CN112993343B - Fuel cell system and control method - Google Patents

Fuel cell system and control method Download PDF

Info

Publication number
CN112993343B
CN112993343B CN202110407143.4A CN202110407143A CN112993343B CN 112993343 B CN112993343 B CN 112993343B CN 202110407143 A CN202110407143 A CN 202110407143A CN 112993343 B CN112993343 B CN 112993343B
Authority
CN
China
Prior art keywords
current
response
fuel cell
response current
voltage
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.)
Active
Application number
CN202110407143.4A
Other languages
Chinese (zh)
Other versions
CN112993343A (en
Inventor
戴丽君
刘然
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Beijing Sinohytec Co Ltd
Original Assignee
Beijing Sinohytec Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Beijing Sinohytec Co Ltd filed Critical Beijing Sinohytec Co Ltd
Priority to CN202110407143.4A priority Critical patent/CN112993343B/en
Publication of CN112993343A publication Critical patent/CN112993343A/en
Application granted granted Critical
Publication of CN112993343B publication Critical patent/CN112993343B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04858—Electric variables
    • H01M8/04895—Current
    • 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
    • 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
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Landscapes

  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (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 system and a control method, wherein the system comprises a fuel cell, an FCU, a VCU and DCDC, wherein the FCU is used for: controlling the actuator to cause the fuel cell to output a response current to the DCDC in accordance with the demand power received from the VCU; if the response current is in a preset current range, determining the actual response current of the fuel cell according to the input power of the DCDC and the output power of the DCDC; and performing closed-loop control on the executing piece according to the actual response current and the expected current so that the actual response current is equal to the expected current, and checking the response current of the fuel cell according to the monitoring parameters of the input end and the output end of the DCDC, so that the closed-loop control can be performed based on the accurate response current, the influence of abnormal monitoring of the sensor is reduced, and the reliability of the system is improved.

Description

Fuel cell system and control method
Technical Field
The present disclosure relates to the field of fuel cell technologies, and more particularly, to a fuel cell system and a control method.
Background
With the increasing pressure of current environmental protection, hydrogen fuel cell technology with zero emissions and high efficiency without pollution is becoming a hotspot for current research and commercialization. Unlike lithium battery and other energy storage devices, fuel cells are essentially energy conversion devices, which convert the chemical energy of hydrogen into electrical energy for driving other electric equipment such as vehicles. In order to ensure that the fuel cell can normally generate electricity, besides the core conversion component galvanic pile, the system also needs to control components such as an air compressor, a hydrogen injector and the like to provide fuel and oxidant, and synchronously needs components such as a radiator, a water pump and the like to discharge waste heat generated by the components. In view of the characteristics of the fuel cell, such as high current and low voltage, DCDC is required to perform voltage transformation operation in most application scenarios.
Generally, a fuel cell system controls the delivery of operating conditions such as fuel and oxidant according to the response current of the fuel cell. The response current of the fuel cell is monitored and collected by a current sensor. In order to reduce system redundancy, current and voltage sensors are generally only arranged at the DCDC input end to monitor the output state of the fuel cell, and meanwhile, the current and voltage sensors are arranged at the DCDC output end to monitor the actual power supply output condition.
Common current sensors, such as hall current sensors, etc., may experience current deviations over long periods of use or in complex electrical environments. If the current sensor is deviated, the closed-loop control of the fuel cell control condition is disturbed, the problems of undergassing, overtemperature and the like of the fuel cell can be caused, serious faults of the fuel cell are caused, and even the safety risk can be caused due to irreversible damage of a fuel cell stack.
Therefore, how to provide a fuel cell system capable of performing closed-loop control based on accurate response current, thereby improving the reliability of the system is a technical problem to be solved at present.
Disclosure of Invention
The invention provides a fuel cell system, which is used for solving the technical problem that the response current of a fuel cell cannot be accurately obtained due to the deviation of a current sensor in the prior art, so that the system reliability is low. The system comprises:
a fuel cell for converting chemical energy of hydrogen into electric energy under control of an actuator;
a fuel cell controller FCU that controls at least the actuator;
the vehicle control unit VCU is used for inputting the required power into the FCU;
the DC power supply converter comprises a DC power supply converter, wherein the input end of the DC power supply converter is connected with a first current sensor and a first voltage sensor, and the output end of the DC power supply converter is connected with a second current sensor and a second voltage sensor and is used for adjusting the response voltage of the fuel cell and outputting a fixed voltage to a load;
the FCU is configured to:
controlling the actuator to cause the fuel cell to output a response current to the DCDC in accordance with the demand power received from the VCU;
if the response current is in a preset current range, determining the actual response current of the fuel cell according to the input power of the DCDC and the output power of the DCDC;
performing closed-loop control on the executing piece according to the actual response current and the expected current so as to enable the actual response current to be equal to the expected current;
wherein the response current is obtained based on the first current sensor, and the desired current is determined according to the required power and a preset power-current curve.
In some embodiments of the present application, the FCU is specifically configured to:
if the response current is in the preset current range and the input power is smaller than the output power or the ratio of the output power to the input power is not in the preset efficiency range, inquiring a preset current-voltage curve of the fuel cell according to the response voltage of the fuel cell, and determining the current theoretical response current of the fuel cell;
determining an input current of the DCDC based on the current actual efficiency, the output power and the response voltage;
determining the actual response current according to the response current, the input current and the current theoretical response current;
the response voltage is acquired based on the first voltage sensor, and the current actual efficiency is determined according to a preset corresponding relation between the response voltage and the actual efficiency.
In some embodiments of the present application, the FCU is further specifically configured to:
determining a first absolute difference value based on the absolute value of the difference between the response current and the current theoretical response current;
determining a second absolute difference value according to the absolute value of the difference value between the input current and the current theoretical response current;
if the first absolute difference is greater than the second absolute difference, the input current is used as the actual response current;
and if the first absolute difference value is not greater than the second absolute difference value, taking the response current as the actual response current.
In some embodiments of the present application, the system further comprises a battery management system BMS, the input power is determined according to the response voltage and the response current, the output power is determined according to the output current obtained from the second current sensor and the output voltage obtained from the second voltage sensor, or the output power is determined according to the output current data and the output voltage data of the DCDC obtained by the VCU from the BMS.
In some embodiments of the present application, the FCU is further specifically configured to:
and if the response current is in the preset current range, the input power is not smaller than the output power and the ratio is in the preset efficiency range, and the response current is taken as the actual response current.
Correspondingly, the invention also provides a control method of the fuel cell system, which comprises the following steps:
a fuel cell for converting chemical energy of hydrogen into electric energy under control of an actuator;
a fuel cell controller FCU that controls at least the actuator;
the vehicle control unit VCU is used for inputting the required power into the FCU;
the DC power supply converter comprises a DC power supply converter, wherein the input end of the DC power supply converter is connected with a first current sensor and a first voltage sensor, and the output end of the DC power supply converter is connected with a second current sensor and a second voltage sensor and is used for adjusting the response voltage of the fuel cell and outputting a fixed voltage to a load;
the method is applied to the FCU and comprises the following steps:
controlling the actuator to cause the fuel cell to output a response current to the DCDC in accordance with the demand power received from the VCU;
if the response current is in a preset current range, determining the actual response current of the fuel cell according to the input power of the DCDC and the output power of the DCDC;
performing closed-loop control on the executing piece according to the actual response current and the expected current so as to enable the actual response current to be equal to the expected current;
wherein the response current is obtained based on the first current sensor, and the desired current is determined according to the required power and a preset power-current curve.
In some embodiments of the present application, if the response current is in a preset current range, determining an actual response current of the fuel cell according to the input power of the DCDC and the output power of the DCDC, specifically:
if the response current is in the preset current range and the input power is smaller than the output power or the ratio of the output power to the input power is not in the preset efficiency range, inquiring a preset current-voltage curve of the fuel cell according to the response voltage of the fuel cell, and determining the current theoretical response current of the fuel cell;
determining an input current of the DCDC based on the current actual efficiency, the output power and the response voltage;
determining the actual response current according to the response current, the input current and the current theoretical response current;
the response voltage is acquired based on the first voltage sensor, and the current actual efficiency is determined according to a preset corresponding relation between the response voltage and the actual efficiency.
In some embodiments of the present application, the actual response current is determined according to the response current, the input current and the current theoretical response current, specifically:
determining a first absolute difference value based on the absolute value of the difference between the response current and the current theoretical response current;
determining a second absolute difference value according to the absolute value of the difference value between the input current and the current theoretical response current;
if the first absolute difference is greater than the second absolute difference, the input current is used as the actual response current;
and if the first absolute difference value is not greater than the second absolute difference value, taking the response current as the actual response current.
In some embodiments of the present application, the system further comprises a battery management system BMS, the input power is determined according to the response voltage and the response current, the output power is determined according to the output current obtained from the second current sensor and the output voltage obtained from the second voltage sensor, or the output power is determined according to the output current data and the output voltage data of the DCDC obtained by the VCU from the BMS.
In some embodiments of the present application, the method further comprises:
and if the response current is in the preset current range, the input power is not smaller than the output power and the ratio is in the preset efficiency range, and the response current is taken as the actual response current.
Compared with the prior art, the invention has the following beneficial effects:
the invention discloses a fuel cell system and a control method, wherein the system comprises a fuel cell, an FCU, a VCU and DCDC, wherein the FCU is used for: controlling the actuator to cause the fuel cell to output a response current to the DCDC in accordance with the demand power received from the VCU; if the response current is in a preset current range, determining the actual response current of the fuel cell according to the input power of the DCDC and the output power of the DCDC; and performing closed-loop control on the executing piece according to the actual response current and the expected current so that the actual response current is equal to the expected current, checking the response current of the fuel cell according to the monitoring parameters of the input end and the output end of the DCDC, and performing closed-loop control based on the accurate response current.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly introduced below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 shows a schematic structural diagram of a fuel cell system according to an embodiment of the present invention;
fig. 2 is a flow chart schematically showing a control method of a fuel cell system according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of the correction of fuel cell response current based on the DC output current and voltage from VCU in an embodiment of the invention;
fig. 4 is a flow chart schematically showing a control method of a fuel cell system according to another embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
The terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present application, unless otherwise indicated, the meaning of "a plurality" is two or more.
The present invention provides a fuel cell system, as shown in fig. 1, comprising:
a fuel cell 1 for converting chemical energy of hydrogen into electric energy under control of an actuator 2;
FCU (Fuel Cell Engine Control Unit, fuel cell controller) 3 controlling at least the actuator 2;
a VCU (Vehicle Control Unit, vehicle controller) 4 for inputting a required power into the FCU3;
the direct current power supply converter DCDC5, the input end of the DCDC5 is connected with a first current sensor and a first voltage sensor, the output end of the DCDC5 is connected with a second current sensor and a second voltage sensor, and the direct current power supply converter DCDC5 is used for adjusting the response voltage of the fuel cell 1 and outputting a fixed voltage to a load;
the FCU3 is configured to:
controlling the actuator 2 according to the required power received from the VCU4 so that the fuel cell 1 outputs a response current to the DCDC5;
if the response current is in a preset current range, determining the actual response current of the fuel cell 1 according to the input power of the DCDC5 and the output power of the DCDC5;
performing closed-loop control on the actuator 2 according to the actual response current and the expected current so that the actual response current is equal to the expected current;
wherein the response current is obtained based on the first current sensor, and the desired current is determined according to the required power and a preset power-current curve.
In this embodiment, the FCU3 may communicate with the VCU4 in a wired or wireless manner, after the fuel cell system is started and initialized, the VCU4 may determine the current required power, when the FCU3 receives the required power sent by the VCU4, the FCU3 queries a preset power-current curve (i.e., a P-I curve) according to the required power to obtain a desired current, and controls the executing member 2 according to the desired current, so that the fuel cell 1 generates a response current, and an output end of the fuel cell 1 is connected to an input end of the DCDC5 and outputs the response current to the DCDC5.
The response current is obtained through a first current sensor at the input end of the DCDC5, if the response current is in a preset current range, the response current is normal, the actual response current of the fuel cell is determined according to the input power of the DCDC5 and the output power of the DCDC5, and then the actuator 2 is subjected to closed-loop control according to the actual response current and the expected current so that the actual response current is equal to the expected current. The specific process of the above closed-loop control will be obvious to those skilled in the art, and will not be described herein.
In some embodiments of the present application, the actuator 2 includes an air path actuator for controlling an air parameter of the fuel cell, a hydrogen path actuator for controlling a hydrogen parameter of the fuel cell, and a cooling path actuator for controlling an operating temperature of the fuel cell. The air path performing part may include an air compressor and a throttle valve, the hydrogen path performing part may include a hydrogen injector and a hydrogen circulation pump, and the cooling path performing part may include a water pump and a thermostat.
In some embodiments of the present application, if the response current is not within the preset current range, an alarm fault is output.
In order to reliably determine the actual response current of the fuel cell 1, in some embodiments of the present application, the FCU3 is specifically configured to:
if the response current is in the preset current range and the input power is smaller than the output power or the ratio of the output power to the input power is not in the preset efficiency range, inquiring a preset current-voltage curve of the fuel cell 1 according to the response voltage of the fuel cell 1, and determining the current theoretical response current of the fuel cell 1;
determining an input current of the DCDC5 from the current actual efficiency, the output power and the response voltage;
determining the actual response current according to the response current, the input current and the current theoretical response current;
the response voltage is acquired based on the first voltage sensor, and the current actual efficiency is determined according to a preset corresponding relation between the response voltage and the actual efficiency.
In this embodiment, if the response current is in the preset current range and the input power of the DCDC5 is smaller than the output power, or the response current is in the preset current range and the ratio of the output power to the input power is not in the preset efficiency range, this indicates that there is a mismatch between the response current of the fuel cell 1 and the output current of the DCDC5, and the response current may be different from the actual response current. In order to reliably determine the actual response current of the fuel cell 1, the response voltage of the fuel cell 1 is acquired based on the first voltage sensor, a preset current-voltage curve (i.e., I-V curve) of the fuel cell 1 is queried from the response voltage, and the present theoretical response current of the fuel cell 1 is determined.
Then determining the current actual efficiency of the DCDC5 according to the preset corresponding relation between the response voltage and the actual efficiency, determining the input current of the DCDC5 according to the current actual efficiency, the output power and the response voltage, and specifically calculating the input current of the DCDC5 according to a formula I_dc=pdc_out/eta/V_fc, wherein I_dc is the input current, pdc_out is the output power, eta is the current actual efficiency, V_fc is the response voltage, and eta is determined according to the preset corresponding relation between the response voltage V_fc and the actual efficiency. And finally, respectively comparing the response current and the input current with the current theoretical response current to determine the actual response current.
It should be noted that the solution of the above embodiment is only one specific implementation solution proposed in the present application, and other ways of determining the actual response current of the fuel cell 1 according to the input power of the DCDC5 and the output power of the DCDC5 are all within the protection scope of the present application.
In order to ensure the reliability of the fuel cell system, in some embodiments of the present application, the FCU3 is further specifically configured to:
determining a first absolute difference value based on the absolute value of the difference between the response current and the current theoretical response current;
determining a second absolute difference value according to the absolute value of the difference value between the input current and the current theoretical response current;
if the first absolute difference is greater than the second absolute difference, the input current is used as the actual response current;
and if the first absolute difference value is not greater than the second absolute difference value, taking the response current as the actual response current.
In this embodiment, if the first absolute difference is greater than the second absolute difference, it is indicated that the input current has higher accuracy than the response current, and thus the input current is taken as the actual response current; correspondingly, if the first absolute difference is not greater than the second absolute difference, the response current is regarded as the actual response current with higher accuracy compared with the input current.
In order to reliably determine the actual response current, in some embodiments of the application, the system further comprises a battery management system BMS, the input power being determined from the response voltage and the response current, the output power being determined from the output current obtained from the second current sensor and the output voltage obtained from the second voltage sensor, or the output power being determined from the output current data and the output voltage data of the DCDC5 obtained from the BMS by the VCU 4.
In this embodiment, the input power of the DCDC5 is determined by the product of the response voltage and the response current, and the output power of the DCDC5 can be determined in two ways, the first way is to determine the output power according to the product of the output current obtained from the second current sensor and the output voltage obtained from the second voltage sensor; the second way is to determine the output power according to the output current data and the output voltage data of the DCDC5 obtained by the VCU4 slave BMS (Battery Management System ), specifically, the VCU4 slave BMS obtains the output current data and the output voltage data of the DCDC5 first, and then sends the output current data and the output voltage data to the FCU3, so that the FCU3 determines the output power.
The second mode does not acquire the output current and the output voltage through the second current sensor and the second voltage sensor, but acquires the output current and the output voltage from monitoring data of the BMS, so that the response current is corrected, the influence of abnormal monitoring of the sensor is reduced, and the robustness of the system is enhanced.
Optionally, in some embodiments of the present application, if the fuel cell system is under a preset laboratory condition, the VCU is replaced by an upper computer, the required power is sent to the FCU by the upper computer, and the output power is determined according to output current data and output voltage data of the load. Therefore, the response current can be corrected according to the monitoring data of the load end, and the influence of abnormal monitoring of the sensor is reduced.
In order to ensure the reliability of the fuel cell system, in some embodiments of the present application, the FCU3 is further specifically configured to:
and if the response current is in the preset current range, the input power is not smaller than the output power and the ratio is in the preset efficiency range, and the response current is taken as the actual response current.
In this embodiment, if the response current is in the preset current range, the input power is not less than the output power, and the ratio is in the preset efficiency range, which means that the response current of the fuel cell 1 matches the output current of the DCDC5 at this time, the response current may be used as the actual response current.
By applying the above technical solution, in a fuel cell system including a fuel cell, an FCU, a VCU, and DCDC, the FCU is configured to: controlling the actuator to cause the fuel cell to output a response current to the DCDC in accordance with the demand power received from the VCU; if the response current is in a preset current range, determining the actual response current of the fuel cell according to the input power of the DCDC and the output power of the DCDC; and performing closed-loop control on the executing piece according to the actual response current and the expected current so that the actual response current is equal to the expected current, checking the response current of the fuel cell according to the monitoring parameters of the input end and the output end of the DCDC, and performing closed-loop control based on the accurate response current.
In order to further explain the technical idea of the invention, the technical scheme of the invention is described with specific application scenarios.
An embodiment of the present invention provides a control method of a fuel cell system, as shown in fig. 2, including the steps of:
step S201, start.
Step S202, initializing the system, namely automatically checking whether the communication and the in-situ numerical values of all monitoring sensors are normal after the system is powered on.
In step S203, the system is started, the FCU receives the required power sent by the upper computer or the VCU, and the corresponding expected current is obtained according to a standard P-I curve table obtained by calibration during system design. The system actuators such as air compressors, throttles, hydrogen injectors, hydrogen circulation pumps, water pumps are controlled according to desired currents to provide corresponding fuel and oxidant supplies and corresponding operating temperatures.
Step S204 is executed to determine whether the fuel cell response current i_fc is within the preset current range, if yes, step S205 is executed, otherwise step S210 is executed.
Step S205, calculating corresponding power P according to the monitored response current and response voltage of the fuel cell FC The output power pdc_out is determined from the output current obtained from the current sensor of the DCDC output terminal and the output voltage obtained from the voltage sensor of the DCDC output terminal at the same time. Judging whether or not P FC Not less than pdc_out and pdc_out/P FC ∈[a b]If yes, go to step S206, otherwise go to step S207, wherein [ a b ]]Is the normal working efficiency range of DCDC.
In step S206, the response current i_fc of the fuel cell is taken as the actual response current of the fuel cell.
Step S207, if it is determined that P FC < pdc_out or pdc_out/P FC ∉[a b]The fact that the response current of the fuel cell is not matched with the DCDC output current is described, at the moment, the characteristic I-V curve of the fuel cell can be inquired according to the response voltage V_fc of the fuel cell, and the corresponding theoretical fuel cell current I_est at the moment is found; the corresponding estimated DCDC input current i_dc is inversely deduced by DCDC efficiency η (corresponding formula: i_dc=pdc_out/η/v_fc), and the absolute difference between each of i_fc and i_dc and i_est is compared. Wherein eta is the actual efficiency of DCDC under the corresponding voltage, and corresponding data can be obtained by testing of DCDC manufacturers. Determine if I_fc-I_est>I_dc-i_est, if step S208 is performed, otherwise step S206 is performed.
If |i_fc-i_est| is not greater than |i_dc-i_est|, i_fc is closer to i_est, which means that the DCDC input monitoring accuracy is high, and step S206 is performed.
Step S208, if |i_fc-i_est| > i_dc-i_est|, indicates that i_dc is closer to i_est, indicates that DCDC output monitoring accuracy is high, and takes input current i_dc as actual response current of the fuel cell.
Step S209, taking the actual response current I of the fuel cell to perform the closed-loop control of the working condition.
Step S210, outputting an alarm failure.
Step S211, when a shutdown instruction is received, shutdown is performed.
In addition, as shown in fig. 3, as another embodiment, the output power pdc_out of the DCDC may be determined according to the output current data and the output voltage data of the DCDC obtained from the BMS of the VCU, and the output current and the output voltage of the DCDC are obtained from the monitoring data of the BMS, so as to correct the response current of the fuel cell, reduce the influence of the monitoring abnormality of the sensor, and enhance the robustness of the system.
Corresponding to the fuel cell system in the embodiment of the present application, the embodiment of the present application further provides a control method of the fuel cell system, where the system includes:
a fuel cell for converting chemical energy of hydrogen into electric energy under control of an actuator;
a fuel cell controller FCU that controls at least the actuator;
the vehicle control unit VCU is used for inputting the required power into the FCU;
the DC power supply converter comprises a DC power supply converter, wherein the input end of the DC power supply converter is connected with a first current sensor and a first voltage sensor, and the output end of the DC power supply converter is connected with a second current sensor and a second voltage sensor and is used for adjusting the response voltage of the fuel cell and outputting a fixed voltage to a load;
the method is applied to the FCU, as shown in fig. 4, and includes the following steps:
step S401, controlling the actuator according to the required power received from the VCU, so that the fuel cell outputs a response current to the DCDC.
Step S402, if the response current is in the preset current range, determining an actual response current of the fuel cell according to the input power of the DCDC and the output power of the DCDC.
Wherein the response current is acquired based on the first current sensor.
In order to reliably determine the actual response current of the fuel cell, in some embodiments of the present application, if the response current is in a preset current range, the actual response current of the fuel cell is determined according to the input power of the DCDC and the output power of the DCDC, which specifically includes:
if the response current is in the preset current range and the input power is smaller than the output power or the ratio of the output power to the input power is not in the preset efficiency range, inquiring a preset current-voltage curve of the fuel cell according to the response voltage of the fuel cell, and determining the current theoretical response current of the fuel cell;
determining an input current of the DCDC based on the current actual efficiency, the output power and the response voltage;
determining the actual response current according to the response current, the input current and the current theoretical response current;
the response voltage is acquired based on the first voltage sensor, and the current actual efficiency is determined according to a preset corresponding relation between the response voltage and the actual efficiency.
In order to ensure the reliability of the fuel cell system, in some embodiments of the present application, the actual response current is determined according to the response current, the input current and the current theoretical response current, specifically:
determining a first absolute difference value based on the absolute value of the difference between the response current and the current theoretical response current;
determining a second absolute difference value according to the absolute value of the difference value between the input current and the current theoretical response current;
if the first absolute difference is greater than the second absolute difference, the input current is used as the actual response current;
and if the first absolute difference value is not greater than the second absolute difference value, taking the response current as the actual response current.
In order to reliably determine the actual response current, in some embodiments of the application, the system further comprises a battery management system BMS, the input power being determined from the response voltage and the response current, the output power being determined from the output current obtained from the second current sensor and the output voltage obtained from the second voltage sensor, or the output power being determined from the output current data and the output voltage data of the DCDC obtained by the VCU from the BMS.
In order to ensure reliability of the fuel cell system, in some embodiments of the present application, the method further comprises:
and if the response current is in the preset current range, the input power is not smaller than the output power and the ratio is in the preset efficiency range, and the response current is taken as the actual response current.
And step S403, performing closed-loop control on the executing piece according to the actual response current and the expected current so as to enable the actual response current to be equal to the expected current.
Wherein the desired current is determined from the required power and a preset power-current curve.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof; although the present application has been described in detail with reference to the foregoing embodiments, one of ordinary skill in the art will appreciate that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not drive the essence of the corresponding technical solutions to depart from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims (8)

1. A fuel cell system comprising:
a fuel cell for converting chemical energy of hydrogen into electric energy under control of an actuator;
a fuel cell controller FCU that controls at least the actuator;
the vehicle control unit VCU is used for inputting the required power into the FCU;
the DC power supply converter comprises a DC power supply converter, wherein the input end of the DC power supply converter is connected with a first current sensor and a first voltage sensor, and the output end of the DC power supply converter is connected with a second current sensor and a second voltage sensor and is used for adjusting the response voltage of the fuel cell and outputting a fixed voltage to a load;
the FCU is characterized in that the FCU is used for:
controlling the actuator to cause the fuel cell to output a response current to the DCDC in accordance with the demand power received from the VCU;
if the response current is in a preset current range, determining the actual response current of the fuel cell according to the input power of the DCDC and the output power of the DCDC;
performing closed-loop control on the executing piece according to the actual response current and the expected current so as to enable the actual response current to be equal to the expected current;
wherein the response current is obtained based on the first current sensor, and the expected current is determined according to the required power and a preset power-current curve;
the FCU is specifically configured to:
if the response current is in the preset current range and the input power is smaller than the output power or the ratio of the output power to the input power is not in the preset efficiency range, inquiring a preset current-voltage curve of the fuel cell according to the response voltage of the fuel cell, and determining the current theoretical response current of the fuel cell;
determining an input current of the DCDC based on the current actual efficiency, the output power and the response voltage;
determining the actual response current according to the response current, the input current and the current theoretical response current;
the response voltage is acquired based on the first voltage sensor, and the current actual efficiency is determined according to a preset corresponding relation between the response voltage and the actual efficiency.
2. The system of claim 1, wherein the FCU is further specifically configured to:
determining a first absolute difference value based on the absolute value of the difference between the response current and the current theoretical response current;
determining a second absolute difference value according to the absolute value of the difference value between the input current and the current theoretical response current;
if the first absolute difference is greater than the second absolute difference, the input current is used as the actual response current;
and if the first absolute difference value is not greater than the second absolute difference value, taking the response current as the actual response current.
3. The system of claim 1, further comprising a battery management system BMS, the input power being determined according to the response voltage and the response current, the output power being determined according to an output current obtained from the second current sensor and an output voltage obtained from the second voltage sensor, or the output power being determined according to output current data and output voltage data of the DCDC obtained from the BMS by the VCU.
4. The system of claim 1, wherein the FCU is further specifically configured to:
and if the response current is in the preset current range, the input power is not smaller than the output power and the ratio is in the preset efficiency range, and the response current is taken as the actual response current.
5. A control method of a fuel cell system, the system comprising:
a fuel cell for converting chemical energy of hydrogen into electric energy under control of an actuator;
a fuel cell controller FCU that controls at least the actuator;
the vehicle control unit VCU is used for inputting the required power into the FCU;
the DC power supply converter comprises a DC power supply converter, wherein the input end of the DC power supply converter is connected with a first current sensor and a first voltage sensor, and the output end of the DC power supply converter is connected with a second current sensor and a second voltage sensor and is used for adjusting the response voltage of the fuel cell and outputting a fixed voltage to a load;
characterized in that the method is applied to the FCU, comprising:
controlling the actuator to cause the fuel cell to output a response current to the DCDC in accordance with the demand power received from the VCU;
if the response current is in a preset current range, determining the actual response current of the fuel cell according to the input power of the DCDC and the output power of the DCDC;
performing closed-loop control on the executing piece according to the actual response current and the expected current so as to enable the actual response current to be equal to the expected current;
wherein the response current is obtained based on the first current sensor, and the expected current is determined according to the required power and a preset power-current curve;
if the response current is in the preset current range, determining the actual response current of the fuel cell according to the input power of the DCDC and the output power of the DCDC, specifically:
if the response current is in the preset current range and the input power is smaller than the output power or the ratio of the output power to the input power is not in the preset efficiency range, inquiring a preset current-voltage curve of the fuel cell according to the response voltage of the fuel cell, and determining the current theoretical response current of the fuel cell;
determining an input current of the DCDC based on the current actual efficiency, the output power and the response voltage;
determining the actual response current according to the response current, the input current and the current theoretical response current;
the response voltage is acquired based on the first voltage sensor, and the current actual efficiency is determined according to a preset corresponding relation between the response voltage and the actual efficiency.
6. The method according to claim 5, wherein the actual response current is determined from the response current, the input current and the current theoretical response current, in particular:
determining a first absolute difference value based on the absolute value of the difference between the response current and the current theoretical response current;
determining a second absolute difference value according to the absolute value of the difference value between the input current and the current theoretical response current;
if the first absolute difference is greater than the second absolute difference, the input current is used as the actual response current;
and if the first absolute difference value is not greater than the second absolute difference value, taking the response current as the actual response current.
7. The method of claim 5, wherein the system further comprises a battery management system BMS, the input power is determined according to the response voltage and the response current, the output power is determined according to an output current obtained from the second current sensor and an output voltage obtained from the second voltage sensor, or the output power is determined according to output current data and output voltage data of the DCDC obtained from the BMS by the VCU.
8. The method of claim 5, wherein the method further comprises:
and if the response current is in the preset current range, the input power is not smaller than the output power and the ratio is in the preset efficiency range, and the response current is taken as the actual response current.
CN202110407143.4A 2021-04-15 2021-04-15 Fuel cell system and control method Active CN112993343B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202110407143.4A CN112993343B (en) 2021-04-15 2021-04-15 Fuel cell system and control method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202110407143.4A CN112993343B (en) 2021-04-15 2021-04-15 Fuel cell system and control method

Publications (2)

Publication Number Publication Date
CN112993343A CN112993343A (en) 2021-06-18
CN112993343B true CN112993343B (en) 2023-06-27

Family

ID=76340711

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202110407143.4A Active CN112993343B (en) 2021-04-15 2021-04-15 Fuel cell system and control method

Country Status (1)

Country Link
CN (1) CN112993343B (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116101066B (en) * 2023-04-12 2023-06-23 北京重塑风光氢能科技有限公司 Fault diagnosis and processing method and system for current sensor of fuel cell system

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110861538B (en) * 2019-11-01 2021-11-12 深圳国氢新能源科技有限公司 Fuel cell automobile hybrid power control method and system
CN111244508B (en) * 2020-01-16 2021-12-28 深圳市南科动力科技有限公司 High-response fuel cell system control method
CN112615028B (en) * 2020-12-02 2022-03-01 东风汽车集团有限公司 Gas supply control method of fuel cell automobile and fuel cell controller

Also Published As

Publication number Publication date
CN112993343A (en) 2021-06-18

Similar Documents

Publication Publication Date Title
US10723236B2 (en) Electrical vehicle system with converters to share power between fuel, cell, high voltage battery and low voltage battery
US11329302B2 (en) Control method and system of fuel cell system
US8778549B2 (en) Fuel cell system
US20160006060A1 (en) Method of controlling operation of fuel cell system
US11688869B2 (en) Method and control unit for conditioning a fuel cell stack
KR101684112B1 (en) Method for maintaining stability of system of fuel cell vehicle
US20120013289A1 (en) Fuel cell system, and electric vehicle equipped with the fuel cell system
CA2727807A1 (en) Fuel cell stabilisation system and method
KR20210057623A (en) Apparatus for diagnosing failure of fuel cell system and method thereof
JP2007149574A (en) Fuel cell system
CN115663241B (en) Method for monitoring service life of fuel cell stack
CN112993343B (en) Fuel cell system and control method
US8710790B2 (en) Fuel cell system, and electric vehicle equipped with the fuel cell system
KR20120085322A (en) Controlling fuel cell
CN117766815A (en) Automatic generation method of all-vanadium redox flow battery operation and maintenance strategy based on knowledge graph
KR20140086698A (en) Start performance method for fuel cell vehicle
KR101023618B1 (en) Fuel Cell System
KR101780288B1 (en) Integrated Fuel Cell Control System and Operational Method Thereof
US20070087232A1 (en) Capacitor hybrid fuel cell power generator
AU2014280541B2 (en) Operation of fuel cells
KR20200037349A (en) Method for operating fuel cell and controller therefor
CN113285105A (en) Fuel cell system and control method thereof
US20100086815A1 (en) Fuel cell system
US7862940B2 (en) Managing MEA hydration cycling life
US20150224894A1 (en) Method for diagnosing fuel cell stack

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
GR01 Patent grant
GR01 Patent grant