CN117863979A - Control method and device for fuel cell, vehicle and storage medium - Google Patents

Abstract

The application provides a control method, a control device, a vehicle and a storage medium of a fuel cell, wherein the method comprises the steps of detecting whether the vehicle has the capability of starting the fuel cell currently under the condition that the fuel cell is in a stop state, and determining whether a starting source of the fuel cell is identified currently; wherein the start-up source is used to characterize conditions under which start-up of the fuel cell is requested; the fuel cell start is requested if the vehicle is currently capable of starting the fuel cell and the start source is identified. The method is favorable for starting coordination of the fuel cell, and controls the fuel cell to start at a proper time so as to meet the daily driving requirement of a driver.

Description

Control method and device for fuel cell, vehicle and storage medium

Technical Field

The present application relates to the field of vehicles, and more particularly, to a control method, apparatus, vehicle, and storage medium of a fuel cell in the field of vehicles.

Background

At present, under the conditions of gradually shortage of global resources and gradually serious environmental pollution, environmental protection becomes an issue of concern of various industries, and the automobile industry is no exception. Automobile industry and its spare part developers at home and abroad are paying more attention to whether a fuel which can protect environment and save resources can be applied to automobiles. The fuel cell is widely paid attention to at home and abroad as a clean, efficient and pollution-free electrochemical power generation device. Meanwhile, hydrogen fuel cell automobiles are currently the mainstream of development in the automotive industry. Therefore, the safety and economy of fuel cell automobiles are the subject of attention of individual automobile enterprises.

In the process of using the fuel cell, the start-stop control of the fuel cell is particularly important because the service life of the fuel cell is affected if the fuel cell is frequently started and stopped. Therefore, how to perform the starting coordination of the fuel cell to meet the daily driving requirement of the driver is a technical problem to be solved.

Disclosure of Invention

The method is favorable for starting coordination of the fuel cell, and controls the fuel cell to be started at a proper time so as to meet the daily driving requirement of a driver.

In a first aspect, there is provided a control method of a fuel cell, the method comprising: detecting whether the vehicle has the capability of starting the fuel cell currently under the condition that the fuel cell is in a stop state, and determining whether a starting source of the fuel cell is identified currently; wherein the start source is used for characterizing conditions for requesting start of the fuel cell; when the vehicle currently has the capability of starting the fuel cell and the starting source is identified, the fuel cell is requested to be started.

In the above technical solution, if it is detected that the vehicle currently has the capability of starting the fuel cell under the condition that the fuel cell is in the shutdown state, it is indicated that the current state of the vehicle can support the starting of the fuel cell, that is, the vehicle can currently start the fuel cell, but it cannot be represented that the starting of the fuel cell at this time can meet the requirements of the driver, the vehicle and the environment. Therefore, it is necessary to further detect whether the start-up source is identified, and if the start-up source of the fuel cell is further identified at this time, which means that there is a need for the fuel cell to be started up at this time, the start-up of the fuel cell may be requested. Because there is a need for starting the fuel cell when the fuel cell is requested to start, and the vehicle currently also has the capability of starting the fuel cell, the fuel cell can be ensured to be smoothly started at a proper time so as to meet the daily driving needs of the driver.

With reference to the first aspect, in some possible implementations, the detecting whether the vehicle currently has a capability of starting the fuel cell includes: acquiring the current state of a target system of the vehicle; wherein the current state of the target system is associated with whether the vehicle supports the fuel cell start-up; detecting whether the vehicle currently meets the precondition supporting the starting of the fuel cell according to the current state of the target system; in the event that it is determined that the vehicle is currently meeting the precondition, it is determined that the vehicle is currently capable of starting the fuel cell.

With reference to the first aspect, in some possible implementations, the target system includes: the system comprises a power system, a high-voltage interlocking system and a battery system, wherein the power system corresponds to a first precondition, the high-voltage interlocking system corresponds to a second precondition and the battery system corresponds to a third precondition, and the method for detecting whether the vehicle currently meets the precondition for supporting the starting of the fuel cell according to the current state of the target system comprises the following steps: detecting whether the power system satisfies the first precondition supporting the start of the fuel cell according to the current state of the power system; detecting whether the high-voltage interlock system satisfies the second precondition supporting the start-up of the fuel cell according to the current state of the high-voltage interlock system; detecting whether the battery system satisfies the third precondition supporting the start-up of the fuel cell according to the current state of the battery system; if the power system satisfies the first precondition, the high-voltage interlock system satisfies the second precondition, and the battery system satisfies the third precondition, it is determined that the vehicle currently satisfies a precondition supporting the fuel cell start.

With reference to the first aspect, in some possible implementations, the detecting whether the power system meets the first precondition supporting the fuel cell start-up according to the current state of the power system includes: if the current state representation of the power system supports the fuel cell start-up, determining that the power system meets the first precondition; detecting whether the high-voltage interlock system satisfies the second precondition supporting the start-up of the fuel cell based on the current state of the high-voltage interlock system, comprising: and if the current state of the high-voltage interlocking system is a fault-free state, determining that the high-voltage interlocking system meets the second precondition.

With reference to the first aspect, in some possible implementations, when the current state of the power system is any one of the following states, determining that the current state of the power system characterizes the fuel cell activation is supported: upper high voltage state, limp state, and external discharge state.

With reference to the first aspect, in some possible implementations, the battery system includes: the fuel cell and the power cell described above; detecting whether the battery system satisfies the third precondition supporting the start-up of the fuel cell based on the current state of the battery system, comprising: detecting whether the fuel cell supports the starting of the fuel cell according to the current state of the fuel cell; detecting whether the power battery supports the starting of the fuel battery according to the current state of the power battery; in the case where the fuel cell and the power cell both support the start-up of the fuel cell, it is determined that the battery system satisfies the third precondition.

With reference to the first aspect, in some possible implementations, the current state of the fuel cell includes: the number of times of the fuel cell start failure in the current driving cycle, a state of the start timing of the fuel cell, a failure state indicating whether there is a failure to prohibit the fuel cell start, the current state of the power cell including: the current chargeable power and the current discharge power of the power battery; detecting whether the fuel cell supports the fuel cell start-up according to the current state of the fuel cell includes: if the number of times of the fuel cell start failure is less than or equal to a preset number of times, the state of the start time sequence is not failed, and the fault state indicates that no fault for prohibiting the fuel cell start exists, determining that the fuel cell supports the fuel cell start; detecting whether the power battery supports the fuel battery starting according to the current state of the power battery comprises the following steps: and if the current chargeable power of the power battery is larger than a preset power threshold value and the dischargeable power of the power battery is larger than the power required by starting the fuel battery, determining that the power battery supports the starting of the fuel battery.

In a second aspect, there is provided a control device for a fuel cell, the device comprising: the detection module is used for detecting whether the vehicle has the capability of starting the fuel cell currently under the condition that the fuel cell is in a stop state, and determining whether a starting source of the fuel cell is identified currently; wherein the start source is used for characterizing conditions for requesting start of the fuel cell; and a request module for requesting the fuel cell to start when the vehicle currently has the capability of starting the fuel cell and the starting source is identified.

With reference to the second aspect, in some possible implementations, the detection module is specifically configured to obtain a current state of a target system of the vehicle; wherein the current state of the target system is associated with whether the vehicle supports the fuel cell start-up; detecting whether the vehicle currently meets the precondition supporting the starting of the fuel cell according to the current state of the target system; in the event that it is determined that the vehicle is currently meeting the precondition, it is determined that the vehicle is currently capable of starting the fuel cell.

With reference to the second aspect, in some possible implementations, the target system includes: the system comprises a power system, a high-voltage interlocking system and a battery system, wherein the power system corresponds to a first precondition, the high-voltage interlocking system corresponds to a second precondition and the battery system corresponds to a third precondition, and a detection module is specifically used for detecting whether the power system meets the first precondition supporting the starting of the fuel cell according to the current state of the power system; detecting whether the high-voltage interlock system satisfies the second precondition supporting the start-up of the fuel cell according to the current state of the high-voltage interlock system; detecting whether the battery system satisfies the third precondition supporting the start-up of the fuel cell according to the current state of the battery system; if the power system satisfies the first precondition, the high-voltage interlock system satisfies the second precondition, and the battery system satisfies the third precondition, it is determined that the vehicle currently satisfies a precondition supporting the fuel cell start.

With reference to the second aspect, in some possible implementations, the detection module is specifically configured to determine that the power system meets the first precondition if the current state of the power system characterizes supporting the fuel cell start-up; and if the current state of the high-voltage interlocking system is a fault-free state, determining that the high-voltage interlocking system meets the second precondition.

With reference to the second aspect, in some possible implementations, when the current state of the power system is any one of the following states, determining that the current state of the power system characterizes the fuel cell activation is supported: upper high voltage state, limp state, and external discharge state.

With reference to the second aspect, in some possible implementations, the battery system includes: the fuel cell and the power cell described above; the detection module is specifically used for: detecting whether the fuel cell supports the starting of the fuel cell according to the current state of the fuel cell; detecting whether the power battery supports the starting of the fuel battery according to the current state of the power battery; in the case where the fuel cell and the power cell both support the start-up of the fuel cell, it is determined that the battery system satisfies the third precondition.

With reference to the second aspect, in some possible implementations, the current state of the fuel cell includes: the number of times of the fuel cell start failure in the current driving cycle, a state of the start timing of the fuel cell, a failure state indicating whether there is a failure to prohibit the fuel cell start, the current state of the power cell including: the current chargeable power and the current discharge power of the power battery; the detection module is specifically configured to determine that the fuel cell supports the fuel cell start if the number of times the fuel cell start fails is less than or equal to a preset number of times, the state of the start timing is not failed, and the fault state indicates that there is no fault that inhibits the fuel cell from starting; and if the current chargeable power of the power battery is larger than a preset power threshold value and the dischargeable power of the power battery is larger than the power required by starting the fuel battery, determining that the power battery supports the starting of the fuel battery.

In a third aspect, a vehicle is provided that includes a memory and a processor. The memory is for storing executable program code and the processor is for calling and running the executable program code from the memory such that the vehicle performs the method of the first aspect or any of the possible implementations of the first aspect.

In a fourth aspect, there is provided a computer program product comprising: computer program code which, when run on a computer, causes the computer to perform the method of the first aspect or any one of the possible implementations of the first aspect.

In a fifth aspect, a computer readable storage medium is provided, the computer readable storage medium storing computer program code which, when run on a computer, causes the computer to perform the method of the first aspect or any one of the possible implementations of the first aspect.

Drawings

Fig. 1 is a schematic flowchart of a control method of a fuel cell provided in an embodiment of the present application;

FIG. 2 is a schematic diagram of an implementation of detecting whether a vehicle is currently equipped with the capability to start a fuel cell according to an embodiment of the present application;

fig. 3 is a schematic structural view of a control device for a fuel cell according to an embodiment of the present application;

fig. 4 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Detailed Description

The technical solutions in the present application will be clearly and thoroughly described below with reference to the accompanying drawings. Wherein, in the description of the embodiments of the present application, "/" means or is meant unless otherwise indicated, for example, a/B may represent a or B: the text "and/or" is merely an association relation describing the associated object, and indicates that three relations may exist, for example, a and/or B may indicate: the three cases where a exists alone, a and B exist together, and B exists alone, and in addition, in the description of the embodiments of the present application, "plural" means two or more than two.

The terms "first," "second," and the like, are used below for descriptive purposes only and are not to be construed as implying or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature.

Along with the current gradual shortage of global resources and gradual serious environmental pollution, environmental protection becomes an issue of attention of various industries, and the automobile industry is no exception. Automobile industry and its spare part developers at home and abroad are paying more attention to whether a fuel which can protect environment and save resources can be applied to automobiles. The fuel cell is widely paid attention to at home and abroad as a clean, efficient and pollution-free electrochemical power generation device. Meanwhile, hydrogen fuel cell automobiles are currently the mainstream of development in the automotive industry. Therefore, the safety and economy of fuel cell automobiles are the subject of attention of individual automobile enterprises.

At present, hydrogen fuel cell automobiles are only developed in the field of laboratories or commercial vehicles in China, and the field of passenger car mass production vehicles does not expand hydrogen fuel cells. The hydrogen fuel cell start-stop system is in the commercial vehicle field, only needs to be started after feeding, and single driving cycle is prohibited from stopping after starting, and the start-stop condition and the environment are simple. In the field of passenger cars, the hydrogen fuel cell start-stop system is used as a key system of a hydrogen fuel cell car, and in order to meet various daily driving requirements and comfort requirements of users, the realization of functions of the hydrogen fuel cell start-stop system needs to be further expanded on a commercial car, and a hydrogen fuel cell system start-up coordination method is redefined in detail. Therefore, how to perform the starting coordination of the fuel cell to meet the daily driving requirement of the driver is a technical problem to be solved.

In order to solve the above technical problems, the embodiments of the present application provide a control method of a fuel cell, which is applied to a vehicle, and the vehicle may be a fuel cell vehicle. The fuel cell can be a proton exchange membrane hydrogen fuel cell, and the control method can be specifically applied to VCU (Vehicle Control Unit ) or PDCU (Power train Domain Control Unit, new energy power domain control unit) in a vehicle.

Fig. 1 is a schematic flowchart of a control method of a fuel cell provided in an embodiment of the present application.

Illustratively, as shown in FIG. 1, the method includes:

step 101: in the case where the fuel cell is in a stopped state, it is detected whether the vehicle is currently equipped with a capability of starting the fuel cell, and it is determined whether a starting source of the fuel cell is currently identified. If so, step 102 is performed, otherwise the flow ends.

Step 102: requesting a fuel cell start-up.

In the embodiment shown in fig. 1, if the fuel cell is detected to be in a shutdown state, it is indicated that the current state of the vehicle can support the fuel cell start-up, that is, the vehicle can start up the fuel cell at present, but it cannot represent that the start-up of the fuel cell at this time can meet the requirements of the driver, the vehicle and the environment. Therefore, it is necessary to further detect whether the start-up source is identified, and if the start-up source of the fuel cell is further identified at this time, which means that there is a need for the fuel cell to be started up at this time, the start-up of the fuel cell may be requested. Because there is a need for starting the fuel cell when the fuel cell is requested to start, and the vehicle currently also has the capability of starting the fuel cell, the fuel cell can be ensured to be smoothly started at a proper time so as to meet the daily driving needs of the driver.

A specific implementation of each step in the embodiment shown in fig. 1 is described below.

In step 101, it is indicated that the fuel cell is not currently operating when the fuel cell is in a shutdown state. When the fuel cell is in a shutdown state, it may be detected whether the vehicle is currently capable of starting the fuel cell based on the vehicle state. The vehicle is provided with a capability of starting the fuel cell, namely, whether the vehicle supports the fuel cell starting currently, if the vehicle supports the fuel cell starting currently, the vehicle can start the fuel cell, and the vehicle is provided with the capability of starting the fuel cell. However, the vehicle currently has the capability of starting the fuel cell only to illustrate that the vehicle can start the fuel cell currently, but cannot illustrate that the need for starting the fuel cell currently exists, and whether the need for starting the fuel cell currently exists needs to be further determined by whether the starting source of the fuel cell is currently identified. If a start-up source is currently identified, it is indicated that there is currently a need to start up the fuel cell.

In step 102, if the vehicle is currently capable of starting the fuel cell and the starting source is identified, indicating that the vehicle is currently capable of starting both the fuel cell and the need to start the fuel cell exists, the PDCU may send a start request to a fuel cell controller (Fuel cell controller, FCU) to control fuel cell start by the FCU.

When the vehicle does not currently have the ability to start the fuel cell, indicating that the vehicle does not currently have the ability to start the fuel cell, the fuel cell start is not requested even if the start source is identified. When the vehicle has the ability to start the fuel cell, but no start source is identified at this time, which means that the current vehicle has the ability to start the fuel cell, but there is no need to start the fuel cell at present, and thus the fuel cell start is not requested.

In an exemplary embodiment, the implementation manner of detecting whether the vehicle currently has the capability of starting the fuel cell may include, as shown in fig. 2:

step 201: the current state of a target system of the vehicle is acquired.

Step 202: based on the current state of the target system, it is detected whether the vehicle currently satisfies a precondition for supporting the start of the fuel cell. If yes, step 203 is performed, otherwise step 204 is performed.

Step 203: it is determined that the vehicle is currently equipped with the capability to start the fuel cell.

Step 204: it is determined that the vehicle is not currently capable of starting the fuel cell.

The specific implementation of each step in fig. 2 is described below:

in step 201, the current state of the target system is associated with whether the vehicle supports fuel cell start-up. That is, the target system is a system in the vehicle associated with supporting fuel cell start-up. So that in step 202 it is possible to detect whether the vehicle currently satisfies the preconditions for supporting the start of the fuel cell, based on the current state of the target system. This precondition may be used to characterize whether the vehicle is currently capable of starting the fuel cell. Therefore, in the case where it is determined that the vehicle currently satisfies the above-described preconditions, it is determined that the vehicle currently has the ability to start the fuel cell, and in the case where it is determined that the vehicle currently does not satisfy the above-described preconditions, it is determined that the vehicle currently does not have the ability to start the fuel cell.

Illustratively, the target system includes: the implementation of the step 202 includes: detecting whether the power system meets a first precondition supporting the starting of the fuel cell according to the current state of the power system; detecting whether the high-voltage interlocking system meets the second precondition supporting the start of the fuel cell according to the current state of the high-voltage interlocking system; detecting whether the battery system meets a third precondition supporting the starting of the fuel cell according to the current state of the battery system; if the power system satisfies the first precondition, the high-voltage interlock system satisfies the second precondition, and the battery system satisfies the third precondition, it is determined that the vehicle currently satisfies the precondition supporting the fuel cell start.

The first precondition, the second precondition and the third precondition can be preset, wherein the first precondition is used for representing whether the power system supports the fuel cell starting, the second precondition is used for representing whether the high-voltage interlocking system supports the fuel cell starting, and the third precondition is used for representing whether the battery system supports the fuel cell starting. In this embodiment, it may be determined in coordination with the current state of different systems in the vehicle, whether the current vehicle has the capability of starting the fuel cell, that is, whether the vehicle currently satisfies the preconditions for supporting the starting of the fuel cell. If any one or more of the power system, the high-voltage interlock system and the battery system does not support the fuel cell to start, normal start of the fuel cell is affected, and therefore, if any one or more of the power system, the high-voltage interlock system and the battery system does not meet the corresponding preconditions, it can be determined that the vehicle does not currently meet the preconditions for supporting the fuel cell to start. Only if the power system, the high-voltage interlock system, and the battery system all meet their corresponding preconditions, it is determined that the vehicle currently meets the preconditions for supporting the fuel cell start-up, which is advantageous in ensuring that the fuel cell can start up smoothly when the fuel cell start-up is required.

Illustratively, detecting whether the power system satisfies the first precondition supporting the fuel cell start-up based on the current state of the power system includes: if the current state representation of the power system supports the starting of the fuel cell, determining that the power system meets the first precondition; said detecting whether said high voltage interlock system satisfies said second precondition supporting said fuel cell start-up based on a current state of said high voltage interlock system comprises: and if the current state of the high-voltage interlocking system is a fault-free state, determining that the high-voltage interlocking system meets the second precondition.

With respect to the powertrain, it is understood that fuel cell activation represents a vehicle entering a drivable state, and therefore, when the current state of the powertrain is a drivable state, the powertrain is characterized as supporting fuel cell activation, such that it can be determined that the powertrain satisfies the first precondition. The current state of the power system is a drivable state, which can be understood as: the engine in the powertrain is in a state that allows for starting.

Illustratively, determining that the current state representation of the powertrain supports fuel cell start-up when the current state of the powertrain is any one of: upper high voltage state ready, limp state limp home, discharge to the outside (V2L). That is, when the state of the powertrain is ready/limpid/V2L, it is determined that the current state representation of the powertrain supports fuel cell start-up.

When the electric control equipment of the vehicle fails, the limphome is mainly concentrated on an engine control and gearbox singlechip, and when a module or a sensor signal fails, the module can still complete a basic function, so that the automobile can still run at the minimum required performance level.

With respect to the high voltage interlock system, it is understood that the fuel cell system acts as a high voltage system, and its start-up requires the entire vehicle to provide energy for supporting the high voltage accessory operation of the fuel cell system, providing for fuel cell start-up. Therefore, the fuel cell is allowed to start only when the high-voltage interlock system is not faulty. Therefore, in the present embodiment, if the current state of the high-voltage interlock system is a failure-free state, it is determined that the high-voltage interlock system satisfies the second precondition, that is, the high-voltage interlock system supports the fuel cell start-up.

In this embodiment, the current state of the power system is ready/limpid/V2L, which indicates that the vehicle can currently run, the power system needs to be ready/limpid/V2L in order to enable the fuel cell to start normally, and the high voltage interlock system (High voltage interlock, HVIL) needs to be in a fault-free state in order to ensure the normal operation of the fuel cell.

Illustratively, the above battery system includes: fuel cells and power cells; the above-described detecting whether the battery system satisfies the third precondition supporting the start-up of the fuel cell based on the current state of the battery system includes: detecting whether the fuel cell supports the starting of the fuel cell according to the current state of the fuel cell; detecting whether the power battery supports the starting of the fuel battery according to the current state of the power battery; and determining that the battery system satisfies the third precondition in the case where both the fuel cell and the power cell support the fuel cell start-up.

In this embodiment, considering that the power battery is also required to cooperate when the fuel cell is started, for example, the power required when the fuel cell is started needs to be provided by the power battery, and the redundant power output after the fuel cell is started needs to be absorbed by the power battery. Whether the fuel cell can be started or not is also related to the state of the fuel cell itself, such as the number of continuous start failures of the fuel cell, whether there is a failure to prohibit the start of the fuel cell at present, and the like. Therefore, in the present embodiment, the current states of the fuel cell and the power cell are also combined, and it is determined whether the fuel cell and the power cell both support the fuel cell start-up, so as to determine whether the battery system satisfies the third precondition described above.

Illustratively, the current state of the fuel cell includes: the number of times the fuel cell has failed to start in the current driving cycle, the state of the start timing of the fuel cell, a fault state indicating whether there is a fault prohibiting the fuel cell from starting, the current state of the power cell including: the current chargeable power and the current dischargeable power of the power battery; the detecting whether the fuel cell supports the fuel cell start-up according to the current state of the fuel cell includes: if the number of times of the fuel cell start failure is less than or equal to a preset number of times, the state of the start time sequence is not failed, and the fault state indicates that no fault for prohibiting the fuel cell from starting exists, determining that the fuel cell supports the fuel cell to start; the detecting whether the power battery supports the starting of the fuel battery according to the current state of the power battery comprises the following steps: and if the current chargeable power of the power battery is larger than a preset power threshold value and the dischargeable power of the power battery is larger than the power required by starting the fuel battery, determining that the power battery supports the starting of the fuel battery.

Since the fuel cell is not very mature in design and development as a new power source compared with the engine and the durability of the fuel cell as an electric component is lower than that of a mechanical component, in order to ensure the life of the fuel cell, when the number of times of recognizing the failure of starting the fuel cell in the current driving cycle is greater than the preset number of times, the starting of the fuel cell should be prohibited. It will be appreciated that if the number of fuel cell start-up failures is greater than or equal to the preset number of times during the current driving cycle, which means that the fuel cell has failed to start up a plurality of times, restarting the fuel cell still easily results in start-up failures, and therefore, to further avoid the influence on the life of the fuel cell caused by frequent start-up of the fuel cell, the number of times of continuous start-up failures of the fuel cell is less than or equal to the preset number of times as one of conditions under which the fuel cell supports self-start-up. The preset number of times may be calibrated in advance and may be set to 2 to 5 times, however, this embodiment is not particularly limited thereto. Alternatively, the number of times of the start-up failure of the fuel cell may be specifically the number of times of continuous start-up failure of the fuel cell.

In this embodiment, the whole vehicle should also monitor the current start timing of the fuel cell, and if the start fails, the whole vehicle should fail the start setting and deactivate the next start. When the state duration of the fuel cell in the start-up state exceeds the preset duration, it can be determined that the current start-up timing fails. When the fuel cell is in the start-up state for more than the preset period, it can be determined that the current start-up timing has not failed. The preset duration can be calibrated in advance, and represents the maximum duration of the state that the fuel cell is at start-up when the starting time sequence is normal. That is, the time period in which the fuel cell is in the start-up state does not exceed the preset time period at the normal start-up timing, i.e., the start-up timing that has not failed. If the duration of the state where the fuel cell is in start-up exceeds the preset duration, the start-up timing failure of the fuel cell is indicated. And failure of the start-up timing of the fuel cell indicates that the fuel cell does not currently support self-start-up, the start-up timing of the fuel cell is not failed as one of conditions under which the fuel cell supports self-start-up in the present embodiment.

When the whole vehicle has a fault for prohibiting the starting of the fuel cell, the whole vehicle is prohibited from starting the fuel cell if the starting of the fuel cell cannot be supported currently. If there is a failure to prohibit the start-up of the fuel cell, the fuel cell is also deactivated, which is liable to cause a vehicle safety problem. Therefore, in order to avoid the vehicle safety problem, there will be no failure to prohibit the start of the fuel cell as one of the conditions under which the fuel cell supports the start itself in the present embodiment.

In this embodiment, when the number of times of the start failure of the fuel cell is less than or equal to the preset number of times, the state of the start timing is not failed, and the fault state indicates that there is no fault for prohibiting the start of the fuel cell, it is determined that the fuel cell supports the start of the fuel cell, which is beneficial to ensuring the safety of the whole vehicle and ensuring that the service life of the fuel cell is not affected.

The fuel cell is used as a relatively integrated independent subsystem, and after the energy required by the fuel cell for starting in the current environment is evaluated, the starting energy requirement is fed back to the whole vehicle and is used for the whole vehicle to coordinate the power battery electricity quantity so as to support the starting of the fuel cell. Thus, when the current dischargeable power of the power cell is greater than the power required for the start-up of the fuel cell, it is explained that the current discharge capability of the power cell can support the power required for the start-up of the fuel cell. Therefore, in this embodiment, the dischargeable power of the power cell is larger than the power required for starting the fuel cell, and the dischargeable power is used as one of the conditions for supporting the starting of the fuel cell by the power cell, so that it is ensured that sufficient starting power can be provided during the starting of the fuel cell, and smooth starting of the fuel cell is facilitated. Wherein the dischargeable power may be specifically a constant available discharge power. The power required for starting the fuel cell is related to the environmental factors such as the current environmental temperature, altitude and the like of the fuel cell, and different environmental factors can correspond to different power required for starting.

Later in the start-up phase of the fuel cell, the fuel cell will release up to 10kw of power current, which must be consumed by the high voltage accessories, but the driving process is not steady, and monitoring of multiple high voltage devices results in complex software, thus requiring the power cell to absorb this part of the energy. When the current chargeable power of the power battery is larger than the preset power threshold value, the power battery has enough absorbing capacity to absorb the power current released by the fuel battery in the later starting period. Therefore, in this embodiment, the current chargeable power of the power battery is greater than the preset power threshold as one of the conditions that the power battery supports the starting of the fuel battery, so that it can be ensured that the power current released in the later stage of the starting of the fuel battery can be smoothly consumed. The chargeable power may be instantaneous chargeable power, for example, chargeable power within 2 s.

Illustratively, it is determined whether a start-up source of the fuel cell is currently identified, i.e., whether a start-up request of the fuel cell is currently triggered. The starting source comprises a condition for triggering the starting of the fuel cell, and if the starting source is identified, the fuel cell is required to be started. The currently identified boot source may be any boot source in the set of boot sources. The boot sources in the boot source set may include: the power battery power supply system comprises a power battery, a starting source triggered when the power battery is lower than a first calibration value (also called low power protection starting), a starting source triggered when the power battery is lower than a second calibration value (also called SOC low starting), a starting source triggered when the current vehicle speed is higher than a preset vehicle speed threshold value (also called high vehicle speed starting), a starting source triggered when the FCU requests to start the fuel battery (also called FCU requesting starting), a starting source triggered when the current time point is a time point when the fuel battery needs to be started at fixed time (also called fuel electricity fixed starting), a starting source triggered when the output power of the power battery is lower than the whole vehicle required power (also called power starting), and a starting source triggered when the output torque of the power battery is lower than the whole vehicle required torque (also called torque starting).

The low battery protection is started, and if the electric quantity of the power battery is detected to be lower than a first calibration value, the electric quantity of the power battery is indicated to be very low, and in order to protect the power battery in a low battery mode, the fuel battery can be controlled to be started. The first calibration value may be pre-calibrated and is indicative of a low electrical power value of the power cell. The low-power protection is started, and the problem that the fuel cell cannot be started under abnormal conditions and then the power of the cell is fed is mainly prevented.

The SOC low start indicates a start source that can trigger the fuel cell to start if the power of the power cell is detected to be below a second calibrated value. A power cell with a lower charge than the second calibration value indicates that the power cell has a lower charge, and the fuel cell can be controlled to start. The second calibration value may be pre-calibrated, characterizing a lower electrical value of the power cell, the first calibration value being less than the second calibration value. The low battery protection enables have a higher priority than the SOC is low.

And when the high vehicle speed is started, representing that if the current vehicle speed is detected to be larger than a preset vehicle speed threshold value, a starting source for starting the fuel cell needs to be controlled. The preset vehicle speed threshold value can be calibrated in advance, and when the current vehicle speed is larger than the preset vehicle speed threshold value, the current vehicle speed of the vehicle is high, and in order to ensure the dynamic property of the vehicle, the fuel cell can be controlled to be started at the moment so as to assist the power requirement under the high vehicle speed.

The fuel cell is started periodically, and a starting source triggered if the current time point is detected as the time point when the fuel cell needs to be started regularly is characterized. For proton exchange membrane fuel cells, which cannot be particularly wet, i.e., cannot be particularly humid, periodic start-up is required to purge the fuel cell to ensure that the fuel cell is not particularly humid.

And the power start represents a starting source for triggering the fuel cell to start if the output power of the power cell is detected to be smaller than the required power of the whole vehicle. The output power of the power battery is smaller than the whole vehicle demand power, which means that the whole vehicle demand power is larger, the output power of the power battery is insufficient to support the whole vehicle demand power, and the fuel battery can be started at the moment so as to complement the whole vehicle demand power through the output power of the fuel battery, and the vehicle dynamic property is ensured.

And the torque starting represents a starting source for triggering the fuel cell to start if the output torque of the power cell is detected to be smaller than the required torque of the whole vehicle. The fact that the output torque of the power battery is smaller than the whole vehicle required torque indicates that the whole vehicle required torque is larger, the output torque of the power battery is insufficient to support the whole vehicle required torque, and the fuel battery can be started at the moment so as to complement the whole vehicle required torque through the output torque of the fuel battery.

By way of example, the PDCU may determine that the vehicle is currently meeting the preconditions that support fuel cell start-up, i.e., that the vehicle is currently capable of starting up the fuel cell, if the following 7 conditions are met:

condition 1: the whole vehicle state is ready/limpome/V2L;

condition 2: the high-voltage interlocking system has no fault;

condition 3: the number of start-up failures of the fuel cell does not exceed a preset number (e.g., 2);

condition 4: the constant available discharge power of the power battery is higher than that of the FCU_PowerMaxStrtup; the fcu_powermaxstructure may be the power required for the fuel cell start-up described above.

Condition 5: the instantaneous charging power of the power battery is greater than a preset power threshold (e.g., 20 kw);

condition 6: the start-up timing of the fuel cell has not failed;

condition 7: there is currently no fault that inhibits the start-up of the fuel cell.

Wherein, the condition 1 is a first precondition corresponding to the power system. Condition 2 is a second precondition for the high voltage interlock system. Conditions 3 to 7 are third preconditions corresponding to the battery system. Condition 3, condition 6, and condition 7 can in turn be understood as corresponding preconditions for the fuel cells in the battery system, and condition 4 and condition 5 can be understood as corresponding preconditions for the power cells in the battery system.

When the entire vehicle recognizes that the 7 conditions described above are satisfied, the PDCU sets the precondition flag for fuel cell start-up to 1. The precondition flag is set to 1, indicating that the whole vehicle currently satisfies the precondition for supporting the start-up of the fuel cell. When the preconditions are met, it is only representative that the vehicle can start the fuel cell, and it is not representative that the start of the fuel cell at this time meets the driver, vehicle and environmental requirements. Thus, to ensure that the fuel cell start timing is appropriate, it may be further determined whether it is a start source, and if it is identified that the start source indicates that the start request of the fuel cell is triggered, the PDCU sets the start enable flag of the fuel cell to 1.

In order to ensure that the start request of the whole vehicle to the fuel cell is sent out smoothly so as to control the start of the fuel cell smoothly, the PDCU may request the start of the fuel cell under the following conditions: the fuel cell is in a shutdown state, and the precondition flag is set to 1, and the start-up permission flag is set to 1.

And after receiving the starting request sent by the PDCU, the fuel cell controller controls the operation of accessories of the fuel cell so as to realize the starting of the fuel cell. The fuel cell controller may determine whether to currently select a general start or a cold start based on the ambient temperature and the coolant water temperature of the fuel cell to achieve a fuel cell start under the appropriate current temperature conditions. After the fuel cell is successfully started, the fuel cell enters an operation state, and the state is set as an operation run. Thereafter, the PDCU may request the fuel cell to operate as requested based on the energy management and distribution requirements, satisfying driving requirements, power cell charging requirements, thermal management requirements, and external discharge requirements, among others.

In the embodiment of the application, the fuel cell starting coordination method is redefined in detail so as to realize successful starting of the fuel cell system on the fuel cell automobile at a proper time, thereby being beneficial to meeting the daily driving requirement of a driver and the electricity-saving requirement of the power cell, being beneficial to expanding the fuel cell automobile to the field of passenger automobiles and greatly expanding the application range of the fuel cell automobile.

Fig. 3 is a schematic structural diagram of a control device for a fuel cell according to an embodiment of the present application.

Illustratively, as shown in FIG. 3, the apparatus includes: a detection module 301, configured to detect whether a vehicle currently has a capability of starting a fuel cell when the fuel cell is in a shutdown state, and determine whether a starting source of the fuel cell is currently identified; wherein the start-up source is used to characterize conditions under which start-up of the fuel cell is requested; a request module 302 for requesting the fuel cell to start if the vehicle is currently capable of starting the fuel cell and the starting source is identified.

In a possible implementation manner, the detection module 301 is specifically configured to obtain a current state of a target system of the vehicle; wherein the current state of the target system is associated with whether the vehicle supports the fuel cell start-up; detecting whether a vehicle currently meets a precondition for supporting the start of the fuel cell according to the current state of the target system; in the event that it is determined that the vehicle is currently meeting the precondition, it is determined that the vehicle is currently capable of starting a fuel cell.

In a possible implementation manner, the target system includes: a power system, a high-voltage interlock system and a battery system, wherein the power system corresponds to a first precondition, the high-voltage interlock system corresponds to a second precondition and the battery system corresponds to a third precondition, and a detection module 301 is specifically configured to detect whether the power system meets the first precondition for supporting the starting of the fuel cell according to the current state of the power system; detecting whether the high-voltage interlock system satisfies the second precondition supporting the start-up of the fuel cell, according to a current state of the high-voltage interlock system; detecting whether the battery system satisfies the third precondition supporting the start-up of the fuel cell, according to the current state of the battery system; if the power system satisfies the first precondition, the high-voltage interlock system satisfies the second precondition, and the battery system satisfies the third precondition, it is determined that the vehicle currently satisfies a precondition supporting the fuel cell start.

In a possible implementation manner, the detection module 301 is specifically configured to determine that the power system meets the first precondition if the current state of the power system characterizes that the fuel cell is supported for starting; and if the current state of the high-voltage interlocking system is a fault-free state, determining that the high-voltage interlocking system meets the second precondition.

In one possible implementation, the determining that the current state representation of the power system supports the fuel cell start-up when the current state of the power system is any one of: upper high voltage state, limp state, and external discharge state.

In one possible implementation, the battery system includes: the fuel cell and the power cell; the detection module 301 is specifically configured to: detecting whether the fuel cell supports the starting of the fuel cell according to the current state of the fuel cell; detecting whether the power battery supports the starting of the fuel battery according to the current state of the power battery; and determining that the battery system satisfies the third precondition in the case where both the fuel cell and the power cell support the fuel cell start-up.

In one possible implementation, the current state of the fuel cell includes: the number of times the fuel cell has failed to start in the current driving cycle, the state of the start timing of the fuel cell, a fault state indicating whether there is a fault prohibiting the fuel cell from starting, the current state of the power cell including: the current chargeable power and the current dischargeable power of the power battery; the detection module 301 is specifically configured to determine that the fuel cell supports the fuel cell start if the number of times of the fuel cell start failure is less than or equal to a preset number of times, the state of the start timing is not failed, and the fault state indicates that there is no fault that inhibits the fuel cell from starting; and if the current chargeable power of the power battery is larger than a preset power threshold value and the dischargeable power of the power battery is larger than the power required by starting the fuel battery, determining that the power battery supports the starting of the fuel battery.

It should be noted that, when the control device for a fuel cell provided in the foregoing embodiment performs the control method for a fuel cell, only the division of the foregoing functional modules is used as an example, in practical application, the foregoing functional allocation may be performed by different functional modules, that is, the internal structure of the device is divided into different functional modules, so as to perform all or part of the functions described above. In addition, the control device of the fuel cell provided in the above embodiment and the control method embodiment of the fuel cell belong to the same concept, so for details not disclosed in the embodiments of the device of the present application, please refer to the embodiments of the control method of the fuel cell described in the present application, and the details are not repeated here.

Fig. 4 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Illustratively, as shown in FIG. 4, the vehicle includes: a memory 401 and a processor 402, wherein the memory 401 stores executable program codes, and the processor 402 is used for calling and executing the executable program codes to execute a control method of the fuel cell.

In this embodiment, the vehicle may be divided into functional modules according to the above method example, for example, each functional module may be corresponding to a specific functional module, or two or more functions may be integrated into one processing module, where the integrated modules may be implemented in a hardware form. It should be noted that, in this embodiment, the division of the modules is schematic, only one logic function is divided, and another division manner may be implemented in actual implementation.

In the case of dividing each function module with corresponding each function, the vehicle may include a detection module, a request module, and the like. It should be noted that, all relevant contents of each step related to the above method embodiment may be cited to the functional description of the corresponding functional module, which is not described herein.

The vehicle provided in the present embodiment is used to perform the above-described control method of a fuel cell, and therefore the same effects as those of the above-described implementation method can be achieved.

In case an integrated unit is employed, the vehicle may comprise a processing module, a memory module. The processing module can be used for controlling and managing the actions of the vehicle. The memory module may be used to support the vehicle in executing associated program code and data, etc.

Wherein the processing module may be a processor or controller that may implement or execute the various exemplary logic blocks, modules and circuits represented in connection with the present disclosure. A processor may also be a combination of computing functions, e.g., including one or more microprocessors, digital signal processing (digital signal processing, DSP) and microprocessor combinations, etc., and a memory module may be a memory.

The present embodiment also provides a computer-readable storage medium having stored therein computer program code which, when run on a computer, causes the computer to perform the above-described related method steps to realize a control method of a fuel cell in the above-described embodiments.

The present embodiment also provides a computer program product which, when run on a computer, causes the computer to perform the above-described related steps to realize a control method of a fuel cell in the above-described embodiments.

In addition, the vehicle provided by the embodiment of the application can be a chip, a component or a module, and the vehicle can comprise a processor and a memory which are connected; the memory is used for storing instructions, and the processor can call and execute the instructions when the vehicle runs, so that the chip executes the control method of the fuel cell in the embodiment.

The vehicle, the computer readable storage medium, the computer program product or the chip provided in this embodiment are used to execute the corresponding method provided above, so that the benefits achieved by the method can refer to the benefits in the corresponding method provided above, and are not repeated herein.

It will be appreciated by those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional modules is illustrated, and in practical application, the above-described functional allocation may be performed by different functional modules according to needs, i.e. the internal structure of the apparatus is divided into different functional modules to perform all or part of the functions described above.

In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of modules or units is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple units or components may be combined or integrated into another apparatus, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.

The foregoing is merely specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily think about changes or substitutions within the technical scope of the present application, and the changes and substitutions are intended to be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (10)

1. A control method of a fuel cell, characterized by comprising:

detecting whether a vehicle currently has the capability of starting the fuel cell under the condition that the fuel cell is in a stop state, and determining whether a starting source of the fuel cell is currently identified; wherein the start-up source is used to characterize conditions under which start-up of the fuel cell is requested;

the fuel cell start is requested if the vehicle is currently capable of starting the fuel cell and the start source is identified.

2. The method of claim 1, wherein the detecting whether the vehicle is currently capable of starting the fuel cell comprises:

acquiring the current state of a target system of the vehicle; wherein the current state of the target system is associated with whether the vehicle supports the fuel cell start-up;

detecting whether a vehicle currently meets a precondition for supporting the start of the fuel cell according to the current state of the target system;

in the event that it is determined that the vehicle is currently meeting the precondition, it is determined that the vehicle is currently capable of starting a fuel cell.

3. The method of claim 2, wherein the target system comprises: a power system, a high-voltage interlock system, and a battery system, the power system corresponding to a first precondition, the high-voltage interlock system corresponding to a second precondition, and the battery system corresponding to a third precondition, the detecting whether a vehicle currently satisfies a precondition supporting the fuel cell start based on a current state of the target system, comprising:

Detecting whether the power system satisfies the first precondition supporting the fuel cell start-up according to a current state of the power system;

detecting whether the high-voltage interlock system satisfies the second precondition supporting the start-up of the fuel cell, according to a current state of the high-voltage interlock system;

detecting whether the battery system satisfies the third precondition supporting the start-up of the fuel cell, according to the current state of the battery system;

if the power system satisfies the first precondition, the high-voltage interlock system satisfies the second precondition, and the battery system satisfies the third precondition, it is determined that the vehicle currently satisfies a precondition supporting the fuel cell start.

4. A method according to claim 3, wherein said detecting whether said power system satisfies said first precondition for supporting said fuel cell start-up based on a current state of said power system comprises:

if the current state representation of the power system supports the starting of the fuel cell, determining that the power system meets the first precondition;

said detecting whether said high voltage interlock system satisfies said second precondition supporting said fuel cell start-up based on a current state of said high voltage interlock system comprises:

And if the current state of the high-voltage interlocking system is a fault-free state, determining that the high-voltage interlocking system meets the second precondition.

5. The method of claim 4, wherein determining that the current state representation of the powertrain supports the fuel cell start-up when the current state of the powertrain is any one of:

upper high voltage state, limp state, and external discharge state.

6. The method of claim 3, wherein the battery system comprises: the fuel cell and the power cell;

said detecting whether said battery system satisfies said third precondition supporting said fuel cell start-up based on a current state of said battery system, comprises:

detecting whether the fuel cell supports the starting of the fuel cell according to the current state of the fuel cell;

detecting whether the power battery supports the starting of the fuel battery according to the current state of the power battery;

and determining that the battery system satisfies the third precondition in the case where both the fuel cell and the power cell support the fuel cell start-up.

7. The method of claim 6, wherein the current state of the fuel cell comprises: the number of times the fuel cell has failed to start in the current driving cycle, the state of the start timing of the fuel cell, a fault state indicating whether there is a fault prohibiting the fuel cell from starting, the current state of the power cell including: the current chargeable power and the current dischargeable power of the power battery;

The detecting whether the fuel cell supports the fuel cell start-up according to the current state of the fuel cell includes:

if the number of times of the fuel cell start failure is less than or equal to a preset number of times, the state of the start time sequence is not failed, and the fault state indicates that no fault for prohibiting the fuel cell from starting exists, determining that the fuel cell supports the fuel cell to start;

the detecting whether the power battery supports the starting of the fuel battery according to the current state of the power battery comprises the following steps:

and if the current chargeable power of the power battery is larger than a preset power threshold value and the dischargeable power of the power battery is larger than the power required by starting the fuel battery, determining that the power battery supports the starting of the fuel battery.

8. A control device of a fuel cell, characterized by comprising:

the detection module is used for detecting whether the vehicle has the capability of starting the fuel cell currently under the condition that the fuel cell is in a stop state, and determining whether a starting source of the fuel cell is identified currently; wherein the start-up source is used to characterize conditions under which start-up of the fuel cell is requested;

And the request module is used for requesting the fuel cell to start if the vehicle currently has the capability of starting the fuel cell and the starting source is identified.

9. A vehicle, characterized in that the vehicle comprises:

a memory for storing executable program code;

a processor for calling and running the executable program code from the memory, causing the vehicle to perform the method of any one of claims 1 to 7.

10. A computer readable storage medium, characterized in that the computer readable storage medium stores a computer program which, when executed, implements the method according to any of claims 1 to 7.