CN220720863U - Novel cluster type fuel cell group control system - Google Patents
Novel cluster type fuel cell group control system Download PDFInfo
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- CN220720863U CN220720863U CN202322263764.7U CN202322263764U CN220720863U CN 220720863 U CN220720863 U CN 220720863U CN 202322263764 U CN202322263764 U CN 202322263764U CN 220720863 U CN220720863 U CN 220720863U
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- 239000000446 fuel Substances 0.000 title claims abstract description 296
- 239000001257 hydrogen Substances 0.000 description 38
- 229910052739 hydrogen Inorganic materials 0.000 description 38
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 37
- 239000000110 cooling liquid Substances 0.000 description 20
- 239000002826 coolant Substances 0.000 description 17
- 238000000034 method Methods 0.000 description 10
- 230000002035 prolonged effect Effects 0.000 description 8
- 230000007704 transition Effects 0.000 description 5
- 238000012795 verification Methods 0.000 description 5
- 238000010248 power generation Methods 0.000 description 4
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 3
- 239000001301 oxygen Substances 0.000 description 3
- 229910052760 oxygen Inorganic materials 0.000 description 3
- 238000011217 control strategy Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000000712 assembly Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 150000002431 hydrogen Chemical class 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
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Abstract
The utility model discloses a novel cluster type fuel cell stack control system, which comprises a whole vehicle controller, wherein the whole vehicle controller is used for sending the required charging power of the whole vehicle; the system also comprises a cluster type fuel cell group controller, wherein one end of the cluster type fuel cell group controller is connected with the whole vehicle controller and is used for receiving the charging demand power of the whole vehicle controller, carrying out selective starting or stopping and power distribution on the fuel cells, and the other end of the cluster type fuel cell group controller is connected with more than 2 fuel cell controllers; each fuel cell controller is also connected with a fuel cell stack controller, and the fuel cell stack controllers are connected with the fuel cell stacks. The fuel cell stack controlled by the cluster type fuel cell stack control system has reasonable charging power distribution, obviously improves NVH of the whole vehicle and has lower noise.
Description
Technical Field
The utility model relates to the field of new energy automobile power assemblies, in particular to a novel cluster type fuel cell stack control system.
Background
The fuel cell power assembly can effectively solve the problem of automobile exhaust emission, and becomes one of the hot spots of the current new energy automobile development. The fuel cell assembly generally consists of a fuel cell stack and a stack controller, when the SOC of the whole vehicle high-voltage battery is high, the fuel cell does not work, and the electric vehicle runs in a pure electric mode; when the battery SOC is too low, the fuel cell operates, and the fuel cell charges the battery or directly uses the generated electricity for driving.
In the prior art, the charge amount of the single fuel cell control system is limited by the power of the fuel cell stack, if the large-sized vehicle system needs to be matched with larger charge power, the fuel cell stack and accessories need to be redesigned, developed and verified, the system layout and the like, and the development cost and period are increased.
When some large heavy-duty vehicles or vehicles run under special working conditions, the corresponding fuel cells need larger charging power output, and when the fuel cells are used for guaranteeing that the larger generated power is output, the fuel cells often run at the maximum power point for a long time, and are difficult to maintain in an optimal economic operation area, such as the maximum power point of the fuel cells for a long time, namely the following problems exist:
1. the fuel cell runs at the maximum power point for a long time, so that the NVH of the whole vehicle is poor in performance and high in noise;
2. the fuel cell runs at the maximum power point for a long time, so that the aim of economy is difficult to achieve, and the service life of the fuel cell is obviously shortened;
3. when the whole vehicle needs larger power, if the fuel cell still operates in the optimal economic zone to generate power, the battery consumes larger output power when the power generation power can not meet the working condition requirement, and the battery operates for a long time, so that the battery is serious in power shortage, deep charging and deep discharging exist in the battery, the damage to the battery is large, and the service life is shortened.
Disclosure of Invention
The utility model aims to provide a clustered fuel cell stack control system with a simple and reasonable structure, which realizes the matching charging of a plurality of fuel cells and the great adjustment of charging power, and shortens the matched development and verification period of the system; and allows each fuel cell stack system to operate in an optimum efficiency region.
To achieve the above object, the present utility model provides a cluster type fuel cell stack control system including: the vehicle controller is used for sending a power demand instruction; one end of the cluster type fuel cell group controller is connected with the whole vehicle controller and is used for receiving the charging demand power of the whole vehicle controller, selectively starting or stopping the fuel cells and distributing power, and the other end of the cluster type fuel cell group controller is connected with more than 2 fuel cell controllers; each fuel cell controller is also connected with a fuel cell stack controller, and the fuel cell stack controllers are connected with the fuel cell stacks.
In a preferred embodiment, the clustered fuel cell stack control system is connected to the vehicle controller via a CAN bus.
In a preferred embodiment, the control system of the clustered fuel cell stack is characterized in that the controllers of the individual fuel cells are connected to the clustered fuel cell controllers via CAN branches 1.
In a preferred embodiment, the sum of the power of the fuel cells is greater than the required power of the multi-cluster fuel cell stack control system.
In a preferred embodiment, the clustered fuel cell stack control system, the clustered fuel cell controller is configured to control internal strategy of each of the fuel cells.
The second technical problem to be solved by the utility model is to control the reasonable distribution and switching of the power of the fuel cell stack when the electric vehicle provided with the large fuel cell stack needs larger power generation, so as to ensure that the fuel cell achieves the purposes of optimal economy and better NVH performance.
In order to achieve the above object, the control method of a novel cluster fuel cell stack according to the present utility model is implemented by the following technical scheme:
the control method of the novel cluster type fuel cell stack comprises a controller and n fuel cells connected with the controller, wherein the fuel cells are F1 and F2.. Fn in sequence, and an optimal economic power point P1 and a maximum power point P2 are preset for each fuel cell; and (n-1) P2 < nP1, P1 < P2, the control method of the controller comprises the following steps:
step 1, a controller detects the current required charging power P of the whole vehicle and the current vehicle speed V;
step 2, the controller controls the fuel cell group to work cooperatively according to the current vehicle demand charging power P and the current vehicle speed V, and presets a vehicle speed transition interval V1-V2, wherein V1 is smaller than V2; when the vehicle speed V is in a transition zone, the fuel cell group keeps a current working charging state, when the vehicle speed is smaller than V1, the fuel cell group is switched to a previous working charging state, and when the vehicle speed is larger than V2, the fuel cell group is switched to a next working charging state;
when the charging power P required by the whole vehicle is less than P1, the fuel cell group is not started;
when the required charging power P1 of the whole vehicle is less than or equal to P < P2, the fuel cell F1 is started, the charging power of the fuel cell F1 is P1, and in order to realize the charging power, the hydrogen pressure value required to be input into the fuel cell F1 is P H1 The air pressure value is P O1, And the air inflow of the air is L p1 When the temperature of the externally input coolant is controlled to be T1, the voltage U1 and the current I1 output by the fuel cell F1 are associated;
when the required charging power P2 of the whole vehicle is less than or equal to P < P1+P1, the fuel cell F1 is started, and the charging power of the fuel cell F1 is P2, and for realizing the charging power, the fuel cell F1 is startedThe hydrogen pressure required to be input to the fuel cell F1 has a value P H2 The air pressure value is P O2, And the air inflow of the air is L p2 When the temperature of the externally input coolant is controlled to be T2, the voltage U2 and the current I2 output by the fuel cell F1 are corresponded;
when the required charging power P1+P1 of the whole vehicle is less than or equal to P < P1+P2, the fuel cells F1 and F2 are started, the charging power of the fuel cells F1 and F2 is P1, and in order to realize the charging power, the hydrogen pressure values required to be input into the fuel cells F1 and F2 are P H1 The air pressure values are all P O1, And the air inflow of the air is L p1 When the temperature of the externally input cooling liquid is controlled to be T1, the voltages output by the corresponding fuel cells F1 and F2 are U1 and the currents are I1;
when the required charging power P2+P1 of the whole vehicle is less than or equal to P < P2+P2, the fuel cells F1 and F2 are started, one of the charging powers of the fuel cells F1 and F2 is P1, the other is P2, and in order to realize the charging power, the hydrogen pressure value required to be input into the fuel cell F1 is P H1 The air pressure value is P O1, And the air inflow of the air is L p1 When the temperature of the externally input coolant is controlled to be T1, the voltage U1 and the current I1 output by the fuel cell F1 are associated; the hydrogen pressure value required to be input to the fuel cell F2 is P H2 The air pressure value is P O2, And the air inflow of the air is L p2 When the temperature of the externally input cooling liquid is controlled to be T2, the voltage U2 and the current I2 output by the fuel cell F2 are corresponding;
when the whole vehicle requires charging power P2+P2 is less than or equal to P and less than P1+P1+P1, the fuel cells F1, F2 are started up, and the charging powers of the fuel cells F1, F2 are both P2, to achieve this charging power, it is necessary to input hydrogen pressure values to both fuel cells F1, F2 as P H2 The air pressure values are all P O2 And the air inflow of the air is L p2 When the temperature of the externally input cooling liquid is controlled to be T2, the voltages output by the corresponding fuel cells F1 and F2 are U2 and the currents are I2;
when the whole vehicle requires charging power P1+ P1+P1 is less than or equal to P2+P1+P1, the fuel cells F1, F2, F3 are started up and the charge power of the fuel cells F1, F2, F3 are allTo achieve this charging power, it is necessary that the hydrogen pressure values input to the fuel cells F1, F2, F3 are P H1 The air pressure values are all P O1, And the air inflow of the air is L p1 When the temperature of the externally input cooling liquid is controlled to be T1, the voltages output by the corresponding fuel cells F1, F2 and F3 are U1 and the currents are I1;
when the required charging power (n-1) P2 is less than or equal to P < nP1, the fuel cells F1, F2.. Fn-1 are started, the charging power of each fuel cell is P2, and in order to realize the charging power, the hydrogen pressure values of the fuel cells F1, F2.. Fn-1 are required to be input and are P H2 The air pressure values are all P O2 And the air inflow of the air is L p2 When the temperature of the externally input cooling liquid is controlled to be T2, the voltages output by the corresponding fuel cells F1 and F2.. Fn-1 are U2 and the currents are I2;
when the required charging power nP1 is less than or equal to P < (n-1) P1+P2 of the whole vehicle, the fuel cells F1 and F2. are started, the charging power of each fuel cell is P1, and in order to realize the charging power, the hydrogen pressure values of the fuel cells F1 and F2. and Fn are required to be input and are P H1 The air pressure values are all P O1, And the air inflow of the air is L p1 When the temperature of the externally input cooling liquid is controlled to be T1, the voltages output by the corresponding fuel cells F1 and F2. are U1 and the currents are I1;
when the required charging power (n-a) P1+aP2 is less than or equal to P < (n-a-1) P1+ (a+1) P2, the fuel cells F1 and F2.. Fn are started, the charging powers of the n-a fuel cells are P1, and in order to realize the charging power, the hydrogen pressure values input by the n-a fuel cells are P H1 The air pressure values are all P O1, And the air inflow of the air is L p1 The temperature of the externally input cooling liquid is controlled to be T1, and the output voltages of the corresponding n-a fuel cells are U1 and the currents are I1; the charging power of the a-stage fuel cell is P2, and in order to achieve this, the hydrogen pressure values required to be input by the a-stage fuel cell are P H2 The air pressure values are all P O2 And the air inflow of the air is L p2 The temperature of the externally input cooling liquid is controlled to be T2, and the cooling liquid is correspondingly input to the platform aThe output voltage of the fuel cell is U2 and the output current of the fuel cell is I2; n is the total number of the fuel cells, a is a natural number and a is less than or equal to n;
when the required charging power P1+ (n-1) P2 of the whole vehicle is less than or equal to P < nP2, the fuel cells F1 and F2. are started, one fuel cell is charged with the charging power P1, and in order to realize the charging power, the hydrogen pressure value input by one fuel cell is required to be P H1 The air pressure values are all P O1, And the air inflow of the air is L p1 The temperature of the externally input cooling liquid is controlled to be T1, and the voltages output by the corresponding n-a fuel cells are U1 and the currents are I1; the charging power of the rest n-1 fuel cells is P2, and in order to realize the charging power, the hydrogen pressure values input by the n-1 fuel cells are P H2 The air pressure values are all P O2 And the air inflow of the air is L p2 The temperature of the externally input cooling liquid is controlled to be T2, and the output voltages of the corresponding n-1 fuel cells are U2 and the currents are I2;
when the required charging power nP2 of the whole vehicle is less than or equal to P, the fuel cells F1 and F2. are started, the charging power of each fuel cell is P2, and in order to realize the charging power, the hydrogen pressure value input by each fuel cell is required to be P H2 The air pressure values are all P O2 And the air inflow of the air is L p2 When the temperature of the externally input coolant is controlled to be T2, the voltage output by each fuel cell is U2 and the current is I2.
Further, the charging power P of the fuel cell stack is (0-E) kW, and E is less than or equal to nP2.
Further, the starting process of the fuel cell stack is subjected to a heat engine process.
The utility model has the beneficial effects that:
1. compared with the prior art, the cluster type fuel cell stack control system has the following beneficial effects: the cluster type fuel cell stack control system realizes the high-power charging requirement of a large-scale vehicle, and realizes the matching charging of a plurality of fuel cells and the large-scale adjustment of charging power by adding one cluster type fuel cell stack controller, thereby shortening the system matching development and verification period; and each fuel cell is operated in the optimal efficiency area, so that the service cycle of the fuel cell is prolonged.
2. The charging power of the fuel cell stack is reasonably distributed, the NVH of the whole vehicle is obviously improved, and the noise is smaller;
3. the fuel cell group runs in the optimal economic area for a long time, the power generation efficiency is obviously improved, the performance of the fuel cell is improved, and the service life is prolonged;
4. when the vehicle needs larger power for a long time, the fuel cell still operates in the optimal economic zone to generate power, so that the power performance requirement of the vehicle is ensured, the power consumption of the battery is obviously improved, and the service life of the battery is prolonged;
5. the cluster type fuel cell group is reserved with an expansion charging power space, and when the required charging power is continuously increased, the quantity of the fuel cells can be increased to meet the charging power requirement.
Drawings
Fig. 1 is a schematic structural diagram of a novel cluster type fuel cell stack control system according to an embodiment of the present utility model.
Fig. 2 is a control logic diagram of a novel cluster type fuel cell stack controller according to an embodiment of the present utility model.
Detailed Description
In order to describe the technical contents, the achieved objects and effects of the present utility model in detail, the following description will be made with reference to the embodiments in conjunction with the accompanying drawings.
As shown in fig. 1-2, a specific structure of a novel cluster type fuel cell stack control system according to a preferred embodiment of the present utility model includes: the system comprises a vehicle controller VCU, a cluster fuel cell stack controller FCCU and a plurality of fuel cell controllers FCU. Wherein, the vehicle controller VCU transmits the required charging power P VCU The cluster type fuel cell stack controller FCCU is used for selecting starting fuel cell starting combination and supplying required charging power P VCU Distributing, namely distributing the charging power P of each fuel cell FCUn Respectively to each fuel cell controller FCU (1-n). The FCCU can reasonably select charging power according to the requirement of the VCU of the whole vehicleAnd selecting each fuel cell to start charging and stopping. The FCU performs an internal control strategy, and after the FCU (such as FCU 1) obtains the required charging power, the FCU converts the required current and voltage according to the power, so as to control the temperature of the external cold zone liquid entering the electric pile, control the pressure value of hydrogen, the pressure value of oxygen and the air inflow of oxygen to enter the electric pile reaction, and realize charging through the electric pile.
Specifically, the vehicle control unit VCU is configured to transmit the required charging power P VCU 。
The cluster type fuel cell stack controller FCCU is one and is connected with the whole vehicle controller VCU through the CAN network bus and is used for receiving the required charging power P sent by the whole vehicle controller VCU VCU And performing reasonable power distribution. The clustered fuel cell stack control system is added with a clustered fuel cell stack controller FCCU, so that a plurality of fuel cells can be matched for charging, and the development and verification period of a large-scale matched large-charging power system of the large-scale vehicle is obviously shortened; the charging power is reasonably distributed through the FCCU, each fuel cell is operated in the optimal efficiency area, and the service cycle of the fuel cell is prolonged.
The plurality of fuel cells includes n fuel cells. Each fuel cell includes: a fuel cell controller FCU and a stack controller CVM and fuel cell stacks connected thereto, wherein each fuel cell controller FCU is connected to a cluster fuel cell controller FCCU via a CAN branch 1, respectively. Each individual fuel cell includes: the fuel cell stack and the stack controller CVM are connected with each other through the CAN branch 2. The cluster type fuel cell controller FCCU is connected with the fuel cell controllers FCU1 to FCUn through a CAN bus, and the whole vehicle controller VCU is connected with the cluster type fuel cell group controller FCCU through the CAN bus. The number of the fuel cells, namely, the value of n is determined according to the required power Pvcu of the whole vehicle. Assuming that the peak charge power of a single fuel cell is Pmax, pvcu < = n×pmax. The VCU sends a demand power command Pvcu to the clustered fuel cell stack controller FCCU, which selects the number of single fuel cells to operate and the charging power achieved by each fuel cell according to the Pvcu value. The FCCU can reasonably select each fuel cell to start charging and stopping according to the charging power requirement of the VCU. And the FCU performs an internal control strategy, and after the FCU (such as FCU 1) obtains the required charging power, the FCU converts the required current and voltage according to the power, so that the quantities of hydrogen and oxygen are controlled to enter a reactor, and the charging is realized through the reactor. According to the utility model, by adding one clustered fuel cell controller FCCU, a plurality of fuel cells can be matched for charging, so that the development and verification period of a large-scale vehicle matched large-charging power system is obviously shortened; the charging power is reasonably distributed through the FCCU, each fuel cell is operated in the optimal efficiency area, and the service cycle of the fuel cell is prolonged.
The control method of a new type of cluster fuel cell stack, including the cluster fuel cell stack controller FCCU, 4 fuel cells connected with fuel cell stack controller FCCU are F1-fuel cell 1, F2-fuel cell 2, F3-fuel cell 3, F4-fuel cell 4 respectively;
the control method of the controller comprises the following steps:
the fuel cell group inquires a power distribution table according to the charging power required by the current whole vehicle to obtain a control fuel cell group;
the fuel cell group is composed of four fuel cells, which are sequentially F1, F2, F3 and F4, the preset power of the four fuel cells is the same, the preset economic power point P1 of the single fuel cell corresponds to the output voltage of the single fuel cell as U1, the current as I1 corresponds to the hydrogen pressure value required to be input into the single fuel cell as P H1 The air pressure value is P O1、 The air inflow of air is L p1 And the temperature point T1 of the externally input cooling liquid; the maximum power point P2 corresponds to the output voltage of the single fuel cell being U2 and the current being I2, and corresponds to the hydrogen pressure value required to be input into the single fuel cell being P H2 The air pressure value is P O2、 The air inflow of air is L p2 And the temperature point T2 of the externally input cooling liquid; and 3P2 is less than 4P1, P1 is less than P2, U1 is less than or equal to U2, I1 is less than I2, P H1 ＜P H2 ，P O1 ＜P O2 ，L p1 ＜L p2 The cluster type fuel cell stack controller FCC with T1 being more than or equal to T2The control method of U comprises the following steps:
step 1, a controller FCCU detects charging power P and current vehicle speed V required by the whole vehicle;
step 2, the controller FCCU controls the fuel cell group to work according to the charging power P required by the current whole vehicle and the current vehicle speed V, and presets a vehicle speed transition interval V1-V2, wherein V1 is less than V2, when the vehicle speed V is in the transition interval, the fuel cell group keeps the current working charging state, when the vehicle speed is less than V1, the fuel cell group is switched to the last working charging state, and when the vehicle speed is greater than V2, the fuel cell group is switched to the next working charging state; if the charging power is greater than P1, if not, the fuel cell group is closed, if so, the fuel cell group is started and the next step is continuously executed; the fuel cell stack has 14 charging power points, namely P1, P2, P1+P2, 2P2, 3P1, 2P1+P2, P1+2P2, 3P2, 4P1, 3P1+P2, 2P1+2P2, P1+3P2 and 4P2 in sequence;
the fuel cell stack operates according to the following power distribution table:
when the charging power P required by the whole vehicle is less than P1, the fuel cell group is not started;
when the required charging power P1 of the whole vehicle is less than or equal to P < P2, the fuel cell F1 is started, the charging power of the fuel cell F1 is P1, and in order to realize the charging power, the hydrogen pressure value required to be input into the fuel cell F1 is P H1 Air pressure value P O1, And the air inflow of the air is L p1 When the temperature of the externally input coolant is controlled to be T1, the voltage U1 and the current I1 output by the fuel cell F1 are associated;
when the required charging power P2 of the whole vehicle is less than or equal to P < P1+P1, the fuel cell F1 is started, the charging power of the fuel cell F1 is P2, and in order to realize the charging power, the hydrogen pressure value required to be input into the fuel cell F1 is P H2 The air pressure value is P O2, And the air inflow of the air is L p2 When the temperature of the externally input coolant is controlled to be T2, the voltage U2 and the current I2 output by the fuel cell F1 are corresponded;
when the charging power P1+P1 is less than or equal to P and less than P1+P2, the fuel cells F1 and F2 are started, and the fuel cell F1. F2 is P1, and to achieve this, the hydrogen pressure values to be input to the fuel cells F1, F2 are P H1 The air pressure values are all P O1, And the air inflow of the air is L p1 When the temperature of the externally input cooling liquid is controlled to be T1, the voltages output by the corresponding fuel cells F1 and F2 are U1 and the currents are I1;
when the required charging power P2+P1 of the whole vehicle is less than or equal to P < P2+P2, the fuel cells F1 and F2 are started, one of the charging powers of the fuel cells F1 and F2 is P1, the other is P2, and in order to realize the charging power, the hydrogen pressure value required to be input into the fuel cell F1 is P H1 The air pressure value is P O1, And the air inflow of the air is L p1 When the temperature of the externally input coolant is controlled to be T1, the voltage U1 and the current I1 output by the fuel cell F1 are associated; the hydrogen pressure value required to be input to the fuel cell F2 is P H2 The air pressure value is P O2, And the air inflow of the air is L p2 When the temperature of the externally input cooling liquid is controlled to be T2, the voltage U2 and the current I2 output by the fuel cell F2 are corresponding;
when the whole vehicle requires charging power P2+P2 is less than or equal to P and less than P1+P1+P1, the fuel cells F1, F2 are started up, and the charging powers of the fuel cells F1, F2 are both P2, to achieve this charging power, it is necessary to input hydrogen pressure values to both fuel cells F1, F2 as P H2 The air pressure values are all P O2 And the air inflow of the air is L p2 When the temperature of the externally input cooling liquid is controlled to be T2, the voltages output by the corresponding fuel cells F1 and F2 are U2 and the currents are I2;
when the whole vehicle requires charging power P1+ P1+P1 is less than or equal to P2+P1+P1, the fuel cells F1, F2, F3 are started, in order to achieve the charging power, the hydrogen pressure values required to be input into the fuel cells F1, F2, F3 are P H1 The air pressure values are all P O1, And the air inflow of the air is L p1 When the temperature of the externally input cooling liquid is controlled to be T1, the voltages output by the corresponding fuel cells F1, F2 and F3 are U1 and the currents are I1;
when the whole car is neededWhen the charging power P2+P1+P1 is less than or equal to P < P2+P2+P1, the fuel cells F1, F2 and F3 are started, the charging powers of the fuel cells F1 and F2 are P1, the charging powers of the fuel cells F3 are P2, and in order to realize the charging power, the hydrogen pressure values required to be input into the fuel cells F1 and F2 are P H1 The air pressure value is P O1, And the air inflow of the air is L p1 When the temperature of the externally input coolant is controlled to be T1, the voltage U1 and the current I1 output from the fuel cells F1 and F2 are associated; the hydrogen pressure value required to be input to the fuel cell F3 is P H2 The air pressure value is P O2, And the air inflow of the air is L p2 When the temperature of the externally input cooling liquid is controlled to be T2, the voltage U2 and the current I2 output by the fuel cell F3 are corresponding;
when the whole vehicle requires charging power P2+: P2+P1 is less than or equal to P2+P2+P2, the fuel cells F1, F2, F3 are started up, and the charging powers of the fuel cells F1, F2 are P2, F3 is P1, and to achieve this, the hydrogen pressure value to be input to the fuel cell F3 is P H1 The air pressure value is P O1, And the air inflow of the air is L p1 When the temperature of the externally input coolant is controlled to be T1, the voltage U1 and the current I1 output by the fuel cell F3 are associated; then the hydrogen pressure value required to be input to the fuel cells F1, F2 is P H2 The air pressure value is P O2, And the air inflow of the air is L p2 When the temperature of the externally input coolant is controlled to be T2, the voltage U2 and the current I2 output from the fuel cells F1 and F2 are associated;
when the whole vehicle requires charging power P2+P2+P2 is less than or equal to P and less than P1+P1+P1+P1, the fuel cells F1, F2, F3 are started, in order to achieve the charging power, the hydrogen pressure values required to be input into the fuel cells F1, F2, F3 are P H2 The air pressure values are all P O2 And the air inflow of the air is L p2 When the temperature of the externally input cooling liquid is controlled to be T2, the voltages output by the corresponding fuel cells F1, F2 and F3 are U2 and the currents are I2;
when the whole vehicle requires charging power P1+P1+ P1+P1 is less than or equal to P and less than P2+ p1, the fuel cells F1, F2, F3, F4 start up and burnThe charging power of the fuel cells F1, F2, F3, F4 is P1, and in order to achieve this, the hydrogen pressure values to be input to the fuel cells F1, F2, F3, F4 are P H1 The air pressure values are all P O1 And the air inflow of the air is L p1 When the temperature of the externally input cooling liquid is controlled to be T1, the voltages output by the corresponding fuel cells F1, F2, F3 and F4 are U1 and the currents are I1;
when the whole vehicle requires charging power P2+P1+ P1+P1 is less than or equal to P2+P2+P1+P1, the fuel cells F1, F2, F3, F4 are started up, and the charging powers of the fuel cells F1, F2, F3 are P1, the charging power of F4 is P2, and to achieve this, the hydrogen pressure values to be input to the fuel cells F1, F2, F3 are P H1 The air pressure value is P O1, And the air inflow of the air is L p1 When the temperature of the externally input coolant is controlled to be T1, the voltage U1 and the current I1 output by the fuel cells F1, F2, and F3 are associated; then the hydrogen pressure value required to be input to the fuel cell F4 is P H2 The air pressure value is P O2, And the air inflow of the air is L p2 When the temperature of the externally input coolant is controlled to be T2, the voltage U2 and the current I2 output by the fuel cell F4 are corresponded;
when the whole vehicle requires charging power P2+P2+ P1+P1 is less than or equal to P2+P2+P2+P1, the fuel cells F1, F2, F3, F4 are started up, and the charging powers of the fuel cells F1, F2 are P1, the charging powers of F4 and F3 are both P2, and to achieve this, the hydrogen pressure values to be input to the fuel cells F1 and F2 are required to be P H1 The air pressure value is P O1, And the air inflow of the air is L p1 When the temperature of the externally input coolant is controlled to be T1, the voltage U1 and the current I1 output from the fuel cells F1 and F2 are associated; then the hydrogen pressure value required to be input to the fuel cells F3, F4 is P H2 The air pressure value is P O2, And the air inflow of the air is L p2 When the temperature of the externally input coolant is controlled to be T2, the voltage U2 and the current I2 output by the fuel cells F3 and F4 are corresponded;
when the whole vehicle requires charging power P2+P2+ P2+P1 is less than or equal to P and less than P2+ p2, the fuel cells F1, F2, F3, F4 are started up and the fuel cell F1,The charging powers of F2 and F3 are both P2 and the charging power of F4 is P1, and in order to achieve this, the hydrogen pressure value to be input into the fuel cell F4 is P H1 The air pressure value is P O1, And the air inflow of the air is L p1 When the temperature of the externally input coolant is controlled to be T1, the voltage U1 and the current I1 output by the fuel cell F4 are associated; then the hydrogen pressure value required to be input to the fuel cells F1, F2, F3 is P H2 The air pressure value is P O2, And the air inflow of the air is L p2 When the temperature of the externally input coolant is controlled to be T2, the voltage U2 and the current I2 output by the fuel cells F1, F2, F3 are corresponded;
when the required charging power 4P2 of the whole vehicle is less than or equal to P, the fuel cells F1, F2, F3 and F4 are started, and the charging power of each fuel cell is P2, and in order to realize the charging power, the hydrogen pressure values of the fuel cells F1, F2, F3 and F4 are required to be input to be P H2 The air pressure value is P O2, And the air inflow of the air is L p2 When the temperature of the externally input coolant is controlled to T2, the voltage U2 and the current I2 output from the fuel cells F1, F2, F3, and F4 are associated.
In this embodiment, the starting process of the fuel cell stack needs to go through a heat engine process, and is kept for a certain period of time, and the next step is correspondingly executed.
In the present embodiment, the number of the vehicle speed transition sections is one.
The utility model has the beneficial effects that:
1. the clustered fuel cell group control system realizes the matched charging of a plurality of fuel cells and satisfies the charging power which varies greatly by adding one clustered fuel cell controller, and obviously shortens the development and verification period of a large-scale matched large-charging power system; the charging power is reasonably distributed through the FCCU, each fuel cell is operated in the optimal efficiency area, and the service cycle of the fuel cell is prolonged.
2. The charging power of the fuel cell stack is reasonably distributed, the NVH of the whole vehicle is obviously improved, and the noise is smaller;
3. the fuel cell group runs in the most economical area for a long time, the power generation efficiency is obviously improved, the performance of the fuel cell is improved, and the service life is prolonged;
4. when the vehicle needs larger power for a long time, the fuel cell still operates in the optimal economic zone to generate power, so that the power performance requirement of the vehicle is ensured, the power consumption of the battery is obviously improved, and the service life of the battery is prolonged;
5. the cluster type fuel cell group is reserved with an expansion charging power space, and when the required charging power is continuously increased, the number of the fuel cells can be increased to meet the requirement of the whole vehicle on the charging power.
While the utility model has been described in detail with respect to specific embodiments thereof, it will be apparent to those skilled in the art that various modifications and improvements can be made thereto. Accordingly, such modifications or improvements may be made without departing from the spirit of the utility model and are intended to be within the scope of the utility model as claimed.
Claims (4)
1. A clustered fuel cell stack control system, comprising:
the vehicle controller is used for sending a vehicle charging power demand instruction;
one end of the cluster type fuel cell group controller is connected with the whole vehicle controller and is used for receiving the charging demand power of the whole vehicle controller, selectively starting or stopping the fuel cells and distributing power, and the other end of the cluster type fuel cell group controller is connected with more than 2 fuel cell controllers; each fuel cell controller is also connected with a fuel cell stack controller, and the fuel cell stack controllers are connected with the fuel cell stacks.
2. The clustered fuel cell stack control system of claim 1 wherein the clustered fuel cell stack controller is connected to the vehicle controller via a CAN bus.
3. The clustered fuel cell stack control system of claim 2 wherein the controllers of each fuel cell are each connected to the clustered fuel cell controller by a CAN branch.
4. The clustered fuel cell stack control system of claim 1 wherein the sum of the power of the fuel cells is greater than the demand power.
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