control system except the controller, and include, but are not limited to:
the controller is respectively connected with each execution module of the fuel cell control system and is suitable for outputting an electric control command to control each execution module, and the execution modules are all executable system operation modules which form the fuel cell control system except the controller;
alternatively, the controller may employ a MCU, or other microprocessor capable of implementing the control functions of the present invention, and meet the ASIL-D function security level.
The power supply and low-side driving module is suitable for supplying power to each execution module of the fuel cell control system, is suitable for driving the PWM low side, and controls each valve body actuator of the fuel cell to operate according to the controller electric control instruction;
alternatively, the power supply and low-side driver module may be an existing mature power supply module, such as other power supply modules that can implement the control function of the present invention.
An internal analog signal input module adapted to receive fuel cell voltage sampling and temperature sampling signals;
the digital switch input module is suitable for receiving control signals of various switches on the vehicle;
the external analog signal input module is suitable for receiving signals of various sensors on the vehicle;
a frequency signal input module adapted to receive each actuator feedback signal;
a set signal input module, which is suitable for receiving the feedback signal of the electronic thermostat;
and the H-bridge drive output module is suitable for driving the electronic thermostat according to the controller electric control instruction.
The Peak/hold driving module is suitable for controlling the flow of hydrogen according to an electric control instruction of the controller and is also suitable for outputting a diagnosis current waveform to the controller, and the controller receives a power supply and feeds back a low-side driving module to diagnose faults according to a diagnosis rule;
the CAN communication module is used for information interaction and XCP calibration between the whole vehicle and the fuel cell cooling system;
and the atmospheric pressure sensor is used for monitoring different altitudes and adjusting the hydrogen injection amount according to the electric control instruction of the controller.
The first embodiment of the present invention is further improved, and optionally, a high-low side driving output module is added, which is adapted to control the flow rate of hydrogen according to the controller electrical control instruction. This function of controlling the flow of hydrogen can be performed by a Peak/hold driver module, which is also used for fault diagnosis, or a high-low side combination driver module.
According to the first embodiment of the fuel cell control system, the controller is adopted to sample the voltage and the temperature of the fuel cell in real time, the controller is adopted to receive the on-vehicle switch control signals, the on-vehicle sensor signals, the actuator feedback signals, the electronic thermostat feedback signals and the altitude in real time, and the corresponding execution module is controlled to execute the preset operation according to the sampling and feedback signals of the execution modules, so that the fault of the fuel cell system can be found in time, the fuel cell system can be stable and reliable, the loss can be avoided, and the safety and the practicability of the fuel cell system can be improved.
As shown in fig. 2, the present invention provides a second embodiment of a fuel cell control system for a new energy automobile, including:
the MCU adopted by the controller in the embodiment is SAK-TC297TP-128F300N BC of 292PIN of Infineon; the proposed MCU performance parameters are: PFLASH 8 Mbyte; DFLASH 768 Kbyte; DMA:128 channels; ADC:48+12 channels; TIM 48 channels; TOM 80 channels; ATOM 72 channels; QSPI: 6 channels; I2C: 2 Interfaces; SENT: 15 modules; MSC: 3 channels; CAN is 6 nodes; ASIL: up toil-D, which is respectively connected with each execution module of the fuel cell control system, and is adapted to output electric control commands to control each execution module, wherein the execution modules are all executable system operation modules which constitute the fuel cell control system except the controller, and include but are not limited to:
the fuel cell control system comprises a power supply and low-side driving module, a PWM (pulse-width modulation) low-side driving module and a PWM (pulse-width modulation) low-side driving module, wherein the power supply and low-side driving module is suitable for supplying power to each execution module of the fuel cell control system, is suitable for driving the PWM low side, controls each valve body actuator of the fuel cell to operate according to a controller electric control instruction, and has two independent paths of power supply, one path of power supply is used for supplying power to; the power supply of a main relay of a vehicle-mounted ECU system is used for supplying power, and a vehicle-mounted storage battery power supply is connected to a power supply and an RTC module and a CAN awakening module of a low-side driving module;
the power supply and low-side driving module at least has the following functions;
A. a 5V buck power supply;
B. low-side driving;
C. a CAN transceiver;
D. a watchdog;
E. three independent 5V voltage followers;
F. a battery anti-reverse circuit is arranged in the main relay;
G. CAN awakening is supported;
H. supporting the input awakening of the switch;
I. supporting timed awakening;
J. over-temperature and over-current protection;
K. the driving output is diagnosed for short circuit to power and ground.
An internal analog signal input module adapted to receive fuel cell voltage sampling and temperature sampling signals;
the digital switch input module is suitable for receiving control signals of various switches on the vehicle;
the external analog signal input module is suitable for receiving signals of various sensors on the vehicle;
a frequency signal input module adapted to receive each actuator feedback signal;
a set signal input module, which is suitable for receiving the feedback signal of the electronic thermostat;
and the H-bridge drive output module is suitable for driving the electronic thermostat according to the controller electric control instruction.
The high-low side driving output module is suitable for controlling the flow of the hydrogen according to the electric control instruction of the controller;
the Peak/hold driving module is suitable for controlling the flow of the hydrogen according to the electric control instruction of the controller;
the CAN communication module is used for information interaction and XCP calibration between the whole vehicle and the fuel cell cooling system;
the atmospheric pressure sensor is used for monitoring different altitudes and adjusting the hydrogen injection amount according to the electric control instruction of the controller;
an Ethernet communication module adapted for communication with an on-board controller other than the fuel cell control system.
The present invention provides a third embodiment of a fuel cell control system for a new energy automobile, including:
the controller, in this embodiment, the MCU adopted by the controller is an Infineon 292PIN SAK-TC297TP-128F300N BC, which is respectively connected to each execution module of the fuel cell control system and is adapted to output an electric control command to control each execution module, and the execution modules are all executable system operation modules constituting the fuel cell control system except the controller, including but not limited to a power supply and low-side driving module, an internal analog signal input module, a digital switch input module, an external analog signal input module, a frequency signal input module, a set signal input module, an H-bridge driving output module, and an atmospheric pressure sensor;
the fuel cell control system comprises a power supply and low-side driving module, a PWM (pulse-width modulation) low-side driving module and a PWM (pulse-width modulation) low-side driving module, wherein the power supply and low-side driving module is suitable for supplying power to each execution module of the fuel cell control system, is suitable for driving the PWM low side, controls each valve body actuator of the fuel cell to operate according to a controller electric control instruction, and has two independent paths of power supply, one path of power supply is used for supplying power to; the power supply of a main relay of a vehicle-mounted ECU system is used for supplying power, and a vehicle-mounted storage battery power supply is connected to a power supply and an RTC module and a CAN awakening module of a low-side driving module;
the power supply and low-side driving module at least has the following functions;
A. a 5V buck power supply;
B. low-side driving;
C. a CAN transceiver;
D. a watchdog;
E. three independent 5V voltage followers;
F. a battery anti-reverse circuit is arranged in the main relay;
G. CAN awakening is supported;
H. supporting the input awakening of the switch;
I. supporting timed awakening;
J. over-temperature and over-current protection;
K. the driving output is diagnosed for short circuit to power and ground.
Referring to fig. 3, a possible embodiment of the power supply and low-side driver module includes:
the power module U1 is connected with the MCU through a watchdog, the RTC/CAN annular module is connected with the anode of a vehicle-mounted battery, the input of the power module is connected with the anode of the vehicle-mounted battery through a first inductor L1 and a battery relay FuelcellRelay, the power module controls the battery relay FuelcellRelay, two ends of a first inductor L1 are respectively connected with a first capacitor C1 and a second capacitor C2, the other ends of the first capacitor C1 and the second capacitor C2 are connected with the ground, the fuel cell VBAT is connected between the first capacitor and the battery relay FuelcellRelay and the first capacitor C1, the fuel cell VB 1 is connected between the second capacitor and the input of the power module, the cathode of a first diode D1 is connected between the fuel cell VBAT and the first capacitor C1, the anode of a first diode D1 is connected with the ground, the switch input 1 is connected with the input high level (the input anode) of the power module, the switch inputs 2-4 are respectively connected with the wake-up power module through second-fourth diodes (the cathode is connected with the power module) D63, the power module switch pin is connected with the switch NMOS drain electrode through a second inductor L2, the switch NMOS source electrode is connected with a power module VDD5_ GATE pin, a VDD5_ IN pin and a voltage regulator LDO input end, first to third analog power supplies AVCC1 to AVCC3 are respectively connected with voltage modules VSENSE1 to VSENSE3 pins, the cathode of a fifth diode D5 is connected with the power module switch pin, the anode of the fifth diode D5 is connected with the ground, and one end of a third capacitor is connected with the switch NMOS drain electrode and the other end of the third capacitor is connected with the ground.
While the foregoing is directed to a practical embodiment of the power supply and low-side driver module of the present invention, it will be appreciated by those skilled in the art that the power supply and low-side driver module of the present invention is not limited to the foregoing structure, and that various modifications and additional circuits may be implemented in the power supply and low-side driver module in accordance with the principles of the present invention. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present. Like reference numerals refer to like elements throughout the drawings. Further, it will be understood that, although the terms first, second, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms are only used to distinguish one element, component, region, layer or section from another element, component, region, layer or section. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of exemplary embodiments according to the present invention.
An internal analog signal input module adapted to receive fuel cell voltage sampling and temperature sampling signals;
the digital switch input module is suitable for receiving control signals of various switches on the vehicle;
the external analog signal input module is suitable for receiving signals of various sensors on the vehicle;
a frequency signal input module adapted to receive each actuator feedback signal;
a set signal input module, which is suitable for receiving the feedback signal of the electronic thermostat;
and the H-bridge drive output module is suitable for driving the electronic thermostat according to the controller electric control instruction.
The high-low side driving output module is suitable for controlling the flow of the hydrogen according to the electric control instruction of the controller;
the Peak/hold driving module is suitable for controlling the flow of the hydrogen according to the electric control instruction of the controller;
the CAN communication module is used for information interaction and XCP calibration between the whole vehicle and the fuel cell cooling system; the CAN communication module comprises three paths of high-speed CAN transceivers, wherein two paths of high-speed CAN transceivers are respectively used for information interaction between the whole vehicle and a fuel cell cooling system, and the other path of high-speed CAN transceivers is used for XCP calibration.
The atmospheric pressure sensor is used for monitoring different altitudes and adjusting the hydrogen injection amount according to the electric control instruction of the controller;
an Ethernet communication module adapted for communication with an on-board controller other than the fuel cell control system.
Alternatively, the fuel cell control system may be further improved, wherein the preset rule includes:
and the atmospheric pressure sensor is used for monitoring different altitudes and adjusting the hydrogen injection amount according to the electric control instruction of the controller.
Referring to fig. 4, the Peak/hold driver module outputs a diagnostic current waveform to the controller, and the controller receives power and the low-side driver module feeds back to diagnose a fault according to a diagnostic rule, and the following diagnostic embodiments provided by the present invention integrate idle diagnosis (pre-start): the state of OFF when the drive is not started; start-up diagnostics of the spike and hold phase (high side boost off, high side power on, low side on); and starting diagnosis of a boosting stage (high-side boosting is turned on, high-side power is turned on, and low-side is turned on). It does not mean that the three diagnostic phases must be carried out together, either independently or in combination, the diagnostic rules comprising;
the diagnosis in the pre-starting stage, all the drives of the fuel cell control system are not started, the fuel cell control system is in a closed state, if any working condition appears, the fuel cell control system is started and interrupted, and the controller closes the drive output;
1) the Peak/hold driving module high-side switch MOS source electrode or low-side drain electrode is short-circuited to the ground;
2) the source electrode of the high-side switch MOS drain electrode of the Peak/hold driving module is short-circuited with a power supply;
3) the low side or the high side of the Peak/hold driving module is open;
if the battery control system is started to be interrupted, the controller closes the driving output, and judges a fault stage according to the state of an IRQ STATUS (interrupt register);
if the IRQ STATUS is 0, judging that the fault occurs in the boosting stage, setting the 5 th bit of the STATUS register as a high level, if the 5 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 5 th bit of the STATUS register stores data as 0, returning to reset the 5 th bit of the STATUS register as the high level;
if the IRQ STATUS is 1, judging that the fault is in the idle diagnosis stage, setting the 7 th bit of the STATUS register as a high level, if the 7 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 7 th bit of the STATUS register stores data as 0, returning to reset the 7 th bit of the STATUS register as the high level;
and if the IRQ STATUS is 2, judging that the IRQ STATUS indicates a peak and hold stage fault, setting a 4 th bit of the STATUS register to be a high level, if the 4 th bit of the STATUS register stores data of 1, restarting the system fuel cell control system, and if the 4 th bit of the STATUS register stores data of 0, returning to reset the 4 th bit of the STATUS register to be the high level.
Optionally, further improving the fuel cell control system, the diagnostic rule further comprises:
the method comprises the steps that diagnosis is carried out in a starting boosting stage, a Peak/hold driving module outputs a diagnosis current waveform, if any one of the following working conditions occurs, a fuel cell control system is started and interrupted, and a controller closes driving output;
4) the switch MOS source of the Peak/hold driving module is short-circuited to the ground;
5) the booster circuit of the Peak/hold driving module is open;
6) the low side of the Peak/hold driving module is short-circuited to a power supply or a boosting power supply;
7) the lower side of the Peak/hold driving module is open;
if the battery control system is interrupted in starting, the controller closes the driving output, and judges a fault stage according to the state of the IRQ STATUS;
if the IRQ STATUS is 0, judging that the fault occurs in the boosting stage, setting the 5 th bit of the STATUS register as a high level, if the 5 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 5 th bit of the STATUS register stores data as 0, returning to reset the 5 th bit of the STATUS register as the high level;
if the IRQ STATUS is 1, judging that the fault is in the idle diagnosis stage, setting the 7 th bit of the STATUS register as a high level, if the 7 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 7 th bit of the STATUS register stores data as 0, returning to reset the 7 th bit of the STATUS register as the high level;
and if the IRQ STATUS is 2, judging that the IRQ STATUS indicates a peak and hold stage fault, setting a 4 th bit of the STATUS register to be a high level, if the 4 th bit of the STATUS register stores data of 1, restarting the system fuel cell control system, and if the 4 th bit of the STATUS register stores data of 0, returning to reset the 4 th bit of the STATUS register to be the high level.
Optionally, further improving the fuel cell control system, the diagnostic rule further comprises:
diagnosing a starting Peak and a holding stage, outputting a diagnosis current waveform by a Peak/hold driving module, and if any one of the following working conditions occurs, starting and interrupting a fuel cell control system, and closing driving output by a controller;
8) the Peak/hold driving module high-side switch MOS source power supply or the boosting power supply is short-circuited to the ground;
9) the drain electrode and the source electrode of the high-side boost switch MOS of the Peak/hold driving module are short-circuited;
10) the high-side power supply of the Peak/hold driving module is open-circuited;
11) the low side of the Peak/hold driving module is short-circuited to a power supply or a boosting power supply or is open-circuited at the low side;
if the IRQ STATUS is 0, judging that the fault occurs in the boosting stage, setting the 5 th bit of the STATUS register as a high level, if the 5 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 5 th bit of the STATUS register stores data as 0, returning to reset the 5 th bit of the STATUS register as the high level;
if the IRQ STATUS is 1, judging that the fault is in the idle diagnosis stage, setting the 7 th bit of the STATUS register as a high level, if the 7 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 7 th bit of the STATUS register stores data as 0, returning to reset the 7 th bit of the STATUS register as the high level;
and if the IRQ STATUS is 2, judging that the IRQ STATUS indicates a peak and hold stage fault, setting a 4 th bit of the STATUS register to be a high level, if the 4 th bit of the STATUS register stores data of 1, restarting the system fuel cell control system, and if the 4 th bit of the STATUS register stores data of 0, returning to reset the 4 th bit of the STATUS register to be the high level.
The Peak/hold driving module outputs diagnosis current waveforms of high-side boosting and high-side power supply starting, and the low side of the low-side driving module is started.
The present invention has been described in detail with reference to the specific embodiments and examples, but these are not intended to limit the present invention. Many variations and modifications may be made by one of ordinary skill in the art without departing from the principles of the present invention, which should also be considered as within the scope of the present invention.
Claims (16)
1. A fuel cell control system for a new energy automobile, characterized by comprising:
the controller is respectively connected with each execution module of the fuel cell control system and is suitable for outputting an electric control command to control each execution module, and the execution modules are all executable system operation modules which form the fuel cell control system except the controller;
the power supply and low-side driving module is suitable for supplying power to each execution module of the fuel cell control system, is suitable for driving the PWM low side, and controls each valve body actuator of the fuel cell to operate according to the controller electric control instruction;
an internal analog signal input module adapted to receive fuel cell voltage sampling and temperature sampling signals;
the digital switch input module is suitable for receiving control signals of various switches on the vehicle;
the external analog signal input module is suitable for receiving signals of various sensors on the vehicle;
a frequency signal input module adapted to receive each actuator feedback signal;
a set signal input module, which is suitable for receiving the feedback signal of the electronic thermostat;
the H-bridge drive output module is suitable for driving the electronic thermostat according to the controller electric control instruction;
the Peak/hold driving module is suitable for controlling the flow of hydrogen according to an electric control instruction of the controller and is also suitable for outputting a diagnosis current waveform to the controller, and the controller receives a power supply and feeds back a low-side driving module to diagnose faults according to a diagnosis rule;
the CAN communication module is used for information interaction and XCP calibration between the whole vehicle and the fuel cell cooling system;
and the atmospheric pressure sensor is used for monitoring different altitudes and adjusting the hydrogen injection amount according to the electric control instruction of the controller.
2. The fuel cell control system according to claim 1, further comprising: and the high-low side driving output module is suitable for controlling the flow of the hydrogen according to the electric control instruction of the controller.
3. The fuel cell control system according to claim 1, further comprising: an Ethernet communication module adapted for communication with an on-board controller other than the fuel cell control system.
4. The fuel cell control system according to claim 1, characterized in that: the power supply and low-side driving module has the following functions;
A. a 5V buck power supply;
B. low-side driving;
C. a CAN transceiver;
D. a watchdog;
E. three independent 5V voltage followers;
F. a battery anti-reverse circuit is arranged in the main relay;
G. CAN awakening is supported;
H. supporting the input awakening of the switch;
I. supporting timed awakening;
J. over-temperature and over-current protection;
K. the driving output is diagnosed for short circuit to power and ground.
5. The fuel cell control system according to claim 4, characterized in that: the power supply and the low-side driving module are provided with two independent paths of power supply, wherein one path of power supply is used for supplying power to the controller and each execution module, and the other path of power supply is used for supplying power to the Ethernet.
6. The fuel cell control system according to claim 5, characterized in that: and the power supply and the low-side driving module are powered by a main relay power supply of the vehicle-mounted ECU system.
7. The fuel cell control system according to claim 6, characterized in that: and the vehicle-mounted storage battery power supply is connected to the RTC module and the CAN awakening module of the power supply and low-side driving module.
8. The fuel cell control system according to claim 1, characterized in that:
after the controller receives an ignition signal, the power supply and the low-side driving module are started, the controller is started, and after the system receives a hydrogen supply command, the low-side PWM driving module is started, the air inlet valve is opened, and the hydrogen storage system starts to supply hydrogen to the galvanic pile; otherwise, the air inlet valve is closed, and hydrogen supply to the electric pile is stopped.
9. The fuel cell control system according to claim 1, characterized in that:
when the temperature of the cooling liquid exceeds the set temperature of the system, the controller electrically controls an instruction to drive the electronic thermostat to open, and the cooling liquid is radiated by the external radiator; when the temperature of the cooling liquid is lower than the set temperature of the system, the controller electrically controls an instruction to drive the electronic thermostat to close, and the cooling liquid does not pass through the external radiator.
10. The fuel cell control system according to claim 1, characterized in that:
after the controller receives a hydrogen supply command, the Peak/hold drive is started, and the hydrogen supply amount is adjusted by adjusting the starting time and the starting frequency of the nozzle.
11. The fuel cell control system according to claim 1, characterized in that:
when the atmospheric pressure sensor detects that the hydrogen injection amount is increased by the electric control instruction of the controller in a high-altitude area, the altitude of the high-altitude area is more than or equal to 1500 m.
12. The fuel cell control system according to claim 1, characterized in that:
the CAN communication module comprises three paths of high-speed CAN transceivers, wherein two paths of high-speed CAN transceivers are respectively used for information interaction between the whole vehicle and the fuel cell cooling system, and the other path of high-speed CAN transceivers is used for XCP calibration.
13. The fuel cell control system according to claim 1, wherein the diagnostic rule includes:
the diagnosis in the pre-starting stage, all the drives of the fuel cell control system are not started, the fuel cell control system is in a closed state, if any working condition appears, the fuel cell control system is started and interrupted, and the controller closes the drive output;
1) the Peak/hold driving module high-side switch MOS source electrode or low-side drain electrode is short-circuited to the ground;
2) the source electrode of the high-side switch MOS drain electrode of the Peak/hold driving module is short-circuited with a power supply;
3) the low side or the high side of the Peak/hold driving module is open;
if the battery control system is interrupted in starting, the controller closes the driving output, and judges a fault stage according to the state of the IRQ STATUS;
if the IRQ STATUS is 0, judging that the fault occurs in the boosting stage, setting the 5 th bit of the STATUS register as a high level, if the 5 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 5 th bit of the STATUS register stores data as 0, returning to reset the 5 th bit of the STATUS register as the high level;
if the IRQ STATUS is 1, judging that the fault is in the idle diagnosis stage, setting the 7 th bit of the STATUS register as a high level, if the 7 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 7 th bit of the STATUS register stores data as 0, returning to reset the 7 th bit of the STATUS register as the high level;
and if the IRQ STATUS is 2, judging that the IRQ STATUS indicates a peak and hold stage fault, setting a 4 th bit of the STATUS register to be a high level, if the 4 th bit of the STATUS register stores data of 1, restarting the system fuel cell control system, and if the 4 th bit of the STATUS register stores data of 0, returning to reset the 4 th bit of the STATUS register to be the high level.
14. The fuel cell control system according to claim 13, wherein the diagnostic rule further includes:
the method comprises the steps that diagnosis is carried out in a starting boosting stage, a Peak/hold driving module outputs a diagnosis current waveform, if any one of the following working conditions occurs, a fuel cell control system is started and interrupted, and a controller closes driving output;
4) the switch MOS source of the Peak/hold driving module is short-circuited to the ground;
5) the booster circuit of the Peak/hold driving module is open;
6) the low side of the Peak/hold driving module is short-circuited to a power supply or a boosting power supply;
7) the lower side of the Peak/hold driving module is open;
if the battery control system is interrupted in starting, the controller closes the driving output, and judges a fault stage according to the state of the IRQ STATUS;
if the IRQ STATUS is 0, judging that the fault occurs in the boosting stage, setting the 5 th bit of the STATUS register as a high level, if the 5 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 5 th bit of the STATUS register stores data as 0, returning to reset the 5 th bit of the STATUS register as the high level;
if the IRQ STATUS is 1, judging that the fault is in the idle diagnosis stage, setting the 7 th bit of the STATUS register as a high level, if the 7 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 7 th bit of the STATUS register stores data as 0, returning to reset the 7 th bit of the STATUS register as the high level;
and if the IRQ STATUS is 2, judging that the IRQ STATUS indicates a peak and hold stage fault, setting a 4 th bit of the STATUS register to be a high level, if the 4 th bit of the STATUS register stores data of 1, restarting the system fuel cell control system, and if the 4 th bit of the STATUS register stores data of 0, returning to reset the 4 th bit of the STATUS register to be the high level.
15. The fuel cell control system according to claim 14, wherein the diagnostic rule further includes:
diagnosing a starting Peak and a holding stage, outputting a diagnosis current waveform by a Peak/hold driving module, and if any one of the following working conditions occurs, starting and interrupting a fuel cell control system, and closing driving output by a controller;
8) the Peak/hold driving module high-side switch MOS source power supply or the boosting power supply is short-circuited to the ground;
9) the drain electrode and the source electrode of the high-side boost switch MOS of the Peak/hold driving module are short-circuited;
10) the high-side power supply of the Peak/hold driving module is open-circuited;
11) the low side of the Peak/hold driving module is short-circuited to a power supply or a boosting power supply or is open-circuited at the low side;
if the IRQ STATUS is 0, judging that the fault occurs in the boosting stage, setting the 5 th bit of the STATUS register as a high level, if the 5 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 5 th bit of the STATUS register stores data as 0, returning to reset the 5 th bit of the STATUS register as the high level;
if the IRQ STATUS is 1, judging that the fault is in the idle diagnosis stage, setting the 7 th bit of the STATUS register as a high level, if the 7 th bit of the STATUS register stores data as 1, restarting the system fuel cell control system, and if the 7 th bit of the STATUS register stores data as 0, returning to reset the 7 th bit of the STATUS register as the high level;
and if the IRQ STATUS is 2, judging that the IRQ STATUS indicates a peak and hold stage fault, setting a 4 th bit of the STATUS register to be a high level, if the 4 th bit of the STATUS register stores data of 1, restarting the system fuel cell control system, and if the 4 th bit of the STATUS register stores data of 0, returning to reset the 4 th bit of the STATUS register to be the high level.
16. The fuel cell control system according to claim 14 or 15, characterized in that:
the Peak/hold driving module outputs diagnosis current waveforms of high-side boosting, high-side power supply starting and low-side driving module starting.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911318448.7A CN111169329A (en) | 2019-12-19 | 2019-12-19 | Fuel cell control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911318448.7A CN111169329A (en) | 2019-12-19 | 2019-12-19 | Fuel cell control system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111169329A true CN111169329A (en) | 2020-05-19 |
Family
ID=70622511
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911318448.7A Pending CN111169329A (en) | 2019-12-19 | 2019-12-19 | Fuel cell control system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111169329A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106154079A (en) * | 2015-05-13 | 2016-11-23 | 罗伯特·博世有限公司 | For the method monitoring onboard power system |
| CN111584903A (en) * | 2020-05-22 | 2020-08-25 | 上海捷氢科技有限公司 | Control system applied to fuel cell system |
| CN111769311A (en) * | 2020-06-30 | 2020-10-13 | 上海捷氢科技有限公司 | Hydrogen fuel cell control system |
| CN111880441A (en) * | 2020-06-29 | 2020-11-03 | 北京航天试验技术研究所 | Controller and control method of vehicle-mounted hydrogen supply system |
| CN112277961A (en) * | 2020-10-30 | 2021-01-29 | 合肥工业大学 | STM 32-based fuel cell forklift safety detection and control system |
| CN114826795A (en) * | 2022-04-12 | 2022-07-29 | 南京芯驰半导体科技有限公司 | Ethernet PHY system supporting wake-up function and implementation method |
| CN116404206A (en) * | 2023-06-05 | 2023-07-07 | 西北工业大学 | Control device and control method for cathode open hydrogen fuel cell system |
| CN117423857A (en) * | 2023-10-19 | 2024-01-19 | 上海舜华新能源系统有限公司 | Control system and control method of high-capacity hydrogen storage system |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201681278U (en) * | 2010-05-14 | 2010-12-22 | 马鞍山普优电子科技有限公司 | Novel driving circuit for fuel gas injection valve |
| CN102486131A (en) * | 2010-12-06 | 2012-06-06 | 联创汽车电子有限公司 | Driving diagnosis and protection circuit for fuel injector |
| CN103912391A (en) * | 2013-01-05 | 2014-07-09 | 联创汽车电子有限公司 | Engine oil injection control system |
| CN106207231A (en) * | 2015-06-01 | 2016-12-07 | 现代自动车株式会社 | The progress control method of fuel cell system |
| CN107225988A (en) * | 2017-05-31 | 2017-10-03 | 武汉英泰斯特电子技术有限公司 | A kind of dynamic timing wakes up electric vehicle battery and mends method for electrically and control terminal |
| CN110196565A (en) * | 2019-07-08 | 2019-09-03 | 安徽江淮汽车集团股份有限公司 | A kind of fuel cell car controller |
| US10442373B2 (en) * | 2016-06-16 | 2019-10-15 | Hyundai Motor Company | Battery management system of vehicle with reconnection switch for connection state determination |
| CN110429304A (en) * | 2019-07-23 | 2019-11-08 | 北京九州华海科技有限公司 | A kind of hydrogen fuel cell engine controller for vehicle |
-
2019
- 2019-12-19 CN CN201911318448.7A patent/CN111169329A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN201681278U (en) * | 2010-05-14 | 2010-12-22 | 马鞍山普优电子科技有限公司 | Novel driving circuit for fuel gas injection valve |
| CN102486131A (en) * | 2010-12-06 | 2012-06-06 | 联创汽车电子有限公司 | Driving diagnosis and protection circuit for fuel injector |
| CN103912391A (en) * | 2013-01-05 | 2014-07-09 | 联创汽车电子有限公司 | Engine oil injection control system |
| CN106207231A (en) * | 2015-06-01 | 2016-12-07 | 现代自动车株式会社 | The progress control method of fuel cell system |
| US10442373B2 (en) * | 2016-06-16 | 2019-10-15 | Hyundai Motor Company | Battery management system of vehicle with reconnection switch for connection state determination |
| CN107225988A (en) * | 2017-05-31 | 2017-10-03 | 武汉英泰斯特电子技术有限公司 | A kind of dynamic timing wakes up electric vehicle battery and mends method for electrically and control terminal |
| CN110196565A (en) * | 2019-07-08 | 2019-09-03 | 安徽江淮汽车集团股份有限公司 | A kind of fuel cell car controller |
| CN110429304A (en) * | 2019-07-23 | 2019-11-08 | 北京九州华海科技有限公司 | A kind of hydrogen fuel cell engine controller for vehicle |
Non-Patent Citations (3)
| Title |
|---|
| 代永刚，张世豪，曹慧颖，程剑锋，李杰，解小超: "电机球阀式节温器在发动机冷却系统的应用", 《汽车实用技术》 * |
| 刘兴华，李聪，安晓东，岳广照，陈亚楠: "基于MC33816芯片的共轨喷油器驱动单元的设计", 《汽车实用技术》 * |
| 张全柱，邓永红: "《电力电子学科类毕业设计指导教程》", 31 December 2015 * |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106154079A (en) * | 2015-05-13 | 2016-11-23 | 罗伯特·博世有限公司 | For the method monitoring onboard power system |
| CN111584903A (en) * | 2020-05-22 | 2020-08-25 | 上海捷氢科技有限公司 | Control system applied to fuel cell system |
| CN111880441B (en) * | 2020-06-29 | 2022-04-01 | 北京航天试验技术研究所 | Controller and control method of vehicle-mounted hydrogen supply system |
| CN111880441A (en) * | 2020-06-29 | 2020-11-03 | 北京航天试验技术研究所 | Controller and control method of vehicle-mounted hydrogen supply system |
| CN111769311B (en) * | 2020-06-30 | 2021-10-15 | 上海捷氢科技有限公司 | Hydrogen fuel cell control system |
| CN111769311A (en) * | 2020-06-30 | 2020-10-13 | 上海捷氢科技有限公司 | Hydrogen fuel cell control system |
| CN112277961A (en) * | 2020-10-30 | 2021-01-29 | 合肥工业大学 | STM 32-based fuel cell forklift safety detection and control system |
| CN114826795A (en) * | 2022-04-12 | 2022-07-29 | 南京芯驰半导体科技有限公司 | Ethernet PHY system supporting wake-up function and implementation method |
| CN114826795B (en) * | 2022-04-12 | 2024-01-26 | 南京芯驰半导体科技有限公司 | Ethernet PHY system supporting wake-up function and implementation method |
| CN116404206A (en) * | 2023-06-05 | 2023-07-07 | 西北工业大学 | Control device and control method for cathode open hydrogen fuel cell system |
| CN116404206B (en) * | 2023-06-05 | 2023-08-29 | 西北工业大学 | Control device and control method for cathode open hydrogen fuel cell system |
| CN117423857A (en) * | 2023-10-19 | 2024-01-19 | 上海舜华新能源系统有限公司 | Control system and control method of high-capacity hydrogen storage system |
| CN117423857B (en) * | 2023-10-19 | 2024-05-28 | 上海舜华新能源系统有限公司 | Control system and control method of high-capacity hydrogen storage system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111169329A (en) | Fuel cell control system | |
| EP3492302B1 (en) | Vehicle system | |
| CN106143170B (en) | Energy storage system with range extender and energy management control method | |
| Thounthong et al. | Comparative study of fuel-cell vehicle hybridization with battery or supercapacitor storage device | |
| US10988043B2 (en) | Vehicle and method of charging electric power storage device | |
| CN101685971B (en) | Low-temperature active device and method of vehicle lithium iron phosphate lithium battery | |
| CN110481468B (en) | Automobile dual-power system for L3-level automatic driving and automobile | |
| US20080087479A1 (en) | Power system of hybrid fuel cell bus and control method thereof | |
| KR100867825B1 (en) | Emergency start-up control method for fuel cell hybrid electric vehicle | |
| CN108216086B (en) | DCDC converter of 48V micro-mixing system and control method thereof | |
| CN108631364B (en) | Photovoltaic inverter control system and method compatible with multiple direct current source inputs | |
| US9796270B2 (en) | Power supply system and fuel cell vehicle | |
| KR20220151962A (en) | Vehicle battery emergency charging device, control method thereof and recording medium recording computer readable program for executing the method | |
| CN110293845B (en) | Power failure starting and stopping pond system, power failure starting and stopping pond control method and traffic carrier | |
| CN204055403U (en) | A kind of redundant circuit structure of accessory feed of electric-vehicle-mounted DC/DC device | |
| CN101141014A (en) | Direct current converting device control method of mixed power vehicle | |
| CN112721740A (en) | Offline preheating control method for battery of electric vehicle | |
| CN111942200A (en) | Charging control circuit and control method of vehicle-mounted low-voltage controller | |
| CN211417025U (en) | Integrated four-in-one system for hydrogen fuel cell automobile | |
| CN114243824A (en) | Electric automobile power management module, electric automobile and power management method | |
| CN110901391A (en) | Battery-free power supply system for pure electric vehicle | |
| CN110834569A (en) | Integrated four-in-one system for hydrogen fuel cell automobile | |
| TWI791315B (en) | Control method of vehicle with power conversion device capable of bidirectional power supply | |
| CN220298302U (en) | Control circuit for delayed power-down of hydrogen fuel vehicle | |
| CN215474601U (en) | Electric control system of hydrogen fuel commercial vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20200519 |