CN114905984A - Hydrogen fuel electrical control system and method - Google Patents
Hydrogen fuel electrical control system and method Download PDFInfo
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- CN114905984A CN114905984A CN202210828655.2A CN202210828655A CN114905984A CN 114905984 A CN114905984 A CN 114905984A CN 202210828655 A CN202210828655 A CN 202210828655A CN 114905984 A CN114905984 A CN 114905984A
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- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
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- 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
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- 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
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- 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
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- Mechanical Engineering (AREA)
- Fuel Cell (AREA)
Abstract
The application discloses a hydrogen fuel electrical control system and a hydrogen fuel electrical control method, mainly relates to the technical field of electrical control, and is used for solving the problems that the existing electrical control system is wasted in resources, a heat dissipation framework is yet to be optimized and the like. The method comprises the following steps: a high voltage power distribution loop, a low voltage power distribution loop, a CAN network architecture; the high-voltage distribution loop comprises an all-in-one controller which is respectively connected with the power battery, the motor controller and the boosting DC/DC converter; the motor controller is also connected with the motor; the boosting DC/DC converter is also respectively connected with the fuel cell system, the first 3KWDC/DC converter, the heater and the air compressor; the low-voltage distribution loop comprises a second 3KWDC/DC converter inside the all-in-one controller, and the second 3KWDC/DC converter is respectively connected with the fuel cell controller, the fuel cell heat dissipation water pump and the storage battery; the first 3KWDC/DC converter is connected with the radiator; the CAN network architecture comprises: the CAN network architecture includes a CANA line and a CANB line. The electric control system is optimized through the method, and the quick response of signals is realized.
Description
Technical Field
The application relates to the technical field of electrical control, in particular to a hydrogen fuel electrical control system and method.
Background
At present, with the deterioration of atmospheric environment, the non-regeneration of fossil resources, the pursuit of people for low-carbon life and the increase of social energy conservation and emission reduction pressure, new energy becomes a main flow path for the development of automobile technology, however, hybrid and pure electricity are expected to coexist for a long time due to mileage factors such as batteries. Hydrogen energy is praised as an ultimate clean energy by many experts, and is the most environmentally-friendly and easily available energy.
The problems existing in the current situation are as follows:
1. the fuel cell vehicle is not smoothly pushed due to the cost restriction and the non-scale matching of the fuel cell system;
2. the peripheral auxiliary systems are packaged by a fuel electric system supplier, and all control strategies are mastered by the fuel battery supplier, so that the long-term development of fuel electric vehicles of the whole vehicle factory is not facilitated;
3. in the aspect of heat dissipation, the whole vehicle system is independent from the fuel-electric system, resource waste occurs, and the heat dissipation architecture is yet to be optimized.
Disclosure of Invention
In view of the above-mentioned deficiencies of the prior art, the present invention provides an electrical control system and method for hydrogen fuel to solve the above-mentioned technical problems.
In a first aspect, the present application provides a hydrogen fueled electrical control system, the system comprising: a high voltage power distribution loop, a low voltage power distribution loop, a CAN network architecture; the high-voltage distribution loop comprises a power battery, an all-in-one controller, a motor, a fuel cell system, a boosting DC/DC converter, a first 3KWDC/DC converter, a heater and an air compressor; wherein, the all-in-one controller is respectively connected with the power battery, the motor controller and the boost DC/DC converter; the motor controller is also connected with the motor; the boosting DC/DC converter is also respectively connected with the fuel cell system, the first 3KWDC/DC converter, the heater and the air compressor; the low-voltage distribution circuit also comprises: the second 3KWDC/DC converter is arranged inside the all-in-one controller; further comprising: fuel cell controller, fuel cell heat-dissipating water pump, radiator, storage battery; wherein, the second 3KWDC/DC converter inside the all-in-one controller is respectively connected with the fuel cell controller, the fuel cell heat dissipation water pump and the storage battery; the first 3KWDC/DC converter is connected with the radiator; the CAN network architecture also includes: the system comprises an all-in-one controller, a motor controller, a first 3KWDC/DC converter, a boost DC/DC converter, a fuel cell system and a radiator; further comprising: the system comprises a battery management system, an instrument, an electronic thermostat, a hydrogen supply system and a vehicle control unit; the CAN network architecture comprises a CANA line and a CANB line; the CANA line is respectively connected with the all-in-one controller, the motor controller, the battery management system, the instrument and the whole vehicle controller; the CANB line is respectively connected with the first 3KW DC/DC converter, the boost DC/DC converter, the fuel cell system, the radiator, the electronic thermostat, the hydrogen supply system and the whole vehicle controller.
Further, the radiator is an FC ATS radiator.
Further, the boost DC/DC converter is also connected to the fuel cell engine auxiliary system.
Further, the high voltage power distribution circuit further comprises: a high voltage accessory; the high-voltage accessory is connected with the all-in-one controller.
Further, the all-in-one controller is used for providing pre-charging and power distribution for the motor controller; the fuel cell and the boost DC/DC converter charge the power cell.
In a second aspect, the present application provides a hydrogen fuel electrical control method, characterized in that the method comprises: receiving a KEY ON signal to wake up the vehicle controller, and then controlling a main contactor of the all-in-one controller to be closed so as to provide high voltage for a motor controller and a motor; the vehicle control unit is also used for receiving the START signal and controlling the vehicle to run after receiving the START signal; the vehicle controller is used for detecting whether the vehicle is abnormal or not and receiving a driver demand instruction; the vehicle control unit is used for acquiring the charge state of the power battery uploaded by the power battery system, and the vehicle control unit sends a corresponding demand instruction according to the charge state of the power battery to control the work of the fuel battery system; the vehicle control unit is used for detecting whether the whole vehicle is abnormal or not, and determining a fault level corresponding to the vehicle abnormality when the vehicle control unit detects that the whole vehicle is abnormal; determining a processing mode according to the fault grade; and simultaneously, the fault is fed back to the instrument for display, and a driver is prompted to carry out corresponding fault treatment.
Further, the vehicle control unit sends out a corresponding demand instruction according to the state of charge of the power battery to control the operation of the fuel cell system, and specifically comprises: when the state of charge of the power battery is more than 80%, the whole vehicle controller controls the fuel battery not to work; controlling the fuel cell to run at half power when the state of charge of the power cell is between 50% and 80%; and when the charge state of the power battery is less than 50%, controlling the fuel battery to run at full power.
Further, the fault classes include: primary fault, secondary fault, tertiary fault; determining a processing mode according to the fault grade, which specifically comprises the following steps: first-stage failure: prompting the driver without processing; secondary failure: reducing the motor power of a preset numerical value; and (3) three-stage fault: and after parking is prompted, controlling the system to discharge high voltage electricity.
As can be appreciated by those skilled in the art, the present invention has at least the following beneficial effects:
the centralized automatic control of the high-voltage distribution loop and the low-voltage distribution loop is realized through the CAN network architecture, the whole vehicle controller is used as a gateway to control the fuel cell system and the whole vehicle distribution (the high-voltage distribution loop and the low-voltage distribution loop) system, the complete autonomy of important strategies CAN be realized, and the controller has long-term significance for the application of fuel cells. The responsibility division of a low-voltage power distribution system can be reasonably carried out, and reasonable power distribution and optimal control can be realized. The original pure electric vehicle part and the heat dissipation system of the hydrogen fuel part can be optimized and integrated, the heat dissipation of the boost DC/DC converter and the first 3KWDC/DC converter is merged into the original pure electric heat dissipation system, the fuel cell stack independently dissipates heat, and the unreasonable heat dissipation condition caused by the packaging of the fuel cell system is avoided. The states of all the safety sensors are received by the vehicle control unit, and the vehicle control unit can make a faster response in the safety angle of the system.
Drawings
Some embodiments of the disclosure are described below with reference to the accompanying drawings, in which:
fig. 1 is a schematic diagram of an internal structure of a high-voltage power distribution circuit of a hydrogen fuel electrical control system according to an embodiment of the present application.
Fig. 2 is a schematic diagram of an internal structure of a low-voltage power distribution loop of a hydrogen-fueled electrical control system according to an embodiment of the present application.
Fig. 3 is a schematic diagram of an internal structure of a CAN network architecture of a hydrogen-fueled electrical control system according to an embodiment of the present disclosure.
Fig. 4 is a flowchart of an electrical control method for hydrogen fuel according to an embodiment of the present application.
Reference numerals: 1. a high voltage power distribution circuit; 2. a low voltage power distribution loop; 3. a CAN network architecture; 4. a high voltage accessory; 5. a power battery; 6. an all-in-one controller; 7. a motor controller; 8. a motor; 9. a fuel cell system; 10. a boost DC/DC converter; 11. a first 3KWDC/DC converter; 12. a heater; 13. an air compressor; 14. a second 3KWDC/DC converter; 15. a vehicle control unit, 16, a fuel cell controller; 17. a fuel cell heat-dissipating water pump; 18. a heat sink; 19. a storage battery; 20. a battery management system; 21. a meter; 22. an electronic thermostat; 23. a hydrogen supply system.
Detailed Description
It should be understood by those skilled in the art that the embodiments described below are only preferred embodiments of the present disclosure, and do not mean that the present disclosure can be implemented only by the preferred embodiments, which are merely for explaining the technical principles of the present disclosure and are not intended to limit the scope of the present disclosure. All other embodiments that can be derived by one of ordinary skill in the art from the preferred embodiments provided by the disclosure without undue experimentation will still fall within the scope of the disclosure.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or apparatus that comprises the element.
The technical solutions proposed in the embodiments of the present application are described in detail below with reference to the accompanying drawings.
Fig. 1 is an electrical control system for hydrogen fuel according to an embodiment of the present application. As shown in fig. 1 to 3, a system provided in an embodiment of the present application mainly includes: a high-voltage distribution loop 1, a low-voltage distribution loop 2 and a CAN network architecture 3.
As shown in fig. 1, the high-voltage power distribution circuit 1 includes a power battery 5, an all-in-one controller 6, a motor controller 7, a motor 8, a fuel cell system 9, a boost DC/DC converter 10, a first 3KWDC/DC converter 11, a heater 12, and an air compressor 13; wherein, the all-in-one controller 6 is respectively connected with the power battery 5, the motor controller 7 and the boost DC/DC converter 10; the motor controller 7 is also connected with a motor 8; the boost DC/DC converter 10 is also connected to the fuel cell system 9, the first 3KWDC/DC converter 11, the heater 12, and the air compressor 13, respectively. Wherein the all-in-one controller 6 is used for providing pre-charging and power distribution for the motor controller 7.
In addition, the boost DC/DC converter 10 may also be connected to a fuel cell engine auxiliary system to enable power supply to the fuel cell. The high voltage distribution circuit 1 may further comprise: a high voltage accessory 4; the high-voltage accessory 4 is connected to an all-in-one controller 6.
As shown in fig. 2, the low-voltage distribution circuit 2 also includes: an all-in-one controller 6; the all-in-one controller also comprises a second 3KWDC/DC converter; further comprising: a fuel cell controller 16, a fuel cell heat-dissipating water pump 17, a radiator 18, and a battery 19; wherein, the second 3KWDC/DC converter 14 inside the all-in-one controller 6 is respectively connected with the fuel cell controller 16, the fuel cell heat dissipation water pump 17 and the storage battery 19; the first 3KWDC/DC converter 11 is connected to the radiator 18; among them, the radiator 18 is an FC ATS radiator.
As shown in fig. 3, the CAN network architecture 3 also includes: an all-in-one controller 6, a motor controller 7, a first 3KWDC/DC converter 11, a boost DC/DC converter 10, a fuel cell system 9, and a radiator 18; further comprising: a battery management system 20, an instrument 21, an electronic thermostat 22, a hydrogen supply system 23 and a vehicle control unit 15; the CAN network architecture 3 comprises a CANA line and a CANB line; the CANA line is respectively connected with the all-in-one controller 6, the motor controller 7, the battery management system 20, the instrument 21 and the vehicle control unit 15; the CANB line is connected to the first 3KWDC/DC converter 11, the boost DC/DC converter 10, the fuel cell system 9, the radiator 18, the electronic thermostat 22, the hydrogen supply system 23, and the vehicle control unit 15, respectively.
In summary, an embodiment of the present invention provides a hydrogen fuel electrical control system, in which a high-voltage power distribution circuit 1 includes: a power battery 5, an all-in-one controller 6, a motor controller 7, a motor 8, a fuel cell system 9, a boost DC/DC converter 10, a second 3KWDC/DC converter 14 inside the all-in-one controller 6, a heater 12 and an air compressor 13; the low-voltage distribution loop 2 is mainly positioned on the power distribution layer of the two 3KWDC/DC converters, so that the power distribution of the two converters is prevented from being crossed, and the control requirement is met; the CAN network architecture 3 uses a vehicle control unit 15 as a gateway, a power battery 5, an all-in-one controller 6, a motor controller 7 and the vehicle control unit 15 form a CANA, and all related electrical devices (a first 3KWDC/DC converter 11, a boost DC/DC converter 10, a fuel cell system 9, a radiator 18, an electronic thermostat 22, a hydrogen supply system 23 and the vehicle control unit 15) of hydrogen fuel form a CANB.
As an example, the power battery 5 system is connected with the all-in-one controller 6 through the high-voltage power distribution loop 1, and the power battery 5 is used for providing high-voltage power supply for the all-in-one controller; the all-in-one controller 6 is respectively connected with the power battery 5, the motor controller 7, the high-voltage accessory 4 and the boosting DC/DC converter 10 of the fuel battery system 9 through the high-voltage distribution loop 1, the all-in-one controller 6 is used for providing pre-charging and power distribution for the motor controller 7, the all-in-one controller 6 integrates insulation detection and Hall, a battery high-voltage distribution box can be omitted, and the all-in-one controller 6 integrates the function of charging the battery by the fuel battery; the vehicle control unit 15 is mainly used for receiving a driver demand instruction and sending a corresponding demand instruction according to the state of charge (SOC) of the power battery 5 to control the work of the fuel battery system 9, and because the scheme is that the conventional packaged fuel battery system 9 is split, the vehicle control unit 15 is required to perform more control strategies, and meanwhile, the vehicle control unit has a gateway function and is required to transfer related state information and fault information to the CANA instrument 21; the boosting DC/DC converter 10 is respectively connected with the fuel cell system 9, the all-in-one controller 6 and the fuel cell engine auxiliary system through the high-voltage distribution loop 1, so that the power supply of the fuel cell to the power battery 5, the air compressor 13, the second 3KWDC/DC converter 14 and the heater 12 can be realized; the 3KWDC/DC converter (the second 3KWDC/DC converter 14) inside the all-in-one controller 6 and the 3KWDC/DC converter (the first 3KWDC/DC converter 11) outside the whole vehicle are independent and do not influence each other, and the power supply functions of the two converters are divided.
As an example, when the vehicle control unit 15 receives the KEY ON signal, it is awakened, and controls the main contactor of the all-in-one controller 6 to close, and provides high voltage power for the motor controller 7 and the motor 8, when the state of charge is greater than or equal to 80%, the fuel cell does not work, and when the state of charge is greater than or equal to 50% and less than 80%, the vehicle control unit operates at half power, and when the state of charge is greater than 0% and less than 50%, the vehicle control unit operates at full power. As a possible implementation manner of the embodiment, the power battery 5 system is connected with the all-in-one controller 6 through the high-voltage power distribution loop 1, and the power battery 5 system is used for providing high-voltage power supply for the power battery 5 system, or in the case of the fuel cell operation, the power battery 5 is charged through the boost DC/DC converter 14 and the all-in-one controller 6.
As an example three, the all-in-one controller 6 is respectively connected with the power battery 5 system, the motor controller 7, the high-voltage accessory 4 and the boost DC/DC converter 10 of the fuel cell system 9 through the high-voltage distribution circuit 1; the all-in-one controller 6 is used for providing pre-charging and power distribution for the motor controller 7; the all-in-one controller 6 integrates insulation detection and Hall, so that a high-voltage battery distribution box can be omitted; the all-in-one controller 6 integrates the function of the fuel cell to charge the battery.
As a fourth example, the vehicle control unit 15 is mainly configured to receive a driver demand instruction and issue a corresponding demand instruction according to the state of charge of the power battery 5 to control the operation of the fuel battery system 9, and in this scheme, the fuel battery system 9 packaged in the past is split, so that the vehicle control unit 15 is required to perform more control strategies, and meanwhile, the vehicle control unit has a gateway function, and the relevant state information and the fault information are required to be transferred to the CANA meter 21.
In addition, the embodiment of the present application further provides an electrical control method for hydrogen fuel, as shown in fig. 4, the method provided by the embodiment of the present application mainly includes the following steps:
and step 210, receiving a KEY ON signal to wake up the vehicle controller, and then controlling a main contactor of the all-in-one controller to be closed to provide high voltage power for the motor controller and the motor.
Step 220, the vehicle control unit is used for receiving the START signal and controlling the vehicle to run after receiving the START signal; the system is also used for detecting whether the whole vehicle is abnormal and receiving a driver demand instruction; when the vehicle controller detects that the whole vehicle is abnormal, determining a fault level corresponding to the vehicle abnormality; determining a processing mode according to the fault grade; meanwhile, the fault is fed back to the instrument for display, and a driver is prompted to carry out corresponding fault treatment; the vehicle control unit is also used for acquiring the charge state of the power battery uploaded by the power battery system, and the vehicle control unit sends out a corresponding demand instruction according to the charge state of the power battery to control the work of the fuel battery system.
As an example, the vehicle control unit sends out a corresponding demand instruction according to the state of charge of the power battery to control the operation of the fuel cell system, and specifically includes: when the state of charge of the power battery is more than 80%, the whole vehicle controller controls the fuel battery not to work; controlling the fuel cell to run at half power when the state of charge of the power cell is between 50% and 80%; and when the charge state of the power battery is less than 50%, controlling the fuel battery to run at full power.
Further, the failure levels may include: primary fault, secondary fault, tertiary fault; determining a processing mode according to the fault grade, which specifically comprises the following steps: first-stage failure: prompting the driver without processing; secondary failure: reducing the motor power of a preset numerical value; and (3) three-stage fault: and after parking is prompted, controlling the system to discharge high voltage electricity.
So far, the technical solutions of the present disclosure have been described in connection with the foregoing embodiments, but it is easily understood by those skilled in the art that the scope of the present disclosure is not limited to only these specific embodiments. The technical solutions in the above embodiments can be split and combined, and equivalent changes or substitutions can be made on related technical features by those skilled in the art without departing from the technical principles of the present disclosure, and any changes, equivalents, improvements, and the like made within the technical concept and/or technical principles of the present disclosure will fall within the protection scope of the present disclosure.
Claims (8)
1. An electrical hydrogen-fueled control system, the system comprising: a high voltage power distribution loop, a low voltage power distribution loop, a CAN network architecture;
the high-voltage power distribution loop comprises a power battery, an all-in-one controller, a motor, a fuel cell system, a boosting DC/DC converter, a first 3KWDC/DC converter, a heater and an air compressor; wherein, the all-in-one controller is respectively connected with the power battery, the motor controller and the boost DC/DC converter; the motor controller is also connected with the motor; the boosting DC/DC converter is also respectively connected with the fuel cell system, the first 3KWDC/DC converter, the heater and the air compressor;
the low voltage power distribution circuit also includes: an all-in-one controller; wherein, the all-in-one controller also comprises a second 3KWDC/DC converter; the low-voltage distribution circuit further comprises: fuel cell controller, fuel cell heat-dissipating water pump, radiator, storage battery; wherein, the all-in-one controller and the second 3KWDC/DC converter are respectively connected with the fuel cell controller, the fuel cell heat dissipation water pump and the storage battery; the first 3KWDC/DC converter is connected with the radiator;
the CAN network architecture also includes: the system comprises an all-in-one controller, a motor controller, a first 3KWDC/DC converter, a boost DC/DC converter, a fuel cell system and a radiator; further comprising: the system comprises a battery management system, an instrument, an electronic thermostat, a hydrogen supply system and a vehicle control unit; the CAN network architecture comprises a CANA line and a CANB line; the CANA line is respectively connected with the all-in-one controller, the motor controller, the battery management system, the instrument and the whole vehicle controller; the CANB line is respectively connected with the first 3KWDC/DC converter, the boost DC/DC converter, the fuel cell system, the radiator, the electronic thermostat, the hydrogen supply system and the vehicle control unit.
2. The electrical hydrogen fueled control system according to claim 1 wherein the radiator is an FC ATS radiator.
3. The hydrogen-fueled electrical control system according to claim 1 wherein the boost DC/DC converter is further connected to a fuel cell engine auxiliary system.
4. The hydrogen-fueled electrical control system according to claim 1, wherein the high voltage power distribution circuit further comprises: a high voltage accessory; the high-voltage accessory is connected with the all-in-one controller.
5. The electrical hydrogen fuel control system of claim 1, wherein the all-in-one controller is configured to provide pre-charging and power distribution to the motor controller;
the fuel cell and the boost DC/DC converter charge the power cell.
6. A hydrogen fuel electrical control method, characterized in that the method comprises:
receiving a KEY ON signal to wake up the vehicle controller, and then controlling a main contactor of the all-in-one controller to be closed so as to provide high voltage for a motor controller and a motor;
the vehicle control unit is used for receiving a START signal and controlling the vehicle to run after receiving the START signal; the system is also used for detecting whether the whole vehicle is abnormal or not and receiving a driver demand instruction; when the vehicle controller detects that the whole vehicle is abnormal, determining a fault level corresponding to the vehicle abnormality; determining a processing mode according to the fault grade; meanwhile, the fault is fed back to the instrument for display, and a driver is prompted to carry out corresponding fault treatment; the vehicle control unit is also used for acquiring the charge state of the power battery uploaded by the power battery system, and the vehicle control unit sends out a corresponding demand instruction according to the charge state of the power battery to control the work of the fuel battery system.
7. The electrical control method for hydrogen fuel according to claim 6, wherein the vehicle control unit sends out a corresponding demand instruction according to the state of charge of the power battery to control the operation of the fuel cell system, and specifically comprises:
when the state of charge of the power battery is more than 80%, the whole vehicle controller controls the fuel battery not to work; controlling the fuel cell to run at half power when the state of charge of the power cell is between 50% and 80%; and when the charge state of the power battery is less than 50%, controlling the fuel battery to run at full power.
8. The electrical control method of a hydrogen fuel according to claim 6, characterized in that the fault level comprises: primary fault, secondary fault, tertiary fault;
determining a processing mode according to the fault grade, which specifically comprises the following steps:
first-stage failure: prompting the driver without processing;
secondary failure: reducing the motor power of a preset numerical value;
and (3) three-stage fault: and after parking is prompted, controlling the system to discharge high voltage electricity.
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