CN115692783A - Control method and system for vehicle fuel cell air system - Google Patents
Control method and system for vehicle fuel cell air system Download PDFInfo
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Abstract
The application provides a control method and a system of an air system of a vehicle fuel cell, wherein the method comprises the following steps: acquiring an air mass flow measured value and an air pile-entering pressure measured value; calling a corresponding air compressor rotating speed feedforward reference value according to the air mass flow measured value and the air pile-entering pressure measured value; establishing a mapping relation between an air compressor rotating speed quick correction coefficient and an air compressor rotating speed slow correction coefficient and a fuel cell output current value; and calling the air compressor rotating speed quick correction coefficient and the mapping relation between the air compressor rotating speed slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, and determining a target air compressor rotating speed quick correction coefficient and a target air compressor rotating speed slow correction coefficient corresponding to the current fuel cell output current value so as to correct the air compressor rotating speed feedforward reference value and complete the control of an air system. The control accuracy of the fuel cell air system can be effectively improved.
Description
Technical Field
The application relates to the field of vehicle-mounted new energy application, in particular to a control method and a system of an air system of a vehicle fuel cell.
Background
In recent years, with the increasing energy crisis and the increasing environmental pressure, fuel cell technology has been rapidly developed in this context. The products discharged by the fuel cell are mainly water and heat, and the chemical energy of hydrogen and oxygen is directly converted into electric energy through electrode reaction, so that the fuel cell is not limited by Carnot cycle, and the energy conversion efficiency can reach 60-80%. Among them, proton Exchange Membrane Fuel Cell (PEMFC) has the advantages of low operation temperature, high power density, fast response, fast start, good stability and less environmental pollution, and is a very potential automobile power source that can replace the traditional fuel engine.
However, the control accuracy of the existing fuel cell air system on the air intake mass flow and the air intake pressure is not sufficient, and in order to solve the problem that the control input based on the preset environment calibration cannot adapt to different environments, which causes the large deviation of the control effect of the air supply system, the chinese patent [201811495807.1] improves the adaptability and the anti-interference capability of the fuel cell air supply system to the environment, the implementation method adopts feedback closed-loop control, specifically: when the environment of the fuel cell changes, which causes deviation between the air flow and the air pressure of the air system and the target value, the PID control is respectively carried out on the flow difference and the pressure difference to obtain the adjusting values of the rotating speed of the air compressor and the opening of the throttle valve, so that the aim of automatically adjusting the rotating speed of the air compressor and the opening of the throttle valve is fulfilled. In the patent, when the environment changes, due to the limitation of PID control, on one hand, the PID control has a certain delay in the compensation of the rotating speed of the air compressor and the opening degree of a throttle valve, and the defect of low response speed exists; on the other hand, the PID control parameters are difficult to meet the accuracy requirements of various situations, and have the defect of insufficient control accuracy.
The paper, "research on adaptive decoupling control method for air supply system of proton exchange membrane fuel cell for vehicle" is to solve the problem that the control effect of the air supply system is poor by adopting a feedforward decoupling control algorithm when the performance of an air compressor is attenuated or the static characteristic is changed. To achieve a desired flow set point
The required air compressor rotating speed control quantity is n adder +n base When the correction module is activated, the correction quantity delta n is increased by the original air compressor speed calibration meter base Making PI feedback control quantity n adder And the method tends to be reasonable. In this method, for Δ n base The solution is found in n obtained by PI controlling the difference value between the target value and the measured value of the air mass flow adder Above, the PI control is therefore still limiting Δ n base And solving the key points of precision and speed. Meanwhile, the paper only considers the correction of the air compressor rotating speed calibration table, and under the condition of the same throttle opening, the rotating speed of the air compressor is instantly and independently increased or decreased, which may cause surging, and the air compressor rotating speed calibration table should be corrected at the same time.
Disclosure of Invention
In view of the problems in the prior art, the present application provides a method and a system for controlling an air system of a fuel cell, which mainly solve the problem of insufficient control accuracy of the air system of the fuel cell.
In order to achieve the above and other objects, the present application adopts the following technical solutions.
The application provides a control method of a vehicle fuel cell air system, which comprises the following steps:
acquiring an air mass flow measured value, an air compressor rotating speed measured value and an air pile-entering pressure measured value;
calling a corresponding air compressor rotating speed feedforward reference value according to the air mass flow measured value and the air inlet stack pressure measured value, wherein the air compressor rotating speed feedforward reference value is determined by a preset mapping relation of an air mass flow value, an air inlet stack side pressure value and an air compression rotating speed feedforward reference value;
determining an air compressor rotating speed quick correction coefficient according to the air compressor rotating speed measured value and the air compressor rotating speed feedforward reference value, and determining an air compressor rotating speed slow correction coefficient based on the air compressor rotating speed quick correction coefficient to establish a mapping relation between the air compressor rotating speed quick correction coefficient and the air compressor rotating speed slow correction coefficient and the output current value of the fuel cell;
calling the air compressor rotating speed quick correction coefficient and the mapping relation between the air compressor rotating speed slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, determining a target air compressor rotating speed quick correction coefficient and a target air compressor rotating speed slow correction coefficient corresponding to the current fuel cell output current value, correcting the air compressor rotating speed feedforward reference value according to the target air compressor rotating speed quick correction coefficient and the target air compressor rotating speed slow correction coefficient, and adjusting the air compressor rotating speed through the corrected air compressor rotating speed feedforward reference value to complete the control of an air system.
In an embodiment of the present application, after obtaining the measured value of the mass air flow and the measured value of the stack pressure, the method further includes:
acquiring an actual measurement value of the opening degree of the throttle valve;
calling a corresponding throttle opening feedforward reference value according to the air mass flow measured value and the air in-pile pressure measured value, wherein the throttle opening feedforward reference value is determined by a preset mapping relation of an air mass flow value, an air in-pile side pressure value and the throttle opening feedforward reference value;
determining a throttle opening degree quick correction coefficient according to the throttle opening degree measured value and the throttle opening degree feedforward reference value, and determining a throttle opening degree slow correction coefficient based on the throttle opening degree quick correction coefficient to establish a mapping relation between the throttle opening degree quick correction coefficient and the throttle opening degree slow correction coefficient and an output current value of a fuel cell;
and calling the throttle opening degree quick correction coefficient and the mapping relation between the throttle opening degree slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, determining a target throttle opening degree quick correction coefficient and a target throttle opening degree slow correction coefficient corresponding to the current fuel cell output current, correcting the throttle opening degree feedforward reference value according to the target throttle opening degree quick correction coefficient and the target throttle opening degree slow correction coefficient, and adjusting the throttle opening degree through the corrected throttle opening degree feedforward reference value to finish the control of the air system.
In an embodiment of the present application, before obtaining the measured value of the mass air flow and the measured value of the pressure of the air entering the stack, the method further includes:
obtaining a fuel cell state, the fuel cell state comprising: the method comprises the steps of normally operating time length, correcting a general initial zone bit, correcting a general activation zone bit, quickly correcting an activation zone bit and slowly correcting an activation zone bit;
and in the starting stage of the fuel cell, fault diagnosis is carried out on the fuel cell, if the fuel cell is normally started and does not meet the conditions that the corrected universal initial flag bit is 0 and the corrected universal activation flag bit is 1, a preset first numerical value is assigned to the corrected universal initial flag bit, initial values are assigned to the air compressor rotation speed slow correction coefficient and the throttle valve slow correction coefficient, when the normal running time is longer than the preset time, a preset second numerical value is assigned to the corrected universal activation flag bit, the corrected universal initial flag position is 0, and the air compressor rotation speed slow correction coefficient and the throttle valve opening slow correction coefficient of a corresponding time node are determined based on the initial values of the air compressor rotation speed slow correction coefficient and the throttle valve opening slow correction coefficient.
In an embodiment of the present application, after performing fault diagnosis on the fuel cell in a fuel cell starting phase, the method further includes:
if the fuel cell is normally started and the corrected general initial flag bit is 0 and the corrected general activation flag bit is 1, assigning a preset third value to the corrected general activation flag bit;
when the corrected general activation flag bit is the preset third value, assigning a preset fourth value to the quick correction activation flag bit to activate quick correction coefficient calculation of the rotating speed of the air compressor and the opening of a throttle valve, and acquiring the actual rotating speed of the air compressor;
and if the actual rotating speed is less than the surge rotating speed of the air compressor, assigning a preset fifth numerical value to the slow correction activation zone bit so as to activate the slow correction coefficient calculation of the rotating speed of the air compressor and the opening degree of the throttle valve.
In an embodiment of the application, determining the rapid correction coefficient of the air compressor rotational speed according to the actual measured value of the air compressor rotational speed and the feedforward reference value of the air compressor rotational speed includes:
acquiring a ratio between the actual measured value of the rotating speed of the air compressor and a feedforward reference value of the rotating speed of the air compressor;
and integrating according to the difference value between a preset first target value and the ratio to obtain the rapid correction coefficient of the rotating speed of the air compressor.
In one embodiment of the present application, determining a throttle opening degree quick correction coefficient based on the throttle opening degree actual measurement value and the throttle opening degree feedforward reference value includes:
acquiring a ratio between the throttle opening measured value and the throttle opening feedforward reference value;
and integrating according to the difference value between a preset second target value and the ratio to obtain the rapid correction coefficient of the opening of the throttle valve.
In this application embodiment, based on air compressor machine rotational speed quick correction coefficient confirms air compressor machine rotational speed correction coefficient slowly, include:
acquiring a difference value between a preset third target value and the air compressor rotating speed quick correction coefficient, recording the difference value as a first difference value, performing limit processing on the first difference value to obtain a second difference value, and taking the difference value between the first difference value and the second difference value as an air compressor rotating speed deviation coefficient;
and integrating the rotating speed deviation coefficient of the air compressor to obtain a slow rotating speed correction coefficient of the air compressor.
In an embodiment of the present application, determining a throttle opening slow correction coefficient based on the throttle opening fast correction coefficient includes:
acquiring a difference value between a preset fourth target value and the quick air compressor speed correction coefficient, recording the difference value as a third difference value, performing limit processing on the third difference value to obtain a fourth difference value, and taking the difference value between the third difference value and the fourth difference value as a throttle opening deviation coefficient;
and integrating the throttle opening deviation coefficient to obtain the slow correction coefficient of the throttle opening.
In an embodiment of the present application, before establishing a mapping relationship between a fast correction coefficient of a rotational speed of an air compressor and a slow correction coefficient of the rotational speed of the air compressor and an output current value of a fuel cell, the method further includes:
when the slow correction of the rotating speed of the air compressor is in a stable state, establishing a mapping relation between the fast correction coefficient of the rotating speed of the air compressor and the slow correction coefficient of the rotating speed of the air compressor and the output current value of the fuel cell, wherein the judging condition of the stable state comprises the following steps: the slow speed correction of the air compressor is in an activated state, the difference value between the feedforward reference value of the air compressor speed and the actually measured air compressor speed is smaller than a preset speed difference threshold value, and the absolute value of the air compressor speed deviation coefficient is smaller than a preset speed deviation coefficient threshold value.
In an embodiment of the present application, before establishing the mapping relationship between the throttle opening degree fast correction coefficient and the throttle opening degree slow correction coefficient and the output current value of the fuel cell, the method further includes:
establishing a mapping relation between the throttle opening degree quick correction coefficient and the throttle opening degree slow correction coefficient and the fuel cell output current value when the throttle opening degree slow correction is in a steady state, wherein the steady state determination condition comprises: the slow correction of the throttle opening is in an activated state, the difference value between the throttle opening feedforward reference value and the actual measurement rotating speed of the throttle is smaller than a preset opening difference threshold value, and the absolute value of the throttle opening deviation coefficient is smaller than a preset opening deviation coefficient threshold value.
In an embodiment of the present application, the method for determining a target air compressor rotation speed fast correction coefficient and a target air compressor rotation speed slow correction coefficient corresponding to a current fuel cell output current value includes:
determining a plurality of node intervals of preset fuel cell output current according to the mapping relation;
and calculating a corresponding air compressor rotating speed quick correction coefficient and an air compressor rotating speed slow correction coefficient according to the node interval in which the current fuel cell output current value falls, wherein the corresponding air compressor rotating speed quick correction coefficient and the corresponding air compressor rotating speed slow correction coefficient serve as a corresponding target air compressor rotating speed quick correction coefficient and a target air compressor rotating speed slow correction coefficient.
In an embodiment of the present application, invoking the throttle opening degree fast correction coefficient and the mapping relationship between the throttle opening degree slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, and determining the target throttle opening degree fast correction coefficient and the target throttle opening degree slow correction coefficient corresponding to the current fuel cell output current value comprises:
and calculating a corresponding throttle opening degree quick correction coefficient and a corresponding throttle opening degree slow correction coefficient according to the node interval in which the current fuel cell output current value falls, wherein the corresponding throttle opening degree quick correction coefficient and the corresponding throttle opening degree slow correction coefficient are used as a corresponding target throttle opening degree quick correction coefficient and a target throttle opening degree slow correction coefficient.
The present application also provides a control system of a fuel cell air system for a vehicle, comprising:
the data detection module is used for acquiring an air mass flow measured value, an air compressor rotating speed measured value and an air inlet pile pressure measured value;
the rotating speed feedforward reference value request module is used for calling a corresponding air compressor rotating speed feedforward reference value according to the air mass flow measured value and the air in-pile pressure measured value, and the air compressor rotating speed feedforward reference value is determined by a preset mapping relation of an air mass flow value, an air in-pile side pressure value and an air compressor rotating speed feedforward reference value;
the rotating speed reference value correcting module is used for determining an air compressor rotating speed quick correcting coefficient according to the air compressor rotating speed measured value and the air compressor rotating speed feedforward reference value, and determining an air compressor rotating speed slow correcting coefficient based on the air compressor rotating speed quick correcting coefficient so as to establish a mapping relation between the air compressor rotating speed quick correcting coefficient and the air compressor rotating speed slow correcting coefficient and the fuel cell output current value;
and the rotating speed control module is used for calling the air compressor rotating speed quick correction coefficient and the mapping relation between the air compressor rotating speed slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, determining a target air compressor rotating speed quick correction coefficient and a target air compressor rotating speed slow correction coefficient corresponding to the current fuel cell output current value, correcting the air compressor rotating speed feedforward reference value according to the target air compressor rotating speed quick correction coefficient and the target air compressor rotating speed slow correction coefficient, and adjusting the air compressor rotating speed according to the corrected air compressor rotating speed feedforward reference value to finish the control of the air system.
In an embodiment of the present application, the system further includes:
the opening detection module is used for acquiring an actual measured value of the opening of the throttle valve;
the opening feedforward reference value request module is used for calling a corresponding throttle opening feedforward reference value according to the air mass flow measured value and the air in-pile pressure measured value, and the throttle opening feedforward reference value is determined by a preset mapping relation of an air mass flow value, an air in-pile side pressure value and the throttle opening feedforward reference value;
the opening reference value correction module is used for determining a throttle opening quick correction coefficient according to the throttle opening measured value and the throttle opening feedforward reference value, and determining a throttle opening slow correction coefficient based on the throttle opening quick correction coefficient so as to establish a mapping relation between the throttle opening quick correction coefficient and the throttle opening slow correction coefficient and a fuel cell output current value;
and the opening control module is used for calling the throttle opening quick correction coefficient and the mapping relation between the throttle opening slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, determining a target throttle opening quick correction coefficient and a target throttle opening slow correction coefficient corresponding to the current fuel cell output current, correcting the throttle opening feedforward reference value according to the target throttle opening quick correction coefficient and the target throttle opening slow correction coefficient, and adjusting the throttle opening through the corrected throttle feedforward opening reference value to complete the control of the air system.
As described above, the method and system for controlling an air system of a fuel cell for a vehicle according to the present application have the following advantages.
According to the method, the air compressor rotating speed feedforward reference value is corrected through an air mass flow measured value, an air compressor rotating speed measured value and an air inlet pile pressure measured value, and the finally corrected air compressor rotating speed feedforward reference value is determined based on the obtained air compressor rotating speed quick correction coefficient and the obtained air compressor rotating speed slow correction coefficient, so that the air compressor rotating speed is adjusted based on the more accurate feedforward reference value, and the control with higher precision is realized; and correcting the feedforward reference value of the opening of the throttle valve through the actual measured value of the opening of the throttle valve, and determining the feedforward reference value of the opening of the throttle valve obtained by final correction based on the obtained quick correction coefficient and the slow correction coefficient of the opening of the throttle valve so as to adjust the opening of the throttle valve based on a more accurate feedforward reference value and realize more accurate control.
Drawings
Fig. 1 is a schematic structural diagram of a fuel cell engine system according to an embodiment of the present disclosure.
FIG. 2 is a schematic diagram of an air supply system decoupling control strategy architecture.
Fig. 3 is a flowchart illustrating a control method of a fuel cell air system for a vehicle according to an embodiment of the present application.
Fig. 4 is a schematic diagram of a determination rule for starting adaptive correction according to an embodiment of the present application.
FIG. 5 is a schematic diagram of the air system feedforward reference value correction in an embodiment of the present application.
Fig. 6 is a schematic overall architecture diagram of an adaptive air system adjusting method according to an embodiment of the present application.
Fig. 7 is a block diagram of a control system of a fuel cell air system for a vehicle according to an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application is provided by way of specific examples, and other advantages and effects of the present application will be readily apparent to those skilled in the art from the disclosure herein. The present application is capable of other and different embodiments and its several details are capable of modifications and/or changes in various respects, all without departing from the spirit of the present application. It should be noted that the features in the following embodiments and examples may be combined with each other without conflict.
It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present application, and the drawings only show the components related to the present application and are not drawn according to the number, shape and size of the components in actual implementation, and the type, number and proportion of the components in actual implementation may be changed freely, and the layout of the components may be more complicated.
As shown in fig. 1, a complete vehicle PEMFC system is composed of a PEMFC stack, an air filter, an air compressor, a membrane humidifier, an intercooler, a throttle valve, a hydrogen-water separator, a hydrogen storage tank, an ejector, and a thermal management subsystem. The air supply system is one of main components of the PEFMC, and plays a role in continuously supplying air with certain mass flow and pressure to the stack, and the basic working principle of the system is as follows: the air treated by the air filter is pressurized by the compressor and then sent into the air inlet pipeline, is cooled by the intercooler, enters the membrane humidifier for humidification, then enters the galvanic pile for reaction, and finally is discharged into the atmosphere through the throttle valve. The air supply system needs to precisely control the air intake mass flow and air intake pressure, both of which affect not only the fuel cell stack chemical reaction rate and proton exchange membrane performance, but also the fuel cell stack power generation efficiency and load capacity. Specifically, if the air mass flow is too small, the oxygen supply of the galvanic pile is insufficient, the output voltage of the galvanic pile is reduced, and the hunger phenomenon is generated; if the air mass flow is too large, the output voltage of the electric pile cannot be increased, and the power consumption of the air supply system is increased.
In order to achieve the purpose of accurately controlling the air intake mass flow and the air intake pressure, decoupling processing needs to be performed on strong coupling between the air intake mass flow and the air intake pressure. In the actual control of the air supply system, the above-mentioned object and decoupling process can be realized by using a feedforward decoupling control algorithm of the air supply system shown in fig. 2, specifically: the actual value I of the output current of the fuel cell collected by the current sensor act Respectively input to the requested values of air intake mass flow
And a requested value of pressure p req With respect to I act In two one-dimensional data tables, obtain the current I act Is as follows
And p req . After passing through the rate-of-change limiter
And p req Input to the feedforward reference value n of the rotating speed of the air compressor ref About
And p req In the two-dimensional feedforward data table of (1), obtain the correspondence
And p req Feedforward reference value n of rotating speed of air compressor ref . After passing through the rate-of-change limiter
And p req Input to the feedforward reference value theta of the rotating speed of the air compressor ref About
And p req In the two-dimensional feedforward data table of (1), obtain the correspondence
And p req Feedforward reference value theta of rotating speed of air compressor ref . From the above, the accuracy of the two-dimensional feedforward data table has a crucial influence on the actual control effect. However, when the deviation in the matching process, the change of the environmental pressure, and the performance of the air compressor and the throttle valve in the same batch are inconsistent, the air compressor rotation speed and the throttle valve opening degree of each balance point of the PEMFC system will deviate from the values of the two-dimensional feedforward data table, so that the final rotation speed request value input to the air compressor rotation speed control loop and the final opening degree request value input to the throttle valve opening degree control loop are inaccurate.
Based on the above problems of the prior art, the present application provides a control method for an air system of a fuel cell for a vehicle, and embodiments of the present application will be described in detail with reference to specific embodiments.
Referring to fig. 3, fig. 3 is a flow chart illustrating a control method of a vehicle fuel cell air system according to an embodiment of the present application. The method comprises the following steps.
Step S300, acquiring an air mass flow measured value, an air compressor rotating speed measured value and an air inlet pressure measured value.
In one embodiment, the measured air mass flow value can be collected by the sensor at the corresponding position
And measured value p of air inlet pressure act 。
In one embodiment, before obtaining the measured value of the mass air flow and the measured value of the stack pressure, the method further comprises the following steps:
step S301, acquiring a fuel cell state, the fuel cell state including: the method comprises the steps of normal operation duration, correction of a universal initial zone bit, correction of a universal activation zone bit, quick correction of an activation zone bit and slow correction of an activation zone bit.
Referring to fig. 4, fig. 4 is a schematic diagram illustrating a determination rule for starting adaptive correction according to an embodiment of the present application. In an embodiment, the state of the fuel cell may be initialized before the air system is started, and in the initial state, for example, the initial values of the corrected general initial flag, geniiiadpadjflag, the corrected general activation flag, genEnaAdpAdjFlag, the vehicle-end fault flag, the fast corrected activation flag, enafastatadpdjflag, and the slow corrected activation flag, enasloadpadjffg, are all configured to be 0.
Step 302, in a fuel cell starting stage, performing fault diagnosis on the fuel cell, if the fuel cell is normally started and does not meet the requirements that the corrected general initial flag bit is 0 and the corrected general activation flag bit is 1, assigning a preset first numerical value to the corrected general initial flag bit, assigning initial values to the air compressor rotation speed slow speed correction coefficient and the throttle valve slow speed correction coefficient, assigning a preset second numerical value to the corrected general activation flag bit when the normal operation duration is longer than a preset duration, and assigning the corrected general initial flag position 0 to determine the air compressor rotation speed slow speed correction coefficient and the throttle valve opening slow speed correction coefficient of a corresponding time node based on the initial values of the air compressor rotation speed slow speed correction coefficient and the throttle valve opening slow speed correction coefficient.
Specifically, in the starting stage of the fuel cell, fault diagnosis is performed on the fuel cell, and if the fuel cell is normally started, values of a corrected universal initial flag GenIniAdpAdjFlag and a corrected universal activation flag GenEnaAdpAdjFlag are obtained, and whether the GenIniAdpAdjFlag is 0 and whether the GenEnaAdpAdjFlag is 1 are judged. And if the result is negative, assigning a preset first numerical value to the corrected general initial zone bit, assigning initial values to the air compressor rotation speed slow speed correction coefficient and the air throttle opening slow speed correction coefficient, and assigning a preset second numerical value to the corrected general activation zone bit when the normal operation time length is longer than the preset time length. The preset first value can be configured to be 1, and can also be configured to be other values according to the actual application requirements.
Operating time t after normal start of fuel cell AfterStart Is greater than the time threshold T for starting the self-adaptive correction EnaAdpAdj And correcting the universal activation mark position GenEnaAdpAdjFlg to be 1 (wherein 1 is preset with a second numerical value and can be configured according to the actual application requirement).
When the fault diagnosis module outputs that the faultFlg is 0, the fault diagnosis module indicates no fault, corrects the general initialization marker GenIniAdpAdjFlg to be 1, and simultaneously corrects the slow speed correction coefficient SlowFact of the rotating speed of the air compressor n And a slow correction coefficient SlowFact of the throttle opening θ The value is assigned to 1 (here, 1 is an initial value assigned to the corresponding correction coefficient, and subsequent correction coefficient integral calculation is performed based on the initial value).
In one embodiment, after the fault diagnosis is performed on the fuel cell in the starting stage of the fuel cell, the method further includes:
if the fuel cell is normally started and the corrected general initial flag bit is 0 and the corrected general activation flag bit is 1, assigning a preset third numerical value to the corrected general activation flag bit;
when the corrected general activation flag bit is the preset third value, assigning a preset fourth value to the quick correction activation flag bit to activate quick correction coefficient calculation of the rotating speed of the air compressor and the opening of a throttle valve, and acquiring the actual rotating speed of the air compressor;
and if the actual rotating speed is less than the surge rotating speed of the air compressor, assigning a preset fifth numerical value to the slow correction activation flag bit so as to activate the slow correction coefficient calculation of the rotating speed of the air compressor and the opening of the throttle valve.
Specifically, when the corrected universal initial flag position GenIniAdpAdjFlg is set to 0 and the corrected universal activation flag position GenEnaAdpAdjFlg is set to 1 (where 1 is a preset third value), the quick corrected activation flag position enafastadpdapjffl is set to 1 (where 1 is a preset fourth value); further judging the actual measurement rotating speed n of the air compressor act Less than surge speed n surge And when EnaFastAdpFlg is 1, the slow correction activation flag EnaSlowAdpAdJFlg is set to 1. At this time, the activation of the adaptive correction is completed, and the calculation of the feedforward reference value correction is started.
And S310, calling a corresponding air compressor rotating speed feedforward reference value according to the air mass flow measured value and the air in-pile pressure measured value, wherein the air compressor rotating speed feedforward reference value is determined by a preset mapping relation of an air mass flow value, an air in-pile side pressure value and an air pressure rotating speed feedforward reference value.
In one embodiment, the corresponding throttle opening feedforward reference value is called according to the air mass flow rate measured value and the air inlet stack pressure measured value, and the throttle opening feedforward reference value is determined by a preset mapping relation among the air mass flow rate value, the air inlet stack side pressure value and the throttle opening feedforward reference value.
In an embodiment, a preset mapping relation between the air mass flow value, the air reactor side pressure value and the air pressure rotating speed feedforward reference value is recorded in a two-dimensional feedforward data table in advance through an air system feedforward decoupling control algorithm shown in fig. 2. Feedforward of reference value n by air compressor speed ref The two-dimensional feed-forward data table about air mass flow and air stack pressure yields n ref . The throttle valve side is also provided with a corresponding two-dimensional feedforward data table, and a reference value theta is fed forward through the opening degree of the throttle valve ref A two-dimensional feed-forward data table for air mass flow and air stack pressure can be derived ref 。
Step S320, determining an air compressor rotation speed fast correction coefficient according to the air compressor rotation speed measured value and the air compressor rotation speed feedforward reference value, and determining an air compressor rotation speed slow correction coefficient based on the air compressor rotation speed fast correction coefficient, so as to establish a mapping relationship between the air compressor rotation speed fast correction coefficient and the air compressor rotation speed slow correction coefficient and the fuel cell output current value.
In one embodiment, the determining the air compressor rotation speed rapid correction factor according to the air compressor rotation speed measured value and the air compressor rotation speed feedforward reference value includes:
acquiring a ratio between the actual measured value of the rotating speed of the air compressor and a feedforward reference value of the rotating speed of the air compressor;
and integrating according to the difference value between a preset first target value and the ratio to obtain the rapid correction coefficient of the rotating speed of the air compressor.
Specifically, the actual measurement value n of the rotation speed of the air compressor is obtained act With a feedforward reference value n ref The ratio of (A) to (B); calculating a difference between 1 (where 1 is a first target value, and the value of the first target value can be adjusted according to the actual application requirement, and is not limited here) and the ratio; the difference value is processed by a limit value and then sent to an integration module for calculation; the calculation result is processed by a limit value to obtain the fast correction coefficient FastFact of the rotating speed of the air compressor n . The threshold value processing is to avoid that the calculated value exceeds the necessary limit, a threshold value can be set, the calculated value is compared with the threshold value, if the calculated value is not exceeded, the calculated value is adopted for subsequent calculation, and if the calculated value is exceeded, the calculated value is directly replaced by the threshold value for subsequent calculation.
In one embodiment, the integral calculation method of the quick speed correction coefficient of the air compressor can be represented as follows:
wherein FastFact n (t + 1) is the currently determined speed of the compressor without limitAdaptive correction factor, fastFact n (t) is a fast integral correction coefficient which is obtained by calculation at the last moment and is not limited, delta t is a sampling time interval, u n (T + 1) is the difference between the preset first target value and the ratio at the current sampling moment, and the time constant T nFast Is a calibration quantity related to the rotating speed of the air compressor.
In step S340, an actual measurement value of the throttle opening degree is acquired. Specifically, the opening degree of the throttle valve can be detected in real time through a sensor, and an actual measurement value of the opening degree of the throttle valve is obtained.
And step S350, calling a corresponding throttle opening feedforward reference value according to the air mass flow rate measured value and the air in-pile pressure measured value, wherein the throttle opening feedforward reference value is determined by a preset mapping relation among the air mass flow rate value, the air in-pile side pressure value and the throttle opening feedforward reference value.
And step S360, determining a throttle opening degree quick correction coefficient according to the throttle opening degree measured value and the throttle opening degree feedforward reference value, and determining a throttle opening degree slow correction coefficient based on the throttle opening degree quick correction coefficient to establish a mapping relation between the throttle opening degree quick correction coefficient and the throttle opening degree slow correction coefficient and the output current value of the fuel cell.
In one embodiment, determining a throttle opening degree quick correction coefficient based on the throttle opening degree actual measurement value and the throttle opening degree feedforward reference value includes:
acquiring a ratio between the throttle opening measured value and the throttle opening feedforward reference value;
and integrating according to the difference value between a preset second target value and the ratio to obtain the rapid correction coefficient of the opening of the throttle valve.
Specifically, the calculation process of the throttle opening degree quick correction coefficient includes:
when the GenIniAdpAdjFlg is 1, resetting the initial value of the throttle opening degree fast self-adaptive correction integral module to be 1; after the resetting is successful, when EnaFastAddpFlg is 1, the throttle valve quick correction integration module starts to calculate; obtaining the measured value theta of the throttle opening act And feed forwardReference value theta ref The ratio of (A) to (B); finding the difference between 1 (where 1 is the second target value) and the obtained ratio; the difference value is processed by a limit value and then sent to an integration module for calculation; the calculation result is processed by a limit value to obtain the fast correction coefficient FastFact of the rotating speed of the air compressor θ 。
In one embodiment, the integral operation expression of the throttle opening degree rapid correction coefficient may be expressed as:
wherein FastFact θ (t + 1) is the currently determined throttle opening degree rapid integral correction factor without limit, fastFact θ (t) is a throttle opening rapid integral correction coefficient which is obtained by calculation at the last moment and is not limited, delta t is a sampling time interval, u θ (T + 1) the difference between the preset second target value (namely 1) at the current sampling moment and the ratio and the time constant T θFast Is a calibrated quantity related to the rotating speed of the air compressor.
In one embodiment, the determining the slow correction coefficient of the air compressor speed based on the fast correction coefficient of the air compressor speed comprises the following steps:
step S321, obtaining a difference between a preset third target value and the air compressor rotational speed quick correction coefficient, recording the difference as a first difference, performing limit processing on the first difference to obtain a second difference, and taking the difference between the first difference and the second difference as an air compressor rotational speed deviation coefficient.
In one embodiment, the offset coefficient of the air compressor speed is offset n The calculation method comprises the following steps:
fast adaptive correction coefficient FastFact for calculating rotating speed of air compressor n Difference Δ FastFact from 1 (here 1 is the third target value) n ；
Finding Δ FastFact n And Δ FastFact with Limit processing n Obtaining the offset coefficient of the air compressor speed n 。
And step S322, integrating the air compressor rotation speed deviation coefficient to obtain the air compressor rotation speed slow correction coefficient.
In an embodiment, the slow speed self-adaptive correction coefficient slowFact of the air compressor n The specific process of calculation is as follows:
when the GenIniAdpAdjFlg is 1, resetting the initial value of the slow-speed self-adaptive correction integral module of the air compressor to be 1; after the resetting is successful, when EnaSlowAdpAdjFlg is 1, the slow-speed self-adaptive correction integral module of the air compressor starts to calculate the rotating speed; deviating the rotation speed of the air compressor by the offset coefficient n Inputting the rotating speed of the air compressor to a slow speed correction integral module for calculation; the calculation result is processed by a limit value to obtain SlowFact n 。
In one embodiment, the integral calculation process of the slow correction coefficient of the air compressor speed can be represented as follows:
wherein SlowFact n (t + 1) is the current calculated slow speed integral correction coefficient of the rotating speed of the air compressor without limit value, slowFact n (t) is the air compressor rotating speed slow-speed integral correction coefficient which is obtained by calculation at the last moment and is not limited, delta t is the sampling time interval, and offset fact n (T + 1) is the air compressor rotation speed deviation coefficient at the current sampling moment and the time constant T nSlow Is a calibrated quantity related to the rotating speed of the air compressor.
In one embodiment, determining a throttle opening slow correction coefficient based on the throttle opening fast correction coefficient includes:
step S323, obtaining a difference value between a preset fourth target value and the air compressor rotating speed quick correction coefficient, recording the difference value as a third difference value, carrying out limit processing on the third difference value to obtain a fourth difference value, and taking the difference value between the third difference value and the fourth difference value as a throttle opening deviation coefficient.
In one embodiment, the throttle opening deviation is offset fact θ The calculation method comprises the following steps:
determining throttle openingFast adaptive correction factor FactFact θ The difference between the two is Delta FactFact θ ；
Calculating Delta FactFact θ And a Limited Δ FactFact θ To obtain the offset coefficient of the throttle valve θ 。
And step S324, integrating the rotating speed deviation coefficient of the air compressor to obtain a slow correction coefficient of the opening of the throttle valve.
In one embodiment, the throttle opening degree slow adaptive correction coefficient slowFact θ The specific calculation process is as follows:
when GenIniAdpAdjFlg is 1, resetting the initial value of the slow-speed self-adaptive correction integration module of the opening degree of the throttle valve to 1; after the resetting is finished, when EnaSlowAdpAdjFlg is 1, the slow-speed self-adaptive correction integral module of the opening degree of the throttle valve starts to calculate; deviating the throttle opening by the factor OffsFact θ Inputting a slow self-adaptive correction integral module of the opening of the throttle valve for calculation; the calculation result is processed by the limit value to obtain SlowFact θ 。
In one embodiment, the integral calculation of the slow correction coefficient of throttle opening may be expressed as:
wherein SlowFact θ (t + 1) is a throttle opening slow-speed integral correction coefficient which is obtained by current calculation and is not limited, slowFact θ (t) is a throttle opening slow-speed integral correction coefficient which is obtained by calculation at the last moment and is not limited, delta t is a sampling time interval, offset fact θ (T + 1) is the deviation coefficient of the throttle opening at the current sampling moment and the time constant T θ Slow is a scalar quantity related to the air compressor speed.
In an embodiment, before establishing the mapping relationship between the air compressor rotation speed fast correction coefficient and the air compressor rotation speed slow correction coefficient and the fuel cell output current value, the method further includes:
when the slow correction of the rotating speed of the air compressor is in a stable state, establishing a mapping relation between the fast correction coefficient of the rotating speed of the air compressor and the slow correction coefficient of the rotating speed of the air compressor and the output current value of the fuel cell, wherein the determination conditions of the stable state comprise: the slow speed correction of the air compressor is in an activated state, the difference value between the air compressor speed feedforward reference value and the air compressor measured speed is smaller than a preset speed difference threshold value, and the absolute value of the air compressor speed deviation coefficient is smaller than a preset speed deviation coefficient threshold value.
Specifically, the steady state judgment conditions for slow speed self-adaptive correction of the air compressor speed are as follows:
n ref and n act Is less than the steady state speed difference threshold value;
OffsFact n the absolute value of the deviation coefficient is smaller than the threshold value of the rotating speed deviation coefficient of the steady-state air compressor;
enaslowaddapadjflg is 1;
the three conditions are simultaneously met, and the duration is longer than the threshold value of the slow speed self-adaptive correction duration of the rotating speed of the steady-state air compressor.
In one embodiment, before establishing the mapping relationship between the throttle opening degree fast correction coefficient and the throttle opening degree slow correction coefficient and the fuel cell output current value, the method further comprises:
when the throttle opening slow correction is in a steady state, establishing a mapping relation between the throttle opening fast correction coefficient and the throttle opening slow correction coefficient and the fuel cell output current value, wherein the determination conditions of the steady state comprise: the slow correction of the opening degree of the throttle valve is in an activated state, the difference value between the feedforward reference value of the opening degree of the throttle valve and the actually measured rotating speed of the throttle valve is smaller than a preset opening degree difference threshold value, and the absolute value of the deviation coefficient of the opening degree of the throttle valve is smaller than a preset opening degree deviation coefficient threshold value.
Specifically, the steady-state determination condition for slow adaptive correction of the throttle opening is as follows:
θ ref and theta act Is smaller than the steady state opening difference threshold value;
OffsFact θ is smaller than the deviation coefficient threshold value of the opening of the steady-state throttle valve;
enaslowaddapadjflg is 1;
the three conditions are simultaneously met, and the duration is longer than the steady-state throttle opening slow-speed self-adaptive correction duration threshold.
In one embodiment, it is determined whether to enable a SlowFact n Is stored to
And P act Corresponding to I act In the one-dimensional data table of (1); judging whether to enable SlowFact θ Is stored to
And P act Corresponding to I act In the one-dimensional data table of (1).
SlowFact n The storage determination conditions are as follows:
the slow speed self-adaptive correction of the rotation speed of the air compressor is in a stable state;
air compressor rotating speed feedforward reference value n ref Valid (the feedforward reference value is present in the corresponding data table is valid);
air compressor rotation speed measured value n act Effective (the measured data read normally by the sensor is the effective measured data);
when the above conditions are all satisfied, slowFact is started n Is stored to
And P act Corresponding to I act The one-dimensional data table is used for establishing a mapping relation between the fuel cell output current value corresponding to the air mass flow and the air pile-entering pressure and the air compressor rotating speed slow speed correction coefficient. Simultaneous FastFact n Is stored to
And P act Corresponding to I act The one-dimensional data table is used for establishing a mapping relation between the output current value of the fuel cell and the quick correction coefficient of the rotating speed of the air compressor.
Optionally, slowFact θ The storage determination conditions are as follows:
the slow self-adaptive correction of the opening of the throttle valve is in a steady state;
throttle opening feedforward reference value theta ref Valid (the feedforward reference value is valid if it exists in the corresponding data table);
measured value theta of throttle opening act Effective (the measured data read normally by the sensor is the effective measured data);
when the above conditions are all met, slowFact is carried out θ s is stored in
And P act Corresponding to I act The one-dimensional data table is used for establishing a mapping relation between the fuel cell output current value corresponding to the air mass flow and the air stack pressure and the throttle opening slow correction coefficient. Simultaneous FastFact θ Is stored to
And P act Corresponding to I act The one-dimensional data table is used for establishing a mapping relation between the output current value of the fuel cell and the rapid correction coefficient of the throttle opening.
And step S330, calling the air compressor rotating speed quick correction coefficient and the mapping relation between the air compressor rotating speed slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, determining a target air compressor rotating speed quick correction coefficient and a target air compressor rotating speed slow correction coefficient corresponding to the current fuel cell output current value, and correcting the air compressor rotating speed feedforward reference value according to the target air compressor rotating speed quick correction coefficient and the target air compressor rotating speed slow correction coefficient.
Step S370, calling the throttle opening degree fast correction coefficient and the mapping relation between the throttle opening degree slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, determining a target throttle opening degree fast correction coefficient and a target throttle opening degree slow correction coefficient corresponding to the current fuel cell output current, and correcting the throttle opening degree feedforward reference value according to the target throttle opening degree fast correction coefficient and the target throttle opening degree slow correction coefficient.
And step S380, adjusting the rotating speed of the air compressor through the corrected rotating speed feedforward reference value of the air compressor and adjusting the opening degree of a throttle valve through the corrected opening degree feedforward reference value of the throttle valve to finish the control of the air system.
Referring to fig. 5, fig. 5 is a schematic diagram illustrating a principle of correcting a feedforward reference value of an air system according to an embodiment of the present application. In an embodiment, according to I act Fast fact and slow speed self-adaptive correction coefficient tables are obtained by respectively inquiring the one-dimensional fast and slow speed self-adaptive correction coefficient tables of the rotating speed of the air compressor ncal 、SlowFact ncal 。
The corrected feedforward reference value of the rotating speed of the air compressor is as follows:
n refcal ＝n ref *FastFact ncal *SlowFact ncal
in one embodiment to θ ref The correction process of (2) is as follows:
according to I act Respectively inquiring the one-dimensional fast and slow self-adaptive correction coefficient tables of the rotating speed of the air compressor to obtain FastFact θcal 、SlowFact θcal 。
The corrected feedforward reference value of the opening degree of the throttle valve is as follows:
θ refcal ＝θ ref *FastFact θcal *SlowFact θcal
in one embodiment, the method for determining a target air compressor rotation speed fast correction coefficient and a target air compressor rotation speed slow correction coefficient corresponding to a current fuel cell output current value by calling the air compressor rotation speed fast correction coefficient and a mapping relation between the air compressor rotation speed slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value includes:
determining a plurality of node intervals of preset fuel cell output current according to the mapping relation;
and calculating a corresponding air compressor rotating speed quick correction coefficient and an air compressor rotating speed slow correction coefficient according to the node interval in which the current fuel cell output current value falls, wherein the corresponding air compressor rotating speed quick correction coefficient and the corresponding air compressor rotating speed slow correction coefficient serve as a corresponding target air compressor rotating speed quick correction coefficient and a target air compressor rotating speed slow correction coefficient.
Specifically, the lookup table uses linear interpolation, as I act (t) satisfies I act (k)≤I act (t)＜I act (k + 1), solving the formula as follows:
FastFact ncal ＝l k *FastFact n (k)+l k+1 *FastFact n (k+1)
SlowFact ncal ＝l k *SlowFact n (k)+l kk+1 *SlowFact n (k+1)
wherein
In the formula: k is the node position; l k And l k+1 Are weighting factors.
In one embodiment, the step of calling the throttle opening degree fast correction coefficient and the mapping relation between the throttle opening degree slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value to determine the target throttle opening degree fast correction coefficient and the target throttle opening degree slow correction coefficient corresponding to the current fuel cell output current value comprises the following steps:
and calculating a corresponding throttle opening degree quick correction coefficient and a corresponding throttle opening degree slow correction coefficient according to the node section in which the current fuel cell output current value falls, wherein the corresponding throttle opening degree quick correction coefficient and the corresponding throttle opening degree slow correction coefficient are used as a corresponding target throttle opening degree quick correction coefficient and a target throttle opening degree slow correction coefficient.
In one embodiment, the throttle opening degree adaptive correction coefficient is specifically obtained as follows:
the lookup table uses linear interpolation, as act (t) satisfies I act (k)≤I act (t)＜I act (k + 1), solving the formula as follows:
FastFact θcal ＝l k *FastFact θ (k)+l k+1 *FastFact θ (k+1)
SlowFact θcal ＝l k *SlowFact θ (k)+l k+1 *SlowFact θ (k+1)
wherein
In the formula: k is the node position; l k And l k+1 Are weighting factors.
Referring to fig. 6, fig. 6 is a schematic diagram illustrating an overall architecture of an adaptive air system adjusting method according to an embodiment of the present application. The method specifically comprises the following steps:
s1, judging whether to start the self-adaptive correction of the rotating speed of the air compressor and the opening of a throttle valve at a high speed or a low speed through a judgment module;
s2, according to the air mass flow measured value collected by the sensor
And measured value P of air inlet pressure act Through the air compressor rotating speed feedforward reference value n in the air supply system feedforward decoupling control algorithm ref The two-dimensional feed-forward data table about air mass flow and air stack pressure yields n ref By feeding forward a reference value theta of throttle opening ref Two-dimensional feed-forward data table for air mass flow and air stack pressure yields θ ref ；
S3, measuring the rotating speed n of the air compressor act And a feedforward reference value n ref Inputting the rotating speed of the air compressor into a rapid self-adaptive correction calculation module, and calculating to obtain a rapid self-adaptive correction coefficient FastFact of the rotating speed of the air compressor n (ii) a The measured value theta of the throttle opening act And a feedforward reference value theta ref Inputting a throttle opening rapid self-adaptive correction calculation module, and calculating to obtain a throttle opening rapid self-adaptive correction coefficient FastFact θ (ii) a FastFact to be solved n And FastFact θ Is stored to
And P act Corresponding to I act ToIn the dimension data table;
s4, fastFact n The offset noise is input into the slow-speed self-adaptive correction input noise limiting module of the air compressor to obtain the offset noise of the air compressor speed deviation system n (ii) a FastFact θ The signal is input to a throttle opening slow-speed self-adaptive correction input noise limiting module to obtain a throttle opening deviation coefficient OffsFact θ ；
S5, limiting the OffsFact after the limit value n The low-speed self-adaptive correction coefficient SlowFact of the rotating speed of the air compressor is obtained by inputting the low-speed self-adaptive correction coefficient SlowFact of the rotating speed of the air compressor into a module of the rotating speed of the air compressor n (ii) a The offset fact after the limit value θ Inputting the data into a throttle opening slow self-adaptive correction module, and calculating to obtain a throttle opening slow self-adaptive correction coefficient SlowFact θ ；
S6, judging whether the rotating speed of the air compressor is in a steady state or not in a slow self-adaptive correction mode; judging whether the slow self-adaptive correction of the opening of the throttle valve is in a stable state or not;
s7, judging whether SlowFact is to be performed or not n Is stored to
And P act Corresponding to I act In the one-dimensional data table of (1); judging whether to enable SlowFact θ Is stored to
And P act Corresponding to I act In the one-dimensional data table of (1);
s8, according to I act Inquiring self-adaptive correction coefficients of high and low rotating speeds of air compressor about I act Get FastFact n 、SlowFact n To n is paired with ref Correcting; according to I act Inquiring about the self-adaptive correction coefficients of the fast and slow opening of the throttle valve respectively act The one-dimensional data table of (A) obtains FastFact θ 、SlowFact θ To θ ref And (6) correcting.
Based on the scheme, the method and the device can correct the air compressor rotating speed and the throttle opening feedforward reference value on line, and overcome errors in the matching process, changes of environmental pressure and deviation caused by inconsistent performance between the air compressors and the throttles in the same batch. On one hand, the control precision of the air supply system is improved, and on the other hand, the adaptability of the air supply system to different environments is improved. And correcting the influence of the ambient pressure on the feedforward reference values of the rotating speed and the opening of the throttle valve of the air compressor, so that the two-dimensional feedforward data table of the rotating speed and the opening of the throttle valve of the air compressor can accurately correspond to different air intake mass flow demands and air intake pressure demands under different ambient pressures.
Referring to fig. 6, fig. 6 is a block diagram of a control system of an air system of a fuel cell for a vehicle according to an embodiment of the present application, the system including: the data detection module 10 is used for acquiring an air mass flow measured value and an air pile-entering pressure measured value; a feedforward reference value request module 11, configured to call a corresponding air compressor rotation speed feedforward reference value according to the air mass flow actual measurement value and the air inlet stack pressure actual measurement value, where the air compressor rotation speed feedforward reference value is determined by a preset mapping relationship between an air mass flow value, an air inlet stack side pressure value, and an air pressure rotation speed feedforward reference value; a reference value correction module 12, configured to determine a fast correction coefficient of the air compressor rotation speed according to the measured air compressor rotation speed and the air compressor rotation speed feedforward reference value, and determine a slow correction coefficient of the air compressor rotation speed based on the fast correction coefficient of the air compressor rotation speed, so as to establish a mapping relationship between the fast correction coefficient of the air compressor rotation speed and the slow correction coefficient of the air compressor rotation speed and an output current value of the fuel cell; and the control module 13 is configured to call the air compressor rotation speed fast correction coefficient and the mapping relationship between the air compressor rotation speed slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, determine a target air compressor rotation speed fast correction coefficient and a target air compressor rotation speed slow correction coefficient corresponding to the current fuel cell output current value, correct the air compressor rotation speed feedforward reference value according to the target air compressor rotation speed fast correction coefficient and the target air compressor rotation speed slow correction coefficient, and adjust the air compressor rotation speed according to the corrected air compressor rotation speed feedforward reference value, so as to complete control of the air system.
In one embodiment, the system further comprises an opening detection module for acquiring an actual measured value of the opening of the throttle valve;
the opening feedforward reference value request module is used for calling a corresponding throttle opening feedforward reference value according to the air mass flow measured value and the air in-pile pressure measured value, and the throttle opening feedforward reference value is determined by a preset mapping relation of an air mass flow value, an air in-pile side pressure value and the throttle opening feedforward reference value;
the opening reference value correction module is used for determining a throttle opening quick correction coefficient according to the actual measured value of the throttle opening and the feedforward reference value of the throttle opening, and determining a throttle opening slow correction coefficient based on the throttle opening quick correction coefficient so as to establish a mapping relation between the throttle opening quick correction coefficient and the throttle opening slow correction coefficient and a fuel cell output current value;
and the opening control module is used for calling the throttle opening quick correction coefficient and the mapping relation between the throttle opening slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, determining a target throttle opening quick correction coefficient and a target throttle opening slow correction coefficient corresponding to the current fuel cell output current, correcting the throttle opening feedforward reference value according to the target throttle opening quick correction coefficient and the target throttle opening slow correction coefficient, and adjusting the throttle opening through the corrected throttle feedforward opening reference value to finish the control of the air system.
In one embodiment, the system further comprises a corrective activation module for obtaining a fuel cell state comprising: the method comprises the steps of normally operating time length, correcting a general initial zone bit, correcting a general activation zone bit, quickly correcting an activation zone bit and slowly correcting an activation zone bit;
and in the starting stage of the fuel cell, carrying out fault diagnosis on the fuel cell, assigning a preset first numerical value to the corrected general initial zone bit and assigning initial values to the air compressor rotating speed slow speed correction coefficient and the throttle valve opening slow speed correction coefficient if the fuel cell is normally started and the corrected general initial zone bit is not satisfied to be 0 and the corrected general activation zone bit is 1, assigning a preset second numerical value to the corrected general activation zone bit and the corrected general initial zone position 0 when the normal running time is longer than the preset time, and determining the air compressor rotating speed slow speed correction coefficient and the throttle valve opening slow speed correction coefficient corresponding to the time node based on the air compressor rotating speed slow speed correction coefficient and the initial values of the throttle valve opening slow speed correction coefficient.
In an embodiment, the modified activation module is further configured to assign a preset third value to the modified general-purpose activation flag if the fuel cell is normally started and the modified general-purpose initial flag is 0 and the modified general-purpose activation flag is 1 are satisfied;
when the corrected general activation flag bit is the preset third numerical value, assigning a preset fourth numerical value to the quick correction activation flag bit to activate quick correction coefficient calculation of the rotating speed of the air compressor and the opening degree of a throttle valve, and acquiring the actual rotating speed of the air compressor;
and if the actual rotating speed is less than the surge rotating speed of the air compressor, assigning a preset fifth numerical value to the slow correction activation zone bit so as to activate the slow correction coefficient calculation of the rotating speed of the air compressor and the opening degree of the throttle valve.
In an embodiment, the reference value correcting module 12 is further configured to determine a rapid air compressor rotation speed correction coefficient according to the measured air compressor rotation speed value and the air compressor rotation speed feedforward reference value, and includes: acquiring a ratio between the actual measured value of the rotating speed of the air compressor and a feedforward reference value of the rotating speed of the air compressor; and integrating according to the difference value between a preset first target value and the ratio to obtain the rapid correction coefficient of the rotating speed of the air compressor.
In one embodiment, the reference value correcting module 12 is further configured to determine a throttle opening degree quick correction coefficient according to the actual throttle opening degree measuring value and the throttle opening degree feedforward reference value, and includes: acquiring the ratio of the throttle opening measured value to the throttle opening feedforward reference value; and integrating according to the difference value between a preset second target value and the ratio to obtain the rapid correction coefficient of the opening of the throttle valve.
In an embodiment, the reference value correcting module 12 is further configured to determine a slow air compressor speed correction coefficient based on the fast air compressor speed correction coefficient, and includes: acquiring a difference value between a preset third target value and the air compressor rotating speed quick correction coefficient, recording the difference value as a first difference value, performing limit processing on the first difference value to obtain a second difference value, and taking the difference value between the first difference value and the second difference value as an air compressor rotating speed deviation coefficient; and integrating the rotating speed deviation coefficient of the air compressor to obtain a slow rotating speed correction coefficient of the air compressor.
In one embodiment, the reference value correction module 12 is further configured to determine a throttle opening slow correction coefficient based on the throttle opening fast correction coefficient, including: acquiring a difference value between a preset fourth target value and the quick air compressor speed correction coefficient, recording the difference value as a third difference value, performing limit processing on the third difference value to obtain a fourth difference value, and taking the difference value between the third difference value and the fourth difference value as a throttle opening deviation coefficient; and integrating the throttle opening deviation coefficient to obtain the slow correction coefficient of the throttle opening.
In an embodiment, before the reference value correcting module 12 is further configured to establish a mapping relationship between an air compressor rotation speed fast correction coefficient and a mapping relationship between the air compressor rotation speed slow correction coefficient and a fuel cell output current value, the method further includes: when the slow correction of the rotating speed of the air compressor is in a stable state, establishing a mapping relation between the fast correction coefficient of the rotating speed of the air compressor and the slow correction coefficient of the rotating speed of the air compressor and the output current value of the fuel cell, wherein the judging condition of the stable state comprises the following steps: the slow speed correction of the air compressor is in an activated state, the difference value between the air compressor speed feedforward reference value and the air compressor measured speed is smaller than a preset speed difference threshold value, and the absolute value of the air compressor speed deviation coefficient is smaller than a preset speed deviation coefficient threshold value.
In an embodiment, before the reference value correction module 12 is further configured to establish the mapping relationship between the throttle opening degree fast correction coefficient and the throttle opening degree slow correction coefficient and the fuel cell output current value, the method further includes: establishing a mapping relation between the throttle opening degree quick correction coefficient and the throttle opening degree slow correction coefficient and the fuel cell output current value when the throttle opening degree slow correction is in a steady state, wherein the steady state determination condition comprises: the slow correction of the throttle opening is in an activated state, the difference value between the throttle opening feedforward reference value and the actual measurement rotating speed of the throttle is smaller than a preset opening difference threshold value, and the absolute value of the throttle opening deviation coefficient is smaller than a preset opening deviation coefficient threshold value.
In an embodiment, the control module 13 is further configured to invoke the fast air compressor speed correction coefficient and the mapping relationship between the slow air compressor speed correction coefficient and the fuel cell output current value according to the current fuel cell output current value, and determine a target fast air compressor speed correction coefficient and a target slow air compressor speed correction coefficient corresponding to the current fuel cell output current value, where the method includes: determining a plurality of node intervals of preset fuel cell output current according to the mapping relation; and calculating a corresponding air compressor rotating speed quick correction coefficient and an air compressor rotating speed slow correction coefficient according to the node interval in which the current fuel cell output current value falls, wherein the corresponding air compressor rotating speed quick correction coefficient and the corresponding air compressor rotating speed slow correction coefficient are used as a corresponding target air compressor rotating speed quick correction coefficient and a target air compressor rotating speed slow correction coefficient.
In one embodiment, the control module 13 is further configured to invoke the throttle opening degree fast correction coefficient and the throttle opening degree slow correction coefficient according to a current fuel cell output current value, and determine a target throttle opening degree fast correction coefficient and a target throttle opening degree slow correction coefficient corresponding to the current fuel cell output current value, where the steps include: and calculating a corresponding throttle opening degree quick correction coefficient and a corresponding throttle opening degree slow correction coefficient according to the node section in which the current fuel cell output current value falls, wherein the corresponding throttle opening degree quick correction coefficient and the corresponding throttle opening degree slow correction coefficient are used as a corresponding target throttle opening degree quick correction coefficient and a target throttle opening degree slow correction coefficient.
The above embodiments are merely illustrative of the principles and utilities of the present application and are not intended to limit the application. Any person skilled in the art can modify or change the above-described embodiments without departing from the spirit and scope of the present application. Accordingly, it is intended that all equivalent modifications or changes which can be made by those skilled in the art without departing from the spirit and technical concepts disclosed in the present application shall be covered by the claims of the present application.
Claims (14)
1. A control method of a fuel cell air system for a vehicle, characterized by comprising:
acquiring an air mass flow measured value, an air compressor rotating speed measured value and an air pile-entering pressure measured value;
calling a corresponding air compressor rotating speed feedforward reference value according to the air mass flow measured value and the air inlet stack pressure measured value, wherein the air compressor rotating speed feedforward reference value is determined by a preset mapping relation of an air mass flow value, an air inlet stack side pressure value and an air compression rotating speed feedforward reference value;
determining an air compressor rotating speed quick correction coefficient according to the air compressor rotating speed measured value and the air compressor rotating speed feedforward reference value, and determining an air compressor rotating speed slow correction coefficient based on the air compressor rotating speed quick correction coefficient to establish a mapping relation between the air compressor rotating speed quick correction coefficient and the air compressor rotating speed slow correction coefficient and the output current value of the fuel cell;
and calling the air compressor rotating speed quick correction coefficient and the mapping relation between the air compressor rotating speed slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, determining a target air compressor rotating speed quick correction coefficient and a target air compressor rotating speed slow correction coefficient corresponding to the current fuel cell output current value, correcting the air compressor rotating speed feedforward reference value according to the target air compressor rotating speed quick correction coefficient and the target air compressor rotating speed slow correction coefficient, and adjusting the air compressor rotating speed through the corrected air compressor rotating speed feedforward reference value to complete the control of an air system.
2. The method for controlling a fuel cell air system for a vehicle according to claim 1, further comprising, after acquiring the measured air mass flow rate and the measured air stack pressure:
acquiring an actual measurement value of the opening degree of the throttle valve;
calling a corresponding throttle opening feedforward reference value according to the air mass flow measured value and the air in-pile pressure measured value, wherein the throttle opening feedforward reference value is determined by a preset mapping relation of an air mass flow value, an air in-pile side pressure value and the throttle opening feedforward reference value;
determining a throttle opening degree quick correction coefficient according to the throttle opening degree measured value and the throttle opening degree feedforward reference value, and determining a throttle opening degree slow correction coefficient based on the throttle opening degree quick correction coefficient to establish a mapping relation between the throttle opening degree quick correction coefficient and the throttle opening degree slow correction coefficient and an output current value of a fuel cell;
and calling the throttle opening degree quick correction coefficient and the mapping relation between the throttle opening degree slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, determining a target throttle opening degree quick correction coefficient and a target throttle opening degree slow correction coefficient corresponding to the current fuel cell output current, correcting the throttle opening degree feedforward reference value according to the target throttle opening degree quick correction coefficient and the target throttle opening degree slow correction coefficient, and adjusting the throttle opening degree through the corrected throttle opening degree feedforward reference value to finish the control of the air system.
3. The method for controlling a fuel cell air system for a vehicle according to claim 1 or 2, wherein before acquiring the measured value of the mass air flow and the measured value of the stack pressure, the method further comprises:
obtaining a fuel cell state, the fuel cell state comprising: the method comprises the steps of normally operating time length, correcting a general initial zone bit, correcting a general activation zone bit, quickly correcting an activation zone bit and slowly correcting an activation zone bit;
and in the starting stage of the fuel cell, fault diagnosis is carried out on the fuel cell, if the fuel cell is normally started and does not meet the conditions that the corrected universal initial flag bit is 0 and the corrected universal activation flag bit is 1, a preset first numerical value is assigned to the corrected universal initial flag bit, initial values are assigned to the air compressor rotation speed slow correction coefficient and the throttle valve slow correction coefficient, when the normal running time is longer than the preset time, a preset second numerical value is assigned to the corrected universal activation flag bit, the corrected universal initial flag position is 0, and the air compressor rotation speed slow correction coefficient and the throttle valve opening slow correction coefficient of a corresponding time node are determined based on the initial values of the air compressor rotation speed slow correction coefficient and the throttle valve opening slow correction coefficient.
4. The control method of a fuel cell air system for a vehicle according to claim 3, further comprising, after performing a fault diagnosis on the fuel cell in a fuel cell start-up phase:
if the fuel cell is normally started and the corrected general initial flag bit is 0 and the corrected general activation flag bit is 1, assigning a preset third numerical value to the corrected general activation flag bit;
when the corrected general activation flag bit is the preset third numerical value, assigning a preset fourth numerical value to the quick correction activation flag bit to activate quick correction coefficient calculation of the rotating speed of the air compressor and the opening degree of a throttle valve, and acquiring the actual rotating speed of the air compressor;
and if the actual rotating speed is less than the surge rotating speed of the air compressor, assigning a preset fifth numerical value to the slow correction activation zone bit so as to activate the slow correction coefficient calculation of the rotating speed of the air compressor and the opening degree of the throttle valve.
5. The method of claim 1, wherein determining an air compressor speed rapid correction factor based on the air compressor speed measured value and the air compressor speed feedforward reference value comprises:
acquiring a ratio between the actual measured value of the rotating speed of the air compressor and a feedforward reference value of the rotating speed of the air compressor;
and integrating according to the difference value between the preset first target value and the ratio to obtain the quick speed correction coefficient of the air compressor.
6. The control method of a fuel cell air system for a vehicle according to claim 2, wherein determining a throttle opening degree rapid correction coefficient based on the throttle opening degree actual measurement value and the throttle opening degree feedforward reference value includes:
acquiring the ratio of the throttle opening measured value to the throttle opening feedforward reference value;
and integrating according to the difference value between a preset second target value and the ratio to obtain the rapid correction coefficient of the opening of the throttle valve.
7. The control method of a fuel cell air system for a vehicle according to claim 1, wherein determining an air compressor rotational speed slow correction coefficient based on the air compressor rotational speed fast correction coefficient includes:
acquiring a difference value between a preset third target value and the air compressor rotating speed quick correction coefficient, recording the difference value as a first difference value, performing limit processing on the first difference value to obtain a second difference value, and taking the difference value between the first difference value and the second difference value as an air compressor rotating speed deviation coefficient;
and integrating the deviation coefficient of the rotating speed of the air compressor to obtain a slow speed correction coefficient of the rotating speed of the air compressor.
8. The control method of a fuel cell air system for a vehicle according to claim 2, wherein determining a throttle opening slow correction coefficient based on the throttle opening fast correction coefficient includes:
acquiring a difference value between a preset fourth target value and the quick air compressor speed correction coefficient, recording the difference value as a third difference value, performing limit processing on the third difference value to obtain a fourth difference value, and taking the difference value between the third difference value and the fourth difference value as a throttle opening deviation coefficient;
and integrating the throttle opening deviation coefficient to obtain the slow correction coefficient of the throttle opening.
9. The control method of a fuel cell air system for a vehicle according to claim 7, before establishing the mapping relationship between the air compressor rotation speed fast correction coefficient and the air compressor rotation speed slow correction coefficient and the fuel cell output current value, further comprising:
when the slow correction of the rotating speed of the air compressor is in a stable state, establishing a mapping relation between the fast correction coefficient of the rotating speed of the air compressor and the slow correction coefficient of the rotating speed of the air compressor and the output current value of the fuel cell, wherein the determination conditions of the stable state comprise: the slow speed correction of the air compressor is in an activated state, the difference value between the air compressor speed feedforward reference value and the air compressor measured speed is smaller than a preset speed difference threshold value, and the absolute value of the air compressor speed deviation coefficient is smaller than a preset speed deviation coefficient threshold value.
10. The control method of a fuel cell air system for a vehicle according to claim 8, before establishing the map relationship between the throttle opening degree quick correction coefficient and the throttle opening degree slow correction coefficient and the fuel cell output current value, further comprising:
establishing a mapping relation between the throttle opening degree quick correction coefficient and the throttle opening degree slow correction coefficient and the fuel cell output current value when the throttle opening degree slow correction is in a steady state, wherein the steady state determination condition comprises: the slow correction of the throttle opening is in an activated state, the difference value between the throttle opening feedforward reference value and the actual measurement rotating speed of the throttle is smaller than a preset opening difference threshold value, and the absolute value of the throttle opening deviation coefficient is smaller than a preset opening deviation coefficient threshold value.
11. The method for controlling the vehicle fuel cell air system according to claim 1, wherein the step of determining the target air compressor rotational speed fast correction coefficient and the target air compressor rotational speed slow correction coefficient corresponding to the current fuel cell output current value by calling the air compressor rotational speed fast correction coefficient and the mapping relationship between the air compressor rotational speed slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value comprises the steps of:
determining a plurality of node intervals of preset fuel cell output current according to the mapping relation;
and calculating a corresponding air compressor rotating speed quick correction coefficient and an air compressor rotating speed slow correction coefficient according to the node interval in which the current fuel cell output current value falls, wherein the corresponding air compressor rotating speed quick correction coefficient and the corresponding air compressor rotating speed slow correction coefficient are used as a corresponding target air compressor rotating speed quick correction coefficient and a target air compressor rotating speed slow correction coefficient.
12. The control method of the fuel cell air system for the vehicle according to claim 2 or 11, wherein calling the throttle opening degree quick correction coefficient and the throttle opening degree slow correction coefficient from a mapping relation with a fuel cell output current value according to a current fuel cell output current value, and determining a target throttle opening degree quick correction coefficient and a target throttle opening degree slow correction coefficient corresponding to the current fuel cell output current value, includes:
and calculating a corresponding throttle opening degree quick correction coefficient and a corresponding throttle opening degree slow correction coefficient according to the node interval in which the current fuel cell output current value falls, wherein the corresponding throttle opening degree quick correction coefficient and the corresponding throttle opening degree slow correction coefficient are used as a corresponding target throttle opening degree quick correction coefficient and a target throttle opening degree slow correction coefficient.
13. A control system for a fuel cell air system for a vehicle, comprising:
the data detection module is used for acquiring an air mass flow measured value, an air compressor rotating speed measured value and an air inlet pile pressure measured value;
the rotating speed feedforward reference value request module is used for calling a corresponding air compressor rotating speed feedforward reference value according to the air mass flow measured value and the air in-pile pressure measured value, and the air compressor rotating speed feedforward reference value is determined by a preset mapping relation of an air mass flow value, an air in-pile side pressure value and the air compressor rotating speed feedforward reference value;
the rotating speed reference value correcting module is used for determining an air compressor rotating speed quick correcting coefficient according to the air compressor rotating speed measured value and the air compressor rotating speed feedforward reference value, and determining an air compressor rotating speed slow correcting coefficient based on the air compressor rotating speed quick correcting coefficient so as to establish a mapping relation between the air compressor rotating speed quick correcting coefficient and the air compressor rotating speed slow correcting coefficient and the fuel cell output current value;
and the rotating speed control module is used for calling the air compressor rotating speed quick correction coefficient and the mapping relation between the air compressor rotating speed slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, determining a target air compressor rotating speed quick correction coefficient and a target air compressor rotating speed slow correction coefficient corresponding to the current fuel cell output current value, correcting the air compressor rotating speed feedforward reference value according to the target air compressor rotating speed quick correction coefficient and the target air compressor rotating speed slow correction coefficient, and adjusting the air compressor rotating speed through the corrected air compressor rotating speed feedforward reference value to complete the control of the air system.
14. The control system of a fuel cell air system for a vehicle according to claim 13, wherein said system further comprises:
the opening detection module is used for acquiring an actual measured value of the opening of the throttle valve;
the opening feedforward reference value request module is used for calling a corresponding throttle opening feedforward reference value according to the air mass flow measured value and the air in-pile pressure measured value, and the throttle opening feedforward reference value is determined by a preset mapping relation of an air mass flow value, an air in-pile side pressure value and the throttle opening feedforward reference value;
the opening reference value correction module is used for determining a throttle opening quick correction coefficient according to the throttle opening measured value and the throttle opening feedforward reference value, and determining a throttle opening slow correction coefficient based on the throttle opening quick correction coefficient so as to establish a mapping relation between the throttle opening quick correction coefficient and the throttle opening slow correction coefficient and a fuel cell output current value;
and the opening control module is used for calling the throttle opening quick correction coefficient and the mapping relation between the throttle opening slow correction coefficient and the fuel cell output current value according to the current fuel cell output current value, determining a target throttle opening quick correction coefficient and a target throttle opening slow correction coefficient corresponding to the current fuel cell output current, correcting the throttle opening feedforward reference value according to the target throttle opening quick correction coefficient and the target throttle opening slow correction coefficient, and adjusting the throttle opening through the corrected throttle feedforward opening reference value to complete the control of the air system.
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| CN116387575A (en) * | 2023-06-06 | 2023-07-04 | 北京亿华通科技股份有限公司 | Control method of air system of fuel cell |
| CN117189547A (en) * | 2023-10-20 | 2023-12-08 | 德耐尔能源装备有限公司 | Cooling optimization regulation and control method and system for oil-free mobile air compressor |
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| CN115133076A (en) * | 2022-07-12 | 2022-09-30 | 同济大学 | On-line self-adaptive anti-surge control method for fuel cell air circuit |
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| CN113675444A (en) * | 2021-08-23 | 2021-11-19 | 无锡威孚高科技集团股份有限公司 | Fuel cell air system decoupling control method and device and storage medium |
| CN115133076A (en) * | 2022-07-12 | 2022-09-30 | 同济大学 | On-line self-adaptive anti-surge control method for fuel cell air circuit |
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| CN116387575A (en) * | 2023-06-06 | 2023-07-04 | 北京亿华通科技股份有限公司 | Control method of air system of fuel cell |
| CN116387575B (en) * | 2023-06-06 | 2023-08-25 | 北京亿华通科技股份有限公司 | Control method of air system of fuel cell |
| CN117189547A (en) * | 2023-10-20 | 2023-12-08 | 德耐尔能源装备有限公司 | Cooling optimization regulation and control method and system for oil-free mobile air compressor |
| CN117189547B (en) * | 2023-10-20 | 2024-06-25 | 德耐尔能源装备有限公司 | Cooling optimization regulation and control method and system for oil-free mobile air compressor |
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