CN117276598A - Temperature control method and device for hydrogen fuel cell engine load-increasing process - Google Patents

Temperature control method and device for hydrogen fuel cell engine load-increasing process Download PDF

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CN117276598A
CN117276598A CN202311561366.1A CN202311561366A CN117276598A CN 117276598 A CN117276598 A CN 117276598A CN 202311561366 A CN202311561366 A CN 202311561366A CN 117276598 A CN117276598 A CN 117276598A
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air flow
air
throttle opening
cooling liquid
temperature
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CN117276598B (en
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王丹
吴汉栋
韩立勇
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Spic Hydrogen Energy Technology Development Co Ltd
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Spic Hydrogen Energy Technology Development Co Ltd
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04701—Temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/043—Processes for controlling fuel cells or fuel cell systems applied during specific periods
    • H01M8/04302—Processes for controlling fuel cells or fuel cell systems applied during specific periods applied during start-up
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/0432—Temperature; Ambient temperature
    • H01M8/04358—Temperature; Ambient temperature of the coolant
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/0438—Pressure; Ambient pressure; Flow
    • H01M8/04395—Pressure; Ambient pressure; Flow of cathode reactants at the inlet or inside the fuel cell
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04746—Pressure; Flow
    • H01M8/04753—Pressure; Flow of fuel cell reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04746—Pressure; Flow
    • H01M8/04776—Pressure; Flow at auxiliary devices, e.g. reformer, compressor, burner
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells

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  • Life Sciences & Earth Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Fuel Cell (AREA)

Abstract

The present disclosure provides a temperature control method and apparatus for a hydrogen fuel cell engine load-up process. Comprising the following steps: determining a first air flow, a target air pressure, a first cooling liquid temperature, a first air compressor rotating speed and a first throttle opening to be achieved, and setting the air compressor rotating speed and the throttle opening of the system as the first air compressor rotating speed and the first throttle opening respectively; after the system reaches the first air flow and the target air pressure, acquiring the temperature of a second cooling liquid in the current state of the system; increasing the first air flow rate to a second air flow rate; setting the rotation speed of the air compressor and the throttle opening as a second rotation speed of the air compressor and a second throttle opening; the system is controlled based on the third air flow and the third coolant temperature, the second air flow and the first coolant temperature. Therefore, the water in the fuel cell system can be carried away more, the heat absorbed by the water vaporization is reduced, the heat is more used for increasing the temperature of the system, and the system heating time is shortened.

Description

Temperature control method and device for hydrogen fuel cell engine load-increasing process
Technical Field
The disclosure relates to the technical field of hydrogen fuel cells, and in particular relates to a temperature control method and device for an engine load lifting process of a hydrogen fuel cell.
Background
A hydrogen fuel cell is a device that converts hydrogen gas and an oxidant directly into electric energy through an electrochemical reaction. The hydrogen fuel cell system can provide hydrogen and oxidant with proper working temperature and pressure for the fuel cell, ensures that the fuel cell operates under reasonable conditions and mainly comprises a hydrogen system, an air system and a cooling water system.
In the process of lifting the fuel cell engine, parameters such as current, hydrogen, flow of oxidant and pressure can reach target values in a short time, but temperature change is influenced by heat capacity, heating power and the like of the engine, so that the temperature change has relative hysteresis, the target value of working conditions after lifting cannot be reached quickly, and a long time is needed to reach a set target value, so that the running performance of the lifting process of the engine is influenced.
Disclosure of Invention
The present disclosure aims to solve, at least to some extent, one of the technical problems in the related art.
An embodiment of a first aspect of the present disclosure provides a temperature control method for a hydrogen fuel cell engine load-up process, including:
Determining a first air flow rate, a target air pressure, and a first coolant temperature to be achieved according to a set current of the fuel cell engine system;
determining a first air compressor rotating speed and a first throttle opening to be set, and respectively setting the air compressor rotating speed and the throttle opening of the system as the first air compressor rotating speed and the first throttle opening which are related to the first air flow and the target air pressure;
after the system reaches the first air flow and the target air pressure, acquiring a second cooling liquid temperature of the current state of the system;
increasing the first air flow to a second air flow based on the first coolant temperature and the second coolant temperature;
setting an air compressor speed and a throttle opening of the system to a second air compressor speed and a second throttle opening associated with the second air flow and the target air pressure, respectively;
and acquiring a third air flow and a third cooling liquid temperature of the system running in real time, and controlling the system based on the third air flow and the third cooling liquid temperature, the second air flow and the first cooling liquid temperature.
Embodiments of a second aspect of the present disclosure provide a temperature control system for a hydrogen fuel cell engine load-up process, comprising:
a first determination module for determining a first air flow rate, a target air pressure, and a first coolant temperature to be achieved according to a set current of the fuel cell engine system;
the first setting module is used for determining a first air compressor rotating speed and a first throttle opening to be set and a second cooling liquid temperature in the current state of the system, and setting the air compressor rotating speed and the throttle opening of the system to be the first air compressor rotating speed and the first throttle opening which are related to the first air flow and the target air pressure respectively;
the second determining module is used for obtaining the temperature of the second cooling liquid in the current state of the system after the system reaches the first air flow and the target air pressure;
an increasing module for increasing the first air flow to a second air flow based on the first coolant temperature and the second coolant temperature;
a second setting module for setting an air compressor speed and a throttle opening of the system to a second air compressor speed and a second throttle opening associated with the second air flow and the target air pressure, respectively;
The acquisition module is used for acquiring a third air flow and a third cooling liquid temperature of the system running in real time and controlling the system based on the third air flow and the third cooling liquid temperature, the second air flow and the first cooling liquid temperature.
An embodiment of a third aspect of the present disclosure provides an electronic device, including: the system comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor executes the program to realize the temperature control method of the hydrogen fuel cell engine load lifting process as provided by the embodiment of the first aspect of the disclosure.
An embodiment of a fourth aspect of the present disclosure proposes a computer readable storage medium storing a computer program which, when executed by a processor, implements a temperature control method of a hydrogen fuel cell engine load-up process as proposed by an embodiment of the first aspect of the present disclosure.
The temperature control method and the device for the load increasing process of the hydrogen fuel cell engine have the following beneficial effects:
in the embodiment of the disclosure, first, according to a set current of a fuel cell engine system, determining a first air flow rate to be achieved, a target air pressure and a first cooling liquid temperature, then determining a first air compressor rotating speed and a first throttle opening to be set, and setting the air compressor rotating speed and the throttle opening of the system as the first air compressor rotating speed and the first throttle opening which are related to the first air flow rate and the target air pressure respectively; and after the system reaches the first air flow and the target air pressure, acquiring a second cooling liquid temperature in the current state of the system, increasing the first air flow to the second air flow based on the first cooling liquid temperature and the second cooling liquid temperature, setting the air compressor rotating speed and the throttle opening of the system to be the second air compressor rotating speed and the second throttle opening which are related to the second air flow and the target air pressure respectively, finally acquiring a third air flow and the third cooling liquid temperature which are operated in real time of the system, and controlling the system based on the third air flow and the third cooling liquid temperature, the second air flow and the first cooling liquid temperature. Therefore, the required air flow rate can be increased, more water in the fuel cell system is carried away, the heat absorbed by the water vaporization is reduced, the heat is more used for increasing the temperature of the system, and the system temperature rise time is shortened.
Additional aspects and advantages of the disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the disclosure.
Drawings
The foregoing and/or additional aspects and advantages of the present disclosure will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:
FIG. 1 is a schematic flow chart of a method for controlling temperature during an engine up load of a hydrogen fuel cell according to an embodiment of the disclosure;
FIG. 2 is a schematic diagram of a hydrogen fuel cell engine system according to an embodiment of the present disclosure;
fig. 3 is a schematic structural diagram of a temperature control device for a hydrogen fuel cell engine during an up-load process according to another embodiment of the present disclosure;
fig. 4 illustrates a block diagram of an exemplary electronic device suitable for use in implementing embodiments of the present disclosure.
Detailed Description
Embodiments of the present disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and intended for the purpose of explaining the present disclosure and are not to be construed as limiting the present disclosure.
It should be noted that, the heat for raising the temperature in the engine load raising process is provided by the heat generated by the electrochemical reaction of the battery, and part of the heat is used for raising the temperature of the battery and also providing vaporization heat for the moisture in the battery.
Temperature control methods and apparatuses for a hydrogen fuel cell engine up-load process according to embodiments of the present disclosure are described below with reference to the accompanying drawings.
Fig. 1 is a schematic flow chart of a temperature control method for a hydrogen fuel cell engine load-up process according to an embodiment of the disclosure.
As shown in fig. 1, the temperature control method of the hydrogen fuel cell engine up-load process may include the steps of:
step 101, determining a first air flow rate, a target air pressure, and a first coolant temperature to be achieved according to a set current of the fuel cell engine system.
The set current may be a required value of an experimental test or an actual operation process of the fuel cell engine system.
As one implementation, the first air flow and the target air pressure are determined according to a target current that the hydrogen fuel cell system needs to set, following general principles may be followed:
determining theoretical hydrogen consumption: first, it is necessary to determine the theoretically required hydrogen consumption amount based on the set current. This can be done by knowing the reaction equation for hydrogen flowing through the hydrogen fuel cell and the chemical reaction rate of the current generation to calculate the required hydrogen mass or flow.
Determining the stoichiometric ratio of air to hydrogen: hydrogen fuel cells produce electricity by chemically reacting hydrogen with oxygen in the air. The required air flow can be determined based on the stoichiometric ratio of hydrogen to oxygen. Generally, the stoichiometric ratio of hydrogen to oxygen is 2:1, i.e., two units of oxygen need to be provided per unit of hydrogen.
Determining air pressure: the target air pressure may be limited by system design and operating requirements. In general, a stable air pressure ensures adequate oxygen delivery to the hydrogen fuel cell reaction zone and maintains proper hydrogen and oxygen reaction conditions. Therefore, system requirements and matching to hydrogen fuel cell design and operating parameters need to be considered in determining the target air pressure.
It should be noted that the specific hydrogen fuel cell system design, specification and application may vary, and thus, when actually setting the target air flow and target air pressure, adjustments and optimizations are required in conjunction with specific system requirements and design parameters.
The first air flow rate may be determined by electrochemical calculation, and the theoretical air flow rate value, that is, the first air flow rate, may be calculated directly based on the set current value.
Alternatively, the manufacturer may multiply the metering ratio on a theoretical basis.
The target air pressure may be an operating pressure that is determined by itself based on factors such as the stack material.
It should be noted that the fuel cell engine must remain properly cooled to ensure thermal management and stability of the fuel cell. The first coolant temperature is typically set taking into account the following factors: the optimum operating temperature range of the fuel cell, the performance and efficiency of the cooling system, environmental conditions, etc.
As another possible implementation manner, the first air flow, the target air pressure and the first cooling liquid temperature corresponding to the set current may be recorded in advance to form a hash table, so that the corresponding first air flow, target air pressure and first cooling liquid temperature can be directly queried through the set current.
Wherein the fuel cell engine system includes:
the system comprises a hydrogen fuel cell stack, an air supply system, a cooling liquid supply system and an FCU control system, wherein the air supply system comprises an air filtering device, an air flowmeter, an air compressor, an air humidifier, a fuel cell stack, a throttle valve and a silencer which are sequentially connected through an air pipeline, the hydrogen supply system comprises a hydrogen gas source, a pressure reducing valve, a hydrogen fuel cell stack and a hydrogen circulating pump which are sequentially connected through a hydrogen pipeline, and the cooling liquid supply system comprises a heat radiating device, a heating device, a three-way valve, a deionizer, a pressure stabilizing water tank, a cooling liquid temperature sensor and a cooling liquid pipeline.
As shown in fig. 2, fig. 2 is a schematic diagram of a fuel cell engine system.
In this embodiment, the fuel cell engine system includes a hydrogen gas supply system, an air system, a coolant system, and an FCU signal acquisition and control system. The air system is used for providing an oxidant required by the battery reaction; the hydrogen supply system is used for providing hydrogen required by the battery reaction; the cooling system is used for radiating heat of the fuel cell and maintaining the temperature of the fuel cell at a proper condition; the control system is used for collecting sensor signals in the system and issuing execution signals of the components. In the air supply system, an air filter, an air flowmeter, an air compressor, an air humidifier, a fuel cell stack, a throttle valve and a silencer are sequentially connected through an air pipeline. In the hydrogen supply system, a hydrogen source, a pressure reducer, a hydrogen fuel cell stack and a hydrogen circulating pump are sequentially connected through a hydrogen pipeline. The cooling water system comprises a water pump, a cooling fan, an expansion water tank, a thermometer and a cooling liquid pipeline. The FCU controller collects air flow signals sent by the flowmeter, current signals of the fuel cell and temperature signals of cooling liquid entering the electric pile, and gives rotating speed and opening instructions to the air compressor and the throttle valve.
The FCU (Fuel Cell Unit) signal acquisition and control system is a system for signal acquisition, processing and control of a Fuel Cell Unit. Its main function is to monitor and control the operating state of the fuel cell unit to ensure its safe, efficient operation.
FCU signal acquisition and control systems typically include the following major components:
sensor (Sensors): for collecting various parameters associated with the fuel cell unit, such as temperature, pressure, gas flow, hydrogen mass flow, etc. These sensors convert information of the internal and external environments of the fuel cell unit into electrical signals and provide to a control system for processing.
Signal conditioning and acquisition module (Signal Conditioning and Acquisition Modules): the method is used for amplifying, filtering, linearizing and the like on the sensor output signals so as to ensure that accurate and reliable data are obtained. These modules are also responsible for converting the processed signals into digital signals and transmitting to the controller for further processing.
Controller (Controller): and receiving and processing data from the signal conditioning module, and calculating and judging according to a preset control strategy and algorithm. The controller may employ an embedded system, microcontroller, or other computing device with real-time and programmable properties for controlling various operating parameters of the fuel cell unit, such as hydrogen flow, air flow, temperature, etc.
Communication interface (Communication Interface): for data exchange and communication with other systems or devices, transmission of control and status information, etc.
Step 102, determining a first air compressor rotating speed and a first throttle opening to be set, and setting the air compressor rotating speed and the throttle opening of the system to be the first air compressor rotating speed and the first throttle opening which are related to the first air flow and the target air pressure respectively.
And step 103, obtaining the temperature of the second cooling liquid in the current state of the system after the system reaches the first air flow and the target air pressure.
It should be noted that the air flow coefficient and the hydrogen flow coefficient are parameters determined by the fuel cell assembly and system design and are generally already calibrated and fixed.
The air compressor speed and the throttle opening of the system are set to a first air compressor speed and a first throttle opening, respectively, associated with a first air flow and a target air pressure.
Specifically, the first air compressor rotation speed r1 and the second throttle opening ω1, which are required to be set, corresponding to the first air flow m1 and the target air pressure P1, may be obtained in advance according to experimental calibration data of the system, and a relation model between the first air flow and the air compressor rotation speed and between the target air pressure and the throttle opening needs to be established.
It is assumed that the following model is established by experimental calibration data:
relationship between second air flow and air compressor rotation speed: q1=f (r 1)
Relationship between target air pressure and throttle opening: p1=g (ω1)
Where Q1 represents the first air flow rate, r1 represents the first air compressor rotational speed, P1 represents the target air pressure, and ω1 represents the first throttle opening. The functions f () and g () are mapping relations obtained by fitting experimental data. The values of the first air compressor rotational speed r1 and the first throttle opening ω1 that need to be set for a given m1 and P1:
1. solving equation f (r 1) =m1, where m1 is the given first air flow rate, according to m1 and the relationship model q1=f (r 1):
and finding out the first air compressor rotating speed r1 meeting the equation through a numerical method or an optimization algorithm.
2. From P1 and the relationship model p1=g (ω1), the equation g (ω1) =p1 is solved, where P1 is the given target air pressure:
the first throttle opening omega 1 meeting the equation is found by a numerical method or an optimization algorithm, so that the first air compressor rotating speed r1 and the first throttle opening omega 1 which are required to be set corresponding to m1 and P1 can be obtained.
As another possible implementation, the following model may be built by experimental calibration data:
Relationship between first air flow and air compressor rotation speed: q1=f (r 1)
Relationship between target air pressure and throttle opening: p1=g (ω1)
Where Q1 represents the first air flow rate, r1 represents the first air compressor rotational speed, P1 represents the target air pressure, and ω1 represents the first throttle opening. The functions f () and g () are mapping relations obtained by fitting according to experimental data. Next, from the target air pressure P1 and the first air flow rate Q1, the corresponding air compressor rotation speed r1 and throttle opening ω1 may be back-deduced from the relational model:
and (3) reversely pushing through f () functions to obtain the rotating speed of the first air compressor: r1=fζ1 (-1) (Q1)
The first throttle opening is obtained by the reverse thrust of the g () function: ω1=gζ (-1) (P2)
Wherein f (-1) () and g (-1) () represent inverse functions of the functions for converting the given first air flow and target air pressure into corresponding air compressor speed and throttle opening.
Step 104, increasing the first air flow to the second air flow based on the first coolant temperature and the second coolant temperature.
Optionally, the second cooling liquid temperature T2 may be acquired according to the current system state, first, a third difference between the first cooling liquid temperature and the second cooling liquid temperature is determined, then, based on a preset mapping relationship, a first air flow increment corresponding to the third difference is determined, and finally, the first air flow is added to the first air flow increment to obtain the second air flow.
It should be noted that, determining the third difference between the first coolant temperature and the second coolant temperature requires calculation according to the specific system design and parameters. Assuming that the first coolant temperature is T1, the second coolant temperature is T2, and the third difference is Δt3=t2-T1.
Based on the preset mapping, a third air flow corresponding to the third difference may be determined. This mapping is typically derived from experimental and data analysis and may be a linear relationship, a non-linear relationship, or other form of mathematical model. Let the mapping be Δq1=f (Δt3), where Δq1 represents the first air flow increment.
Finally, adding the first air flow to the first air flow increment to obtain the second air flow: q2=q1+Δq1.
It should be noted that the above calculation and determination of the mapping relationship need to be verified and optimized in the actual system, so as to ensure the accuracy and reliability thereof.
Step 105, setting the air compressor speed and the throttle opening of the system to a second air compressor speed and a second throttle opening associated with a second air flow and a target air pressure, respectively.
Specifically, the second air compressor rotation speed r2 and the second throttle opening ω2, which are required to be set, corresponding to the second air flow m2 and the target air pressure P1, may be obtained in advance according to experimental calibration data of the system, and a relationship model between the second air flow and the air compressor rotation speed and between the target air pressure and the throttle opening needs to be established.
It is assumed that the following model is established by experimental calibration data:
relationship between second air flow and air compressor rotation speed: q2=f (r 2)
Relationship between target air pressure and throttle opening: p1=g (ω2)
Where Q2 represents the second air flow rate, r2 represents the second air compressor speed, P1 represents the target air pressure, and ω2 represents the second throttle opening. The functions f () and g () are mapping relations obtained by fitting experimental data. The values of the second air compressor rotation speed r2 and the second throttle opening ω2 that need to be set for given m2 and P1:
1. solving equation f (r 2) =m2, where m2 is the given second air flow, according to m2 and the relationship model q2=f (r 2):
and finding out the second air compressor rotating speed r2 meeting the equation through a numerical method or an optimization algorithm.
2. From P1 and the relationship model p1=g (ω2), the equation g (ω2) =p1 is solved, where P1 is the given target air pressure:
and finding a second throttle opening omega 2 meeting the equation through a numerical method or an optimization algorithm, so that a second air compressor rotating speed r2 and a second throttle opening omega 2 which are required to be set corresponding to m2 and P1 can be obtained.
As another possible implementation, the following model may be built by experimental calibration data:
Relationship between second air flow and air compressor rotation speed: q2=f (r 2)
Relationship between target air pressure and throttle opening: p1=g (ω2)
Where Q2 represents the second air flow rate, r2 represents the second air compressor speed, P1 represents the target air pressure, and ω2 represents the second throttle opening. The functions f () and g () are mapping relations obtained by fitting according to experimental data. Next, from the target air pressure P1 and the second air flow rate Q2, the corresponding air compressor rotation speed r2 and throttle opening ω2 may be back-deduced from the relational model:
and (3) reversely pushing through f () functions to obtain the rotating speed of the second air compressor: r2=fζ1 (Q2)
And (3) reversely pushing through the g () function to obtain a second throttle opening: ω2=gζ (-1) (P2)
Wherein f (-1) () and g (-1) () represent inverse functions of the functions for converting the given second air flow and target air pressure into corresponding air compressor speed and throttle opening.
Step 105, obtaining a third air flow and a third cooling liquid temperature of the system running in real time, and controlling the system based on the third air flow and the third cooling liquid temperature, the second air flow and the first cooling liquid temperature.
Specifically, the obtained second air compressor rotation speed and the second throttle opening degree can be issued and set to an air compressor and a throttle valve of the fuel cell engine system, and every time a sampling time interval t (for example, 0.2-1 s) passes, a third air flow value (actual air flow) of the system running in real time and a third cooling liquid temperature (cooling liquid actual temperature) of the cooling liquid temperature sent by the air flowmeter are collected, a first difference value between the actual air flow and the second air flow is calculated, and a second difference value between the cooling liquid actual temperature and the first cooling liquid temperature is calculated.
Alternatively, the third air flow and the third coolant temperature for real-time operation of the system may be obtained at specified time intervals.
As one possible implementation, a first difference between a third air flow and a second difference between the third coolant temperature and the first coolant temperature may be determined first, then it may be determined whether the first difference is within a first range to obtain a first determination result, and whether the second difference is within a second range to obtain a second determination result, and the system may be controlled most according to the first determination result and the second determination result.
Wherein m2 is the second air flow rate and m3 is the third air flow rate.
Further, the value of t may be 0.2 to 1.0 seconds.
Further, the value of (m 3-m 2)/m 2 is required to be 8% -12%.
Further, the first range is 0 (m 3-m 2) to 10% (m 3-m 2) g/s, and the second threshold range is 0 to 0.5 ℃.
Optionally, if the first judgment result is that the first difference value is out of the first range, the current state of the system is maintained;
if the first judgment result is that the first difference value is in the first range, and the second judgment result is that the second difference value is out of the second range, the current state of the system is maintained;
If the first judgment result is that the first difference value is in the first range, the second judgment result is that the second difference value is in the second range, and the first air flow and the first cooling liquid temperature are set to the system.
If the first difference is outside the first range, it indicates that the air flow rate of the hydrogen fuel cell during the load-up process is not stable, and the current state is kept to continue to operate. If the first difference value is in the first range and the second difference value is out of the second range, the condition that the temperature of the cooling liquid in the load lifting process of the hydrogen fuel cell does not reach a stable state is indicated, and the current state is kept to continue to operate. If the first difference is in the first range and the second difference is in the second range, the air flow and the temperature of the hydrogen fuel cell in the lifting process reach the target state, and the first air flow and the first cooling liquid temperature are set to the system.
In the embodiment of the disclosure, first air flow, target air pressure and first cooling liquid temperature to be achieved are firstly determined according to a set current of a fuel cell engine system, then first air compressor rotating speed and first throttle opening to be set are determined, after the first air compressor rotating speed and the first throttle opening of the system are set to be the second cooling liquid temperature of the current state of the system, then the first air flow is increased to be the second air flow based on the first cooling liquid temperature and the second cooling liquid temperature, then the air compressor rotating speed and the throttle opening of the system are respectively set to be the second air compressor rotating speed and the second throttle opening which are related to the second air flow and the target air pressure, finally third air flow and third cooling liquid temperature which are operated in real time by the system are obtained, and the system is controlled based on the third air flow and the third cooling liquid temperature, the second air flow and the first cooling liquid temperature. Therefore, the required air flow rate can be increased, more water in the fuel cell system is carried away, the heat absorbed by the water vaporization is reduced, the heat is more used for increasing the temperature of the system, and the system temperature rise time is shortened.
In order to implement the above embodiments, the present disclosure also proposes a temperature control system for a hydrogen fuel cell engine load-up process.
Fig. 3 is a schematic structural diagram of a temperature control system for a hydrogen fuel cell engine load-up process according to an embodiment of the present disclosure.
As shown in fig. 3, the temperature control system 300 of the hydrogen fuel cell engine up-load process may include:
a first determination module 310 for determining a first air flow rate, a target air pressure, and a first coolant temperature to be achieved according to a set current of the fuel cell engine system;
a first setting module 320, configured to determine a first air compressor rotational speed and a first throttle opening to be set, and a second coolant temperature of a current state of the system, and set the air compressor rotational speed and the throttle opening of the system to be the first air compressor rotational speed and the first throttle opening associated with the first air flow and the target air pressure, respectively;
a second determining module 330, configured to obtain a second cooling liquid temperature of the current state of the system after the system reaches the first air flow rate and the target air pressure;
an increasing module 340 for increasing the first air flow to a second air flow based on the first coolant temperature and the second coolant temperature;
A second setting module 350 for setting an air compressor speed and a throttle opening of the system to a second air compressor speed and a second throttle opening associated with the second air flow and the target air pressure, respectively;
an acquisition module 360 is configured to acquire a third air flow rate and a third coolant temperature for real-time operation of the system, and control the system based on the third air flow rate and the third coolant temperature, the second air flow rate, and the first coolant temperature.
Optionally, the acquiring module includes:
a first determining unit configured to determine a first difference between the third air flow rate and the second air flow rate, and a second difference between the third coolant temperature and the first coolant temperature;
the judging unit is used for judging whether the first difference value is in a first range or not so as to obtain a first judging result, and judging whether the second difference value is in a second range or not so as to obtain a second judging result;
and the control unit is used for controlling the system according to the first judging result and the second judging result.
Optionally, the control unit is specifically configured to:
If the first judging result is that the first difference value is out of the first range, the current state of the system is maintained;
if the first judging result is that the first difference value is in the first range, and the second judging result is that the second difference value is out of the second range, the current state of the system is maintained;
and if the first judgment result is that the first difference value is in the first range, the second judgment result is that the second difference value is in the second range, and the first air compressor rotating speed and the first throttle opening corresponding to the first air flow and the target air pressure are set to the system.
Optionally, the adding module is specifically configured to:
determining a third difference between the first coolant temperature and the second coolant temperature;
determining a first air flow increment corresponding to the third difference value based on a preset mapping relation;
adding the first air flow to the first air flow increment to obtain the second air flow.
Optionally, the acquiring module is specifically configured to:
and acquiring a third air flow and a third cooling liquid temperature of the system running in real time according to a specified time interval.
Optionally, the fuel cell engine system includes:
the system comprises a hydrogen fuel cell stack, an air supply system, a cooling liquid supply system and an FCU control system, wherein the air supply system comprises an air filtering device, an air flowmeter, an air compressor, an air humidifier, a fuel cell stack, a throttle valve and a silencer which are sequentially connected through an air pipeline, the hydrogen supply system comprises a hydrogen gas source, a pressure reducing valve, a hydrogen fuel cell stack and a hydrogen circulating pump which are sequentially connected through a hydrogen pipeline, and the cooling liquid supply system comprises a heat radiating device, a heating device, a three-way valve, a deionizer, a pressure stabilizing water tank, a cooling liquid temperature sensor and a cooling liquid pipeline.
In the embodiment of the disclosure, first air flow, target air pressure and first cooling liquid temperature to be achieved are determined according to set current of a fuel cell engine system, then first air compressor rotating speed and first throttle opening are determined, after the first air compressor rotating speed and the first throttle opening are set to the system, the system collects second cooling liquid temperature in a current state in real time, then the first air flow is increased to second air flow based on the first cooling liquid temperature and the second cooling liquid temperature, then the air compressor rotating speed and the throttle opening of the system are respectively set to second air compressor rotating speed and second throttle opening which are related to the second air flow and the target air pressure, finally third air flow and third cooling liquid temperature which are operated in real time are obtained, and the system is controlled based on the third air flow and the third cooling liquid temperature, the second air flow and the first cooling liquid temperature. Therefore, the required air flow rate can be increased, more water in the fuel cell system is carried away, the heat absorbed by the water vaporization is reduced, the heat is more used for increasing the temperature of the system, the system heating time is shortened, and the system response and the operation performance are improved.
In order to achieve the above embodiments, the present disclosure further proposes an electronic device including: the temperature control method for the hydrogen fuel cell engine up-load process according to the foregoing embodiments of the present disclosure is realized when the processor executes the program.
In order to implement the above-mentioned embodiments, the present disclosure also proposes a computer-readable storage medium storing a computer program which, when executed by a processor, implements a temperature control method for a hydrogen fuel cell engine load-up process as proposed in the foregoing embodiments of the present disclosure.
Fig. 4 illustrates a block diagram of an exemplary electronic device suitable for use in implementing embodiments of the present disclosure. The electronic device 12 shown in fig. 4 is merely an example and should not be construed to limit the functionality and scope of use of embodiments of the present disclosure in any way.
As shown in fig. 4, the electronic device 12 is in the form of a general purpose computing device. Components of the electronic device 12 may include, but are not limited to: one or more processors or processing units 16, a system memory 28, a bus 18 that connects the various system components, including the system memory 28 and the processing units 16.
Bus 18 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor, and a local bus using any of a variety of bus architectures. By way of example, and not limitation, such architectures include industry Standard architecture (Industry Standard Architecture; hereinafter ISA) bus, micro channel architecture (Micro Channel Architecture; hereinafter MAC) bus, enhanced ISA bus, video electronics standards Association (Video Electronics Standards Association; hereinafter VESA) local bus, and peripheral component interconnect (Peripheral Component Interconnection; hereinafter PCI) bus.
Electronic device 12 typically includes a variety of computer system readable media. Such media can be any available media that is accessible by electronic device 12 and includes both volatile and nonvolatile media, removable and non-removable media.
Memory 28 may include computer system readable media in the form of volatile memory, such as random access memory (Random Access Memory; hereinafter: RAM) 30 and/or cache memory 32. The electronic device 12 may further include other removable/non-removable, volatile/nonvolatile computer system storage media. By way of example only, storage system 34 may be used to read from or write to non-removable, nonvolatile magnetic media (not shown in FIG. 4, commonly referred to as a "hard disk drive"). Although not shown in fig. 4, a magnetic disk drive for reading from and writing to a removable non-volatile magnetic disk (e.g., a "floppy disk"), and an optical disk drive for reading from or writing to a removable non-volatile optical disk (e.g., a compact disk read only memory (Compact Disc Read Only Memory; hereinafter CD-ROM), digital versatile read only optical disk (Digital Video Disc Read Only Memory; hereinafter DVD-ROM), or other optical media) may be provided. In such cases, each drive may be coupled to bus 18 through one or more data medium interfaces. Memory 28 may include at least one program product having a set (e.g., at least one) of program modules configured to carry out the functions of the various embodiments of the disclosure.
A program/utility 40 having a set (at least one) of program modules 42 may be stored in, for example, memory 28, such program modules 42 including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each or some combination of which may include an implementation of a network environment. Program modules 42 generally perform the functions and/or methods in the embodiments described in this disclosure.
The electronic device 12 may also communicate with one or more external devices 14 (e.g., keyboard, pointing device, display 24, etc.), one or more devices that enable a user to interact with the electronic device 12, and/or any devices (e.g., network card, modem, etc.) that enable the electronic device 12 to communicate with one or more other computing devices. Such communication may occur through an input/output (I/O) interface 22. Also, the electronic device 12 may communicate with one or more networks, such as a local area network (Local Area Network; hereinafter: LAN), a wide area network (Wide Area Network; hereinafter: WAN) and/or a public network, such as the Internet, via the network adapter 20. As shown, the network adapter 20 communicates with other modules of the electronic device 12 over the bus 18. It should be appreciated that although not shown, other hardware and/or software modules may be used in connection with electronic device 12, including, but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, data backup storage systems, and the like.
The processing unit 16 executes various functional applications and data processing by running programs stored in the system memory 28, for example, implementing the methods mentioned in the foregoing embodiments.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present disclosure, the meaning of "a plurality" is at least two, such as two, three, etc., unless explicitly specified otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present disclosure in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present disclosure.
Logic and/or steps represented in the flowcharts or otherwise described herein, e.g., a ordered listing of executable instructions for implementing logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via, for instance, optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory.
It should be understood that portions of the present disclosure may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As with the other embodiments, if implemented in hardware, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.
Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.
Furthermore, each functional unit in the embodiments of the present disclosure may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules. The integrated modules may also be stored in a computer readable storage medium if implemented in the form of software functional modules and sold or used as a stand-alone product.
The above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, or the like. Although embodiments of the present disclosure have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the present disclosure, and that variations, modifications, alternatives, and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the present disclosure.

Claims (10)

1. A method for controlling the temperature during an engine up load of a hydrogen fuel cell, comprising:
determining a first air flow rate, a target air pressure, and a first coolant temperature to be achieved according to a set current of the fuel cell engine system;
determining a first air compressor rotating speed and a first throttle opening to be set, and respectively setting the air compressor rotating speed and the throttle opening of the system as the first air compressor rotating speed and the first throttle opening which are related to the first air flow and the target air pressure;
after the system reaches the first air flow and the target air pressure, acquiring a second cooling liquid temperature of the current state of the system;
increasing the first air flow to a second air flow based on the first coolant temperature and the second coolant temperature;
Setting an air compressor speed and a throttle opening of the system to a second air compressor speed and a second throttle opening associated with the second air flow and the target air pressure, respectively;
and acquiring a third air flow and a third cooling liquid temperature of the system running in real time, and controlling the system based on the third air flow and the third cooling liquid temperature, the second air flow and the first cooling liquid temperature.
2. The method of claim 1, wherein the controlling the system based on the third air flow and third coolant temperature, the second air flow, and the first coolant temperature comprises:
determining a first difference between the third air flow and the second air flow, and a second difference between the third coolant temperature and the first coolant temperature;
judging whether the first difference value is in a first range or not to obtain a first judging result, and judging whether the second difference value is in a second range or not to obtain a second judging result;
and controlling the system according to the first judging result and the second judging result.
3. The method according to claim 2, wherein controlling the system according to the first determination result and the second determination result includes:
if the first judging result is that the first difference value is out of the first range, the current state of the system is maintained;
if the first judging result is that the first difference value is in the first range, and the second judging result is that the second difference value is out of the second range, the current state of the system is maintained;
and if the first judgment result is that the first difference value is in the first range, the second judgment result is that the second difference value is in the second range, and the first air compressor rotating speed and the first throttle opening corresponding to the first air flow and the target air pressure are set to the system.
4. The method of claim 1, wherein the increasing the first air flow to a second air flow based on the first coolant temperature and the second coolant temperature comprises:
determining a third difference between the first coolant temperature and the second coolant temperature;
Determining a first air flow increment corresponding to the third difference value based on a preset mapping relation;
adding the first air flow to the first air flow increment to obtain the second air flow.
5. The method of claim 1, wherein said obtaining a third air flow and a third coolant temperature for real-time operation of the system comprises:
and acquiring a third air flow and a third cooling liquid temperature of the system running in real time according to a specified time interval.
6. The method of claim 1, wherein the fuel cell engine system comprises:
the system comprises a hydrogen supply system, an air supply system, a cooling liquid supply system and an FCU control system, wherein the air supply system comprises an air filtering device, an air flowmeter, an air compressor, an air humidifier, a fuel cell stack, a throttle valve and a silencer which are sequentially connected through air pipelines, and the hydrogen supply system comprises a hydrogen pipeline which is sequentially connected
The hydrogen gas supply system comprises a hydrogen gas source, a pressure reducing valve, a hydrogen fuel cell stack and a hydrogen circulating pump, wherein the cooling liquid supply system comprises a heat radiating device, a heating device, a three-way valve, a deionizer, a pressure stabilizing water tank, a cooling liquid temperature sensor and a cooling liquid pipeline.
7. A temperature control device for a hydrogen fuel cell engine load-up process, comprising:
a first determination module for determining a first air flow rate, a target air pressure, and a first coolant temperature to be achieved according to a set current of the fuel cell engine system;
the first setting module is used for determining a first air compressor rotating speed and a first throttle opening to be set and a second cooling liquid temperature in the current state of the system, and setting the air compressor rotating speed and the throttle opening of the system to be the first air compressor rotating speed and the first throttle opening which are related to the first air flow and the target air pressure respectively;
the second determining module is used for obtaining the temperature of the second cooling liquid in the current state of the system after the system reaches the first air flow and the target air pressure;
an increasing module for increasing the first air flow to a second air flow based on the first coolant temperature and the second coolant temperature;
a second setting module for setting an air compressor speed and a throttle opening of the system to a second air compressor speed and a second throttle opening associated with the second air flow and the target air pressure, respectively;
The acquisition module is used for acquiring a third air flow and a third cooling liquid temperature of the system running in real time and controlling the system based on the third air flow and the third cooling liquid temperature, the second air flow and the first cooling liquid temperature.
8. The apparatus of claim 7, wherein the acquisition module comprises:
a first determining unit configured to determine a first difference between the third air flow rate and the second air flow rate, and a second difference between the third coolant temperature and the first coolant temperature;
the judging unit is used for judging whether the first difference value is in a first range or not so as to obtain a first judging result, and judging whether the second difference value is in a second range or not so as to obtain a second judging result;
and the control unit is used for controlling the system according to the first judging result and the second judging result.
9. The device according to claim 8, characterized in that said control unit is specifically configured to:
if the first judging result is that the first difference value is out of the first range, the current state of the system is maintained;
If the first judging result is that the first difference value is in the first range, and the second judging result is that the second difference value is out of the second range, the current state of the system is maintained;
and if the first judgment result is that the first difference value is in the first range, the second judgment result is that the second difference value is in the second range, and the first air compressor rotating speed and the first throttle opening corresponding to the first air flow and the target air pressure are set to the system.
10. The apparatus of claim 7, wherein the adding module is specifically configured to:
determining a third difference between the first coolant temperature and the second coolant temperature;
determining a first air flow increment corresponding to the third difference value based on a preset mapping relation;
adding the first air flow to the first air flow increment to obtain the second air flow.
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