CN118003983B

CN118003983B - Control method and device for fuel cell, vehicle and storage medium

Info

Publication number: CN118003983B
Application number: CN202410415622.4A
Authority: CN
Inventors: 何子安
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2024-04-08
Filing date: 2024-04-08
Publication date: 2024-06-07
Anticipated expiration: 2044-04-08
Also published as: CN118003983A

Abstract

The application provides a control method, a device, a vehicle and a storage medium of a fuel cell, wherein the method comprises the steps of obtaining current whole vehicle demand parameters of the vehicle; the whole vehicle demand parameters comprise whole vehicle demand power or whole vehicle demand torque; acquiring current target characteristic information of the vehicle under the condition that the required power of the whole vehicle is larger than a preset power threshold corresponding to the current vehicle condition or the required torque of the whole vehicle is larger than a preset torque threshold corresponding to the current vehicle condition; the target characteristic information is used for representing information related to starting of the fuel cell under the whole vehicle demand parameters; judging whether preset conditions for starting the fuel cell are met or not currently according to the target characteristic information; and controlling the fuel cell to start under the condition that the preset condition is met. The method is favorable for avoiding frequent start and stop of the fuel cell so as to meet the power requirement of a driver as much as possible on the premise of ensuring the service life of the fuel cell.

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 avoid frequent start-up and stop of the fuel cell so as to meet the power requirement of the driver as much as possible on the premise of guaranteeing the service life of the fuel cell is a technical problem to be solved.

Disclosure of Invention

The application provides a control method, a control device, a vehicle and a storage medium of a fuel cell, which are beneficial to avoiding frequent start and stop of the fuel cell so as to meet the power requirement of a driver as much as possible on the premise of ensuring the service life of the fuel cell.

In a first aspect, there is provided a control method of a fuel cell, the method comprising: taking current whole vehicle demand parameters of the vehicle; the whole vehicle demand parameters comprise whole vehicle demand power or whole vehicle demand torque; acquiring current target characteristic information of the vehicle under the condition that the required power of the whole vehicle is larger than a preset power threshold or the required torque of the whole vehicle is larger than a preset torque threshold; the target characteristic information is used for representing information related to starting of the fuel cell under the whole vehicle demand parameters; judging whether preset conditions for starting the fuel cell are met or not currently according to the target characteristic information; and controlling the fuel cell to start under the condition that the preset condition is met.

In the above technical solution, when the required power of the whole vehicle is greater than a preset power threshold, or the required torque of the whole vehicle is greater than a preset torque threshold, the fuel cell is not directly controlled to be started, but the target characteristic information is further obtained, whether the preset condition of starting the fuel cell of the vehicle is currently met is judged based on the target characteristic information, and the fuel cell is controlled to be started under the condition that the preset condition is judged to be met, so that frequent start and stop of the fuel cell caused by starting the fuel cell only by monitoring the torque condition or the power condition are avoided. Under the condition that the torque condition or the power condition is met, the judgment based on the target characteristic information is further increased, the limitation on the starting condition of the fuel cell is enhanced, the demand of starting the fuel cell based on the whole vehicle required power or the whole vehicle required torque is favorably coordinated, the frequent starting of the fuel cell is avoided, and the power demand of a driver is met as much as possible on the premise of guaranteeing the service life of the fuel cell. Moreover, the preset power threshold value and the preset torque threshold value in the embodiment are corresponding to the current vehicle condition, the magnitude of the preset power threshold value and the magnitude of the preset torque threshold value are also affected by different current vehicle conditions, and the accuracy and the flexibility of judging the required power and the required torque of the whole vehicle are improved by adaptively determining the preset power threshold value and the preset torque threshold value, so that whether the fuel cell should be started is judged more accurately, and the power requirement of a driver is met better.

With reference to the first aspect, in some possible implementations, when the vehicle required power is greater than a preset power threshold, the obtained target feature information includes: the current energy mode of the vehicle, the current electric quantity stage of the vehicle and the current gear of the vehicle; the step of judging whether preset conditions for starting the fuel cell are met or not according to the target characteristic information comprises the following steps: under the conditions that the energy mode is a pure hydrogen mode, the electric quantity stage is an electric quantity maintaining stage and the current gear is not a target gear, judging that the preset condition for starting the fuel cell is met currently; the target gear is a P gear or an N gear.

With reference to the first aspect, in some possible implementations, after the controlling the starting of the fuel cell, the method further includes: controlling the fuel cell to be shut down if any of the following conditions is detected to be satisfied: the energy mode of the vehicle is changed from the pure hydrogen mode to a non-pure hydrogen mode; the electric quantity stage is changed from the electric quantity maintaining stage to an electric quantity reducing stage; the current gear is converted into the target gear; and the whole vehicle required power is smaller than or equal to the preset power threshold.

With reference to the first aspect, in some possible implementations, when the required torque of the whole vehicle is greater than a preset torque threshold, the obtained target feature information includes: the vehicle is in a current energy mode, an electric quantity stage where the vehicle is currently located, a current gear of the vehicle and a current starting mode of the vehicle; the step of judging whether preset conditions for starting the fuel cell are met or not according to the target characteristic information comprises the following steps: under the conditions that the energy mode is a pure hydrogen mode, the electric quantity stage is an electric quantity maintaining stage, the current gear is not a target gear, and the starting mode is ejection starting, judging that preset conditions for starting the fuel cell are met currently; the target gear is a P gear or an N gear.

With reference to the first aspect, in some possible implementations, after the controlling the starting of the fuel cell, the method further includes: controlling the fuel cell to be shut down if any of the following conditions is detected to be satisfied: the energy mode of the vehicle is changed from the pure hydrogen mode to a non-pure hydrogen mode; the electric quantity stage is changed from the electric quantity maintaining stage to an electric quantity reducing stage; the current gear is converted into the target gear; the whole vehicle required torque is smaller than or equal to the preset torque threshold value; and the vehicle exits the ejection start.

With reference to the first aspect, in some possible implementations, the acquiring a current vehicle demand parameter of the vehicle includes: acquiring the current speed of the vehicle; acquiring the current whole vehicle required power of the vehicle under the condition that the current vehicle speed is greater than a preset vehicle speed threshold value; and under the condition that the current vehicle speed is smaller than or equal to a preset vehicle speed threshold value, acquiring the current whole vehicle required torque of the vehicle.

With reference to the first aspect, in some possible implementations, the remaining power of the power battery, the current temperature of the power battery, the current vehicle speed, and the current opening of the accelerator pedal are included; the preset power threshold is determined by: inquiring a first relation table according to the current vehicle speed and the current opening degree to obtain a first initial threshold value; the first relation table is used for describing the relation among the vehicle speed, the opening degree of the accelerator pedal and a first initial threshold value; correcting the first initial threshold value according to a first correction coefficient corresponding to the residual electric quantity and a second correction coefficient corresponding to the current temperature to obtain the preset power threshold value; the preset torque threshold is determined by: inquiring a second relation table according to the current vehicle speed and the current opening degree to obtain a second initial threshold value; the second relation table is used for describing the relation among the vehicle speed, the opening degree of the accelerator pedal and a second initial threshold value; and correcting the second initial threshold value according to a third correction coefficient corresponding to the residual electric quantity and a fourth correction coefficient corresponding to the current temperature to obtain the preset torque threshold value.

With reference to the first aspect, in some possible implementations, the current vehicle condition includes a current driving mode of the vehicle; when the vehicle demand parameter includes the vehicle demand power, the preset power threshold is a first preset power threshold when the driving mode is a two-drive mode; when the driving mode is a four-wheel driving mode, the preset power threshold is a second preset power threshold; the first preset power threshold is the product of the maximum output power of the whole vehicle in the two-drive mode and a first preset coefficient, the second preset power threshold is the product of the maximum output power of the whole vehicle in the four-drive mode and a second preset coefficient, and the first preset coefficient is larger than the second preset coefficient; when the vehicle demand parameter includes the vehicle demand torque, the preset torque threshold is a first preset torque threshold when the driving mode is a two-drive mode; when the driving mode is a four-wheel driving mode, the preset torque threshold value is a second preset torque threshold value; the first preset torque threshold is the product of the maximum output torque of the whole vehicle in the two-wheel drive mode and a third preset coefficient, the second preset torque threshold is the product of the maximum output torque of the whole vehicle in the four-wheel drive mode and a fourth preset coefficient, and the third preset coefficient is larger than the fourth preset coefficient.

In a second aspect, there is provided a control device for a fuel cell, the device comprising: the first acquisition module is used for acquiring current whole vehicle demand parameters of the vehicle; the whole vehicle demand parameters comprise whole vehicle demand power or whole vehicle demand torque; the second acquisition module is used for acquiring current target characteristic information of the vehicle under the condition that the required power of the whole vehicle is larger than a preset power threshold or the required torque of the whole vehicle is larger than a preset torque threshold; the target characteristic information is used for representing information related to the starting of the fuel cell under the whole vehicle demand parameters; the judging module is used for judging whether preset conditions for starting the fuel cell are met or not currently according to the target characteristic information; and the starting control module is used for controlling the starting of the fuel cell under the condition that the preset condition is met.

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 structural view of a control device for a fuel cell according to an embodiment of the present application;

Fig. 3 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Detailed Description

The technical scheme of the 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, unless otherwise indicated, "/" means or, 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 furthermore, 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 avoid frequent start-up and stop of the fuel cell so as to meet the power requirement of the driver as much as possible on the premise of ensuring the fuel life is a technical problem to be solved.

Aiming at the passenger car adopting the hydrogen fuel cell, the power source is a fuel cell stack and a power cell pack, and the power output actuator is a motor. Therefore, the architecture is sensitive in dynamic response when not fed. Based on the above background, it can be predicted that during the course of a part of users actually driving the vehicle daily, it is often used to continuously accelerating overtaking through tip-in and tip-out. the cooperation of the tip-in and the tip-out describes the behavior process that a driver rapidly changes the speed of the vehicle according to road conditions so as to realize overtaking: the tip-in accelerates to overrun the front vehicle, and then the tip-out decelerates to return to the normal driving lane at a proper time and is adjusted to a proper vehicle speed.

The inventor of the present application found that in order to meet the power demand of the driver during overtaking, the fuel cell is often started to increase the power of the whole vehicle. However, the driving behavior is often a transient behavior of the driver, and after the scene is implemented, the power demand of the driver is weakened, but at this time, if the fuel cell is controlled to stop, a negative gain is generated on the service life of the fuel cell; and if the fuel cell is not stopped after being started, the user may not enjoy the feeling of pure driving in the subsequent entire driving cycle. That is, in the prior art, if the power required by the whole vehicle is greater than the preset power threshold, the fuel cell is controlled to start (hereinafter, also simply referred to as power start), and if the power required by the whole vehicle is reduced, the fuel cell is controlled to stop. However, as described above, if the driver continuously accelerates through the tip-in and the tip-out, the power condition is easily satisfied, that is, the condition that the required power of the whole vehicle is greater than the preset power threshold is easily satisfied when the driver continuously accelerates through the tip-in and the tip-out. In the above-mentioned overtaking scene, the driving behavior that the power demand of the whole vehicle is larger than the preset power threshold belongs to the transient behavior, and after the acceleration overtaking is realized, the power demand of the driver is weakened, which can lead to the frequent start and stop of the fuel cell. Therefore, if only the power condition is monitored, namely, the fuel cell is directly started when the power required by the whole vehicle is larger than a preset threshold value, frequent start and stop of the fuel cell are easily caused, and the service life of the fuel cell is influenced.

The inventor of the present application also found that there is a scheme of controlling start-up and stop of a fuel cell based on a required torque of a whole vehicle in the prior art, which is to control start-up of the fuel cell (hereinafter, also referred to as torque start-up) when the required torque of the whole vehicle is greater than a preset torque threshold, and to control stop of the fuel cell when the required torque of the whole vehicle is reduced, for example, to be less than the preset torque threshold. Because the whole vehicle required torque is calculated through the opening degree of the accelerator pedal, the larger the opening degree of the accelerator pedal is, the larger the whole vehicle required torque is, and in the vehicle starting stage, a driver usually starts through a large accelerator, so that the torque condition is easy to meet, namely, the condition that the whole vehicle required torque is larger than a preset torque threshold value when the vehicle starts through the large accelerator is easy to meet. Therefore, if only the torque condition is monitored, namely, the fuel cell is directly started when the required torque of the whole vehicle is larger than the preset threshold value, frequent start and stop of the fuel cell are easily caused, and the service life of the fuel cell is influenced.

Therefore, the power demand and the torque demand of the whole vehicle need to be coordinated so as to meet the power demand of the driver as much as possible on the premise of guaranteeing the service life of the fuel cell. Based on this, the embodiment of the application provides a control method of a fuel cell, which is applied to a vehicle, and the vehicle can 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 according to an embodiment of the present application.

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

Step 101: acquiring current whole vehicle demand parameters of a vehicle; the vehicle demand parameters comprise vehicle demand power or vehicle demand torque.

Step 102: and acquiring current target characteristic information of the vehicle under the condition that the required power of the whole vehicle is larger than a preset power threshold corresponding to the current vehicle condition or the required torque of the whole vehicle is larger than a preset torque threshold corresponding to the current vehicle condition.

Step 103: and judging whether preset conditions for starting the fuel cell are met or not currently according to the target characteristic information. If so, step 104 is performed, otherwise the flow ends.

Step 104: controlling the start of the fuel cell.

In the embodiment shown in fig. 1, when the required power of the whole vehicle is greater than a preset power threshold, or the required torque of the whole vehicle is greater than a preset torque threshold, the starting of the fuel cell is not directly controlled, but the target feature information is further obtained, whether the preset condition for starting the fuel cell of the vehicle is currently met is judged based on the target feature information, and the starting of the fuel cell is controlled only when the preset condition is judged to be met, so that frequent starting and stopping of the fuel cell caused by starting the fuel cell only by monitoring the torque condition or the power condition can be avoided. Under the condition that the torque condition or the power condition is met, the judgment based on the target characteristic information is further increased, the limitation on the starting condition of the fuel cell is enhanced, the demand of starting the fuel cell based on the whole vehicle required power or the whole vehicle required torque is favorably coordinated, the frequent starting of the fuel cell is avoided, and the power demand of a driver is met as much as possible on the premise of guaranteeing the service life of the fuel cell. Moreover, the preset power threshold value and the preset torque threshold value in the embodiment are corresponding to the current vehicle condition, the magnitude of the preset power threshold value and the magnitude of the preset torque threshold value are also affected by different current vehicle conditions, and the accuracy and the flexibility of judging the required power and the required torque of the whole vehicle are improved by adaptively determining the preset power threshold value and the preset torque threshold value, so that whether the fuel cell should be started is judged more accurately, and the power requirement of a driver is met better.

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

In step 101, the vehicle demand parameter, that is, the vehicle request parameter, is the vehicle demand power or the vehicle demand torque.

Specifically, the current request power of the whole vehicle can be determined by combining various factors such as the operation of a current driver, power consumption data of electric equipment needing to be powered in the vehicle and the like. In one possible implementation, the vehicle demand power is equal to the product of the calculated vehicle demand torque and the current vehicle speed.

The vehicle demand torque may be determined in conjunction with the opening of the accelerator pedal. For example, the whole vehicle required torque is comprehensively calculated according to the opening degree of an accelerator pedal, the residual electric quantity of a power battery and a motor characteristic curve (such as a maximum torque limit and an efficiency optimization curve).

It should be noted that the above calculation method is only an example, and the method of calculating the required power or the required torque of the whole vehicle in this embodiment is not particularly limited.

In a possible implementation manner, the implementation manner of the step 101 includes: acquiring the current speed of the vehicle; acquiring the current whole vehicle required power of the vehicle under the condition that the current vehicle speed is greater than a preset vehicle speed threshold value; and under the condition that the current vehicle speed is smaller than or equal to a preset vehicle speed threshold value, acquiring the current whole vehicle required torque of the vehicle.

The preset vehicle speed threshold value can be calibrated in advance and used as a standard for measuring the vehicle speed. If the current vehicle speed is greater than the preset vehicle speed threshold value, the current vehicle speed is indicated to belong to the middle-high vehicle speed, and if the current vehicle speed is less than or equal to the preset vehicle speed threshold value, the current vehicle speed is indicated to belong to the low vehicle speed. In this embodiment, the required power of the whole vehicle is obtained in a medium-high vehicle speed scene, and the required torque of the whole vehicle is obtained in a low vehicle speed scene. Alternatively, the preset vehicle speed threshold may be 40km/h or 50km/h, which is not particularly limited in this embodiment.

In consideration of the fact that power start is often activated under the condition of high speed and large accelerator in the driving process, the power requirement of a driver in a middle-high speed interval is represented. Therefore, in this embodiment, the current vehicle demand power of the vehicle can be obtained when the current vehicle speed is greater than the preset vehicle speed threshold, which accords with the characteristics that power start usually occurs in a medium-high vehicle speed scene, and is favorable for obtaining the vehicle demand power at a proper time, and judging whether to start the fuel cell based on the vehicle demand power.

Meanwhile, the torque starter is often activated under the condition of low speed or starting a large accelerator, and the power requirement of a driver in a low-speed interval is represented. Therefore, in this embodiment, when the current vehicle speed is less than or equal to the preset vehicle speed threshold, the current vehicle demand torque of the vehicle can be obtained, which accords with the characteristics that the torque start usually occurs in a low-speed scene, and is favorable for obtaining the vehicle demand torque at a proper time, and judging whether to start the fuel cell based on the vehicle demand torque.

In this embodiment, in a medium-high vehicle speed scenario, the required power of the whole vehicle is obtained, the determination as to whether the fuel cell should be started or not is performed subsequently based on the required power of the whole vehicle, in a low vehicle speed scenario, the determination as to whether the fuel cell should be started or not is performed subsequently based on the required torque of the whole vehicle is performed subsequently, so as to obtain the required parameters of the whole vehicle according with different scenarios in different scenarios according to the scenario characteristics of different scenarios, and thus, under the premise of ensuring the service life of the fuel cell in different scenarios, the power requirement of a driver is satisfied as much as possible.

In step 102, based on the vehicle demand parameter, there are two possible implementations for the vehicle demand power or the vehicle demand torque:

Under the condition that the vehicle demand parameter is the vehicle demand power, the vehicle controller judges whether the vehicle demand power is larger than a preset power threshold corresponding to the current vehicle condition, if the vehicle demand power is larger than the preset power threshold, the potential requirement for starting the fuel cell is indicated to exist currently, for example, a driver can step on a large accelerator (namely, the accelerator pedal opening is larger) when the vehicle speed is higher in a high-speed overtaking scene, and therefore the vehicle demand power is quickly increased to be larger than the preset power threshold. In order to avoid frequent start of the fuel cell caused by the instantaneous driving behavior of the driver, in this embodiment, when the required power of the whole vehicle is greater than the preset power threshold, the fuel cell is not started immediately, but the current target feature information of the vehicle needs to be further acquired, so as to execute step 103 based on the target feature information, to determine whether the fuel cell is actually started. If the power required by the whole vehicle is smaller than or equal to the preset power threshold, the potential requirement for starting the fuel cell does not exist currently, and subsequent judgment is not needed, and the process is ended.

The preset power threshold corresponding to the current vehicle condition can be calibrated in advance, and different vehicle conditions correspond to different preset power thresholds. The current vehicle condition may include a remaining charge of the power battery, a current temperature of the power battery, a current vehicle speed of the vehicle, and a current opening of the accelerator pedal. That is, the preset power threshold is determined based on the remaining capacity and the current temperature of the power battery, the current vehicle speed of the vehicle, and the current opening degree of the accelerator pedal. In general, if the influence of a single variable on a preset power threshold is considered, the larger the vehicle speed is, the larger the preset power threshold is; the larger the opening of the accelerator pedal is, the larger the preset power threshold value is; the smaller the residual electric quantity of the power battery is, the smaller the preset power threshold value is; in the low-temperature interval, the smaller the temperature of the power battery is, the smaller the preset power threshold value is; in the high temperature interval, the larger the temperature of the power battery is, the smaller the preset power threshold value is.

In a possible implementation manner, the determining manner of the preset power threshold corresponding to the current vehicle condition may include S11 to S12 as follows:

S11: inquiring a first relation table according to the current speed and the current opening to obtain a first initial threshold; the first relational table is used for describing the relation among the vehicle speed, the opening degree of the accelerator pedal and the first initial threshold value.

Specifically, the first initial threshold may be understood as an initial value of a preset power threshold, and the first initial threshold is related to the vehicle speed and the opening degree of the accelerator pedal. Under the condition that the opening degree of the accelerator pedal is the same, the larger the vehicle speed is, the larger the first initial threshold value is; the larger the opening degree of the accelerator pedal, the larger the first initial threshold value, in the case where the vehicle speed is the same. The first relational table includes first initial thresholds for different vehicle speeds and different opening degrees of the accelerator pedal. After the current vehicle speed and the current opening degree are obtained, a first initial threshold value corresponding to the current vehicle speed and the current opening degree is inquired in a first relation table.

S12: and correcting the first initial threshold value according to the first correction coefficient corresponding to the residual electric quantity and the second correction coefficient corresponding to the current temperature to obtain a preset power threshold value.

The first correction coefficient and the second correction coefficient are both coefficients for correcting the first initial threshold. The residual electric quantity of the power battery and the first correction coefficient have a preset first calibration relation, and the first calibration relation comprises corresponding relations between different residual electric quantities and different first correction coefficients. In the first calibration relation, the smaller the remaining power, the smaller the first correction coefficient. The temperature of the power battery and the second correction coefficient have a preset second calibration relation, and the second calibration relation comprises corresponding relations between different battery temperatures and different second correction coefficients. In the second calibration relation, for each battery temperature that is less than the first temperature threshold, i.e., in a low temperature interval, the smaller the battery temperature, the smaller the second correction coefficient; for each battery temperature greater than the second temperature threshold, i.e., in the high temperature interval, the greater the battery temperature, the smaller the second correction coefficient; for each battery temperature greater than or equal to the first temperature threshold and less than or equal to the second temperature threshold, i.e., in the normal temperature interval, the second correction coefficient corresponding to the battery temperature may be 1. The first temperature threshold is used for determining whether the battery temperature is at a low temperature, and the second temperature threshold is used for determining whether the battery temperature is at a high temperature.

After the current residual capacity and the current temperature of the power battery are obtained, a first correction coefficient corresponding to the current residual capacity can be determined according to a first calibration relation, a second correction coefficient corresponding to the current temperature is determined according to a second calibration relation, and then the product of the first initial threshold value, the first correction coefficient and the second correction coefficient is used as a preset power threshold value obtained through correction.

In this embodiment, when determining the preset power threshold corresponding to the current vehicle condition, the influence of the remaining power of the power battery, the current temperature, the current vehicle speed and the current opening of the accelerator pedal is considered at the same time, so that the determined preset power threshold is more suitable for the current vehicle condition, and whether the current vehicle demand power is larger or not can be more accurately judged, and whether the potential demand for starting the fuel battery exists or not is determined.

In one possible implementation, the current vehicle condition includes a current drive mode of the vehicle; when the vehicle demand parameter comprises the vehicle demand power, the preset power threshold is a first preset power threshold when the driving mode is a two-drive mode; when the driving mode is a four-wheel driving mode, the preset power threshold is a second preset power threshold; the first preset power threshold is the product of the maximum output power of the whole vehicle in the two-drive mode and a first preset coefficient, and the second preset power threshold is the product of the maximum output power of the whole vehicle in the four-drive mode and a second preset coefficient, and the first preset coefficient is larger than the second preset coefficient.

Specifically, the first preset coefficient and the second preset coefficient are both smaller than 1, and the first preset coefficient is larger than the second preset coefficient, which is equivalent to setting a harsher threshold condition for the two-wheel drive mode, so that the power condition is difficult to meet in the two-wheel drive mode, namely, the condition that the required power of the whole vehicle is larger than the first preset power threshold is difficult to meet, and the frequency of starting the fuel cell based on the required power of the whole vehicle in the two-wheel drive mode is reduced.

The inventors of the present application found through studies that, in the case of the start-up of the fuel cell, the driving capability of the vehicle=min (driving capability of the power cell+driving capability of the fuel cell, total driving capability of the drive motor). Typically, the drive capacity of a single battery is greater than the drive capacity of one drive motor but less than the total drive capacity of both drive motors.

In the two-drive mode, the vehicle is driven by a drive motor, which may be a front-drive motor or a rear-drive motor. Since the driving capability of the single battery is larger than that of one driving motor, in the two-drive mode, when the fuel cell is not started, the driving capability of the vehicle=min (the driving capability of the power battery, the driving capability of one driving motor) =the driving capability of one driving motor. In the two-drive mode, if the fuel cell is started, the driving capability of the vehicle=min (driving capability of the power cell+driving capability of the fuel cell, driving capability of one driving motor) =driving capability of one driving motor. It can be seen that even if the fuel cell is started in the two-drive mode, the driving capability of the vehicle may still be that of a driving motor, i.e., the starting fuel cell does not substantially contribute to the driving of the vehicle. Based on this, in the embodiment, it is considered that the fuel cell is started in the two-drive mode to have a very difficult actual boosting effect, so in the two-drive mode, a relatively severe threshold condition is set for the required power of the whole vehicle, so that in the two-drive mode, the condition that the required power of the whole vehicle is greater than the first preset power threshold is difficult to meet as much as possible, in order to realize that in the two-drive mode, the fuel cell is not started as much as possible, frequent starting of the fuel cell is avoided, and the power requirement in the two-drive mode can be met.

In the four-drive mode, the vehicle is driven by both drive motors, i.e., by both the front drive motor and the rear drive motor. Since the driving capability of the single battery is larger than the driving capability of one driving motor and smaller than the total driving capability of the two driving motors, in the four-drive mode, when the fuel cell is not started, the driving capability of the vehicle=min (the driving capability of the power battery, the total driving capability of the two driving motors) =the driving capability of the power battery. In the four-drive mode, if the fuel cell is started, the driving capability=min of the vehicle (driving capability of the power cell+driving capability of the fuel cell, total driving capability of the two driving motors). Either (driving capability of the power battery + driving capability of the fuel battery) or the total driving capability of the two driving motors is larger than the driving capability of the power battery. Therefore, in the four-wheel drive mode, the driving capability of the vehicle is improved to a certain extent compared with the case that the fuel cell is not started, namely, the starting fuel cell can play a role in assisting the driving of the vehicle. Based on this, in this embodiment, it is considered that the fuel cell is started in the four-wheel drive mode to perform a real boosting function, so in the four-wheel drive mode, a threshold condition (the second preset coefficient is smaller than the first preset coefficient) which is more relaxed than that of the two-wheel drive mode is set for the vehicle required power, so that, in the four-wheel drive mode, a condition that the vehicle required power is greater than the second preset power threshold is easier to satisfy than that of the two-wheel drive mode, in order to realize that in the four-wheel drive mode, the fuel cell can be started at a proper time, frequent starting of the fuel cell is avoided, and the fuel cell can be utilized to boost the vehicle driving, thereby meeting the power requirement in the four-wheel drive mode.

In one possible implementation, the first preset coefficient may take a value between 80% and 90%, and the second preset coefficient may take a value between 70% and 80%. For example, the first preset coefficient may be 90%, and the second preset coefficient may be 70%, that is, the first preset power threshold in the two-drive mode is 90% of the maximum driving capability (the maximum output power of the whole vehicle) in the two-drive mode, and the second preset power threshold in the four-drive mode is 70% of the maximum driving capability in the four-drive mode.

In one possible implementation, in the two-drive mode, the power start may be canceled, that is, the fuel cell may not be started even if the power required by the whole vehicle is detected to be greater than the first preset power threshold in the two-drive mode. Because the fuel cell is difficult to start in the two-drive mode to play a role in assisting the vehicle, the fuel cell is not started in the two-drive mode, so that the power requirement of the vehicle is not influenced, and frequent starting of the fuel cell is avoided.

In this embodiment, considering the difference of the boosting effect of the fuel cell in the two-drive mode and the four-drive mode, a more severe threshold condition is set for the two-drive mode compared with the four-drive mode, so that the condition of starting the fuel cell in the two-drive mode is more difficult to be satisfied, thereby reducing the frequency of starting the fuel cell in the two-drive mode, avoiding frequent starting of the fuel cell, and simultaneously not affecting the power demand of the vehicle. Compared with the two-drive mode, the four-drive mode is easier to meet the condition of starting the fuel cell, so that the fuel cell can be started at a proper time in the four-drive mode, frequent starting of the fuel cell is avoided, the fuel cell can be utilized to assist driving of the vehicle, and the power requirement of the four-drive mode is met.

When the current vehicle demand power is judged to be larger than a preset power threshold corresponding to the current vehicle condition, the vehicle controller further acquires target characteristic information corresponding to the vehicle demand power; the target characteristic information is used for representing information related to starting of the fuel cell under the required power of the whole vehicle.

In an exemplary embodiment, the target feature information corresponding to the required power of the whole vehicle includes: the current energy mode of the vehicle, the current electric quantity stage of the vehicle and the current gear of the vehicle.

Vehicles generally have three energy modes, respectively: pure hydrogen mode, and hybrid hydrogen-electricity mode. The above-described pure hydrogen mode may also be referred to as a pure hydrogen priority mode, and the pure hydrogen mode may also be referred to as a pure hydrogen priority mode. The current energy mode may be any one of the three energy modes described above.

Vehicles typically have two Charge phases, a Charge sustaining phase (Charge Sustaining, CS) and a Charge declining phase (CD), respectively. The whole vehicle controller can automatically judge and switch the two stages according to the State of Charge (SOC) of the power battery, driving mode selection and a preset control strategy. At the beginning of the CD phase, the vehicle is typically started in a full charge state and the pure mode is selected for driving. When the vehicle is started, the vehicle will be driven with priority using the power battery. At this stage, the vehicle will continue to use the power battery to supply power until after the SOC has fallen to a threshold level of charge associated with vehicle speed, and the charge phase is switched to the CS phase, where the SOC of the power battery is maintained within a relatively stable range.

The current gear of the vehicle may be one of various gears such as a parking gear (Parking, P gear), a Reverse gear (R gear), a Neutral gear (N gear), a forward gear (Drive, D gear), and the like.

In step 103, if the required power of the whole vehicle is greater than a preset power threshold corresponding to the current vehicle condition, determining whether the preset condition for starting the fuel cell of the vehicle is currently satisfied according to the target feature information includes: under the conditions that the energy mode is a pure hydrogen mode, the electric quantity stage is an electric quantity maintenance stage (CS stage) and the current gear is not the target gear, judging that the preset condition for starting the fuel cell is met currently; the target gear is a P gear or an N gear.

As can be seen from the above description, the fuel cell is started under the condition that the required power of the whole vehicle is greater than the preset power threshold, which usually occurs in the scene of medium and high vehicle speed. Under the medium-high speed scene, if the vehicle runs in the pure electric mode, the electric quantity of the power battery is easy to be exhausted from the beginning, and if the electric quantity is exhausted, the whole vehicle response is poor. And if the vehicle runs in the pure hydrogen mode in the medium-high speed scene, the fuel cell is started at a proper time to assist the driving motor or charge the power battery in time, the fuel cell can provide power output more stably, unlike the phenomenon of performance attenuation which can occur along with the reduction of the battery electric quantity in the pure electric mode, and the poor whole vehicle response caused by the rapid electric quantity exhaustion can be avoided. Particularly, under the high-speed driving condition requiring continuous high-power output, the pure hydrogen mode can be adopted to keep the stable performance of the vehicle. In addition, although the energy consumption is high in the high-speed running process, the fuel cell vehicle only discharges water vapor, no tail gas pollution exists, and the requirements of green travel are met. Therefore, in this embodiment, when the power demand of the whole vehicle is greater than the preset power threshold, one of the limiting conditions of the fuel cell is started when the energy mode is the pure hydrogen mode, which is favorable for meeting the power demand in the medium-high vehicle speed scene.

When the current electric quantity stage of the vehicle is the electric quantity descending stage (CD stage), a certain electric quantity exists in the power battery, so that the general high-speed overtaking requirement can be met, and the fuel battery can not be started. When the current electric quantity stage of the vehicle is the electric quantity maintenance stage (CS stage), the electric quantity of the power battery is generally lower, and the high-speed overtaking requirement can be difficult to meet, so that the power-assisted driving of the vehicle is facilitated by starting the fuel battery, and the high-speed overtaking requirement is met. Based on this, in this embodiment, when the current electric quantity stage of the vehicle is the CS stage and is used as the vehicle power demand greater than the preset power threshold, one of the limiting conditions of the fuel cell is started, which is favorable for meeting the high-speed overtaking requirement.

It will be appreciated that in both the P and N range, there is typically no power demand on the vehicle, and in either the D or R range, there is no power demand on the vehicle. Therefore, in this embodiment, when the current gear non-P gear or non-N gear is used as the vehicle power demand greater than the preset power threshold, one of the limiting conditions of the fuel cell is started, so as to meet the power demand of the vehicle gear.

In this embodiment, the calculated value of the vehicle demand power=the vehicle demand torque is the current vehicle speed, that is, the higher the current vehicle speed is, the greater the vehicle demand power is. Therefore, the situation that the required power of the whole vehicle is larger than the preset power threshold value usually occurs in a scene of medium and high vehicle speed, the sudden increase of the required power of the whole vehicle in a short time can represent that the current scene is a high vehicle speed overtaking scene, the duration time that the required power of the whole vehicle is larger than the preset power threshold value is usually shorter in the high vehicle speed overtaking scene, the condition belongs to the instantaneous driving behavior of a driver, and the service life of a fuel cell is still severely attenuated if the power is frequently triggered at the moment. Therefore, after the power demand of the whole vehicle is greater than the preset power threshold, if the fuel cell is to be started, the following limitation conditions are still required to be added:

Defining condition 1: the energy mode is a hydrogen priority mode, i.e., a pure hydrogen mode.

Defining condition 2: the CS state is active, i.e. the current power phase is the CS phase.

Defining condition 3: the current gear is not P or N.

That is, after the power demand of the whole vehicle is greater than the preset power threshold, if the current energy mode is the hydrogen priority mode, the current electric quantity stage is the CS stage, and the current gear is not the P gear or the N gear, it may be determined that the preset condition for starting the fuel cell is currently satisfied, so that step 104 is executed to control the fuel cell to start. By adding the 3 limiting conditions, the requirement of starting the fuel cell based on the power required by the whole vehicle is reasonably coordinated, and the power requirement of a driver is met as much as possible on the premise of guaranteeing the service life of the fuel cell.

In a possible implementation manner, when the vehicle demand power is greater than the preset power threshold, it may be understood that the vehicle instantaneous demand power suddenly increases to be greater than the preset power threshold in a short time, for example, the vehicle instantaneous demand power increases to be greater than the preset power threshold in a preset time period, and the preset time period may be set to be a shorter time period. The instantaneous power required by the whole vehicle is increased to be greater than a preset power threshold value within a preset duration, so that the fact that the vehicle is currently in a high-speed overtaking scene can be characterized, the fuel cell is directly started at the moment, and frequent starting of the fuel cell is easily caused in the process that a driver continuously accelerates overtaking through tip-in and tip-out. Therefore, in this embodiment, when the instantaneous power required by the whole vehicle increases to be greater than the preset power threshold within the preset duration, the fuel cell is not started directly, but the above 3 limiting conditions are added, and the fuel cell is started only when the above 3 limiting conditions are satisfied, so that it is beneficial to reasonably coordinating the requirement of starting the fuel cell based on the power required by the whole vehicle, and avoiding frequent starting of the fuel cell.

In the prior art, in a Plug-in Hybrid ELECTRIC VEHICLE, PHEV mode, under a medium and high speed scene, no matter in a CD stage or a CS stage, if a driver steps on a throttle deeply, the required power of the whole vehicle is larger than a preset power threshold, so that the fuel cell is triggered to start, and the power response is sensitive. In the embodiment, under the medium-high vehicle speed scene, the fuel cell is ensured not to be started as much as possible in the CD stage and the non-pure electric mode, and the power start of the fuel cell is triggered only in the hydrogen priority mode, the CS stage and the non-P/N gear, so that the frequency of triggering the fuel cell to start through the power start is reduced, the durability of the fuel cell is ensured, and meanwhile, the power performance of the whole vehicle is considered.

In an exemplary embodiment, if the fuel cell is started under the condition that the power demand of the whole vehicle is greater than a preset power threshold, the energy mode is a pure hydrogen mode, the electric quantity stage is an electric quantity maintenance stage, and the current gear is not the target gear, after controlling the fuel cell to start, the method further includes:

controlling the fuel cell to be shut down if it is detected that any of the following conditions are satisfied:

shutdown condition 1: the energy mode of the vehicle is changed from the pure hydrogen mode to the non-pure hydrogen mode. For example, if it is detected that the energy mode of the vehicle is changed to the pure electric mode or the hybrid hydrogen-electric mode, the fuel cell may be controlled to be stopped.

Shutdown condition 2: the charge phase transitions from a charge sustaining phase to a charge dropping phase. For example, if the power stage is detected to be changed into the CD stage, a certain amount of power exists in the power battery, so that the general high-speed overtaking requirement can be met, and the power of the fuel battery can be saved, and the fuel battery can be controlled to stop.

Shutdown condition 3: the current gear is shifted to the target gear. For example, if a current gear change to P/N is detected, indicating that the vehicle is currently not in power demand, a fuel cell shutdown may be controlled.

Shutdown condition 4: the power required by the whole vehicle is smaller than or equal to a preset power threshold. If the detected required power of the whole vehicle is smaller than or equal to the preset power threshold, the current required power of the whole vehicle is smaller, and the power battery can be completely provided, so that the fuel battery can be controlled to stop.

In this embodiment, by controlling the fuel cell to stop when any of the above-described stop conditions is satisfied, the fuel cell can be stopped at a proper timing, which is advantageous in that a user in the vehicle can enjoy a sense of pure electric driving in a subsequent driving cycle.

Under the condition that the vehicle demand parameter is the vehicle demand torque, the vehicle controller judges whether the vehicle demand torque is larger than a preset torque threshold corresponding to the current vehicle condition, if the vehicle demand torque is larger than the preset torque threshold, the potential demand for starting the fuel cell is indicated to exist currently, but the current target characteristic information of the vehicle still needs to be acquired, so that step 103 is executed based on the target characteristic information, and whether the fuel cell is actually started really is determined. If the required torque of the whole vehicle is smaller than or equal to the preset torque threshold value, the potential requirement for starting the fuel cell does not exist currently, and the process is ended.

The preset torque threshold corresponding to the current vehicle condition can be calibrated in advance, and different vehicle conditions correspond to different preset torque thresholds. As described above, the current vehicle condition may include the remaining amount of the power battery, the current temperature of the power battery, the current vehicle speed of the vehicle, and the current opening degree of the accelerator pedal. That is, the preset torque threshold value is determined based on the remaining capacity and the current temperature of the power battery, the current vehicle speed of the vehicle, and the current opening degree of the accelerator pedal. In general, if the influence of a single variable on a preset torque threshold value is considered, the larger the vehicle speed is, the larger the preset torque threshold value is; the larger the opening of the accelerator pedal is, the larger the preset torque threshold value is; the smaller the residual electric quantity of the power battery is, the smaller the preset torque threshold value is; in the low-temperature interval, the smaller the temperature of the power battery is, the smaller the preset torque threshold value is; in the high-temperature interval, the larger the temperature of the power battery is, the smaller the preset torque threshold value is.

In a possible implementation manner, the determining manner of the preset torque threshold corresponding to the current vehicle condition may include S21 to S22 as follows:

S21: inquiring a second relation table according to the current speed and the current opening to obtain a second initial threshold; the second relational table is used for describing the relation among the vehicle speed, the opening degree of the accelerator pedal and the second initial threshold value.

Specifically, the second initial threshold value may be understood as an initial value of the preset torque threshold value, and the second initial threshold value is related to the vehicle speed and the opening degree of the accelerator pedal. Under the condition that the opening degree of the accelerator pedal is the same, the larger the vehicle speed is, the larger the second initial threshold value is; the larger the opening degree of the accelerator pedal, the larger the second initial threshold value, in the case where the vehicle speed is the same. The second relational table includes second initial thresholds for different vehicle speeds and different opening degrees of the accelerator pedal. After the current vehicle speed and the current opening degree are obtained, a second initial threshold value corresponding to the current vehicle speed and the current opening degree is inquired in a second relation table.

S22: and correcting the second initial threshold value according to the third correction coefficient corresponding to the residual electric quantity and the fourth correction coefficient corresponding to the current temperature to obtain a preset torque threshold value.

The third correction coefficient and the fourth correction coefficient are correction coefficients for correcting the second initial threshold value. The residual electric quantity of the power battery and the third correction coefficient have a preset third calibration relation, and the third calibration relation comprises corresponding relations between different residual electric quantities and different third correction coefficients. In the third calibration relation, the smaller the remaining power, the smaller the third correction coefficient. The temperature of the power battery and the fourth correction coefficient have a preset fourth calibration relation, and the fourth calibration relation comprises corresponding relations between different battery temperatures and different fourth correction coefficients. In the fourth calibration relation, for each battery temperature that is less than the first temperature threshold, the smaller the battery temperature, the smaller the fourth correction coefficient; for each battery temperature greater than the second temperature threshold, the greater the battery temperature, the smaller the fourth correction coefficient; for each battery temperature greater than or equal to the first temperature threshold and less than or equal to the second temperature threshold, that is, in the normal temperature interval, the fourth correction coefficient corresponding to the battery temperature may be 1.

After the current residual capacity and the current temperature of the power battery are obtained, a third correction coefficient corresponding to the current residual capacity can be determined according to a third calibration relation, a fourth correction coefficient corresponding to the current temperature is determined according to a fourth calibration relation, and then the product of the second initial threshold value, the third correction coefficient and the fourth correction coefficient is used as a preset torque threshold value obtained through correction.

In one possible implementation, the current vehicle condition includes a current drive mode of the vehicle; when the vehicle demand parameter comprises the vehicle demand torque, the preset torque threshold is a first preset torque threshold when the driving mode is a two-drive mode; when the driving mode is a four-wheel driving mode, the preset torque threshold value is a second preset torque threshold value; the first preset torque threshold is the product of the maximum output torque of the whole vehicle in the two-wheel drive mode and a third preset coefficient, the second preset torque threshold is the product of the maximum output torque of the whole vehicle in the four-wheel drive mode and a fourth preset coefficient, and the third preset coefficient is larger than the fourth preset coefficient.

Specifically, the third preset coefficient and the fourth preset coefficient are both smaller than 1, and the third preset coefficient is larger than the fourth preset coefficient, which is equivalent to setting a harsher threshold condition for the two-wheel drive mode, so that the torque condition is difficult to meet in the two-wheel drive mode, namely, the condition that the required torque of the whole vehicle is larger than the first preset torque threshold is difficult to meet, and the frequency of starting the fuel cell based on the required torque of the whole vehicle in the two-wheel drive mode is reduced.

In the two-drive mode, in combination with the above description, the fact that the fuel cell is started in the two-drive mode is considered to have a real boosting effect is difficult, so that in the two-drive mode, a harsher threshold condition is set for the required torque of the whole vehicle, so that the condition that the required torque of the whole vehicle is larger than a first preset torque threshold value is difficult to meet as much as possible in the two-drive mode, the fuel cell is not started as much as possible in the two-drive mode, frequent starting of the fuel cell is avoided, and the power requirement in the two-drive mode can be met.

In the four-wheel drive mode, in combination with the above description, considering that the fuel cell started in the four-wheel drive mode can play a real power assisting role, in the four-wheel drive mode, a threshold condition which is more relaxed compared with that of the two-wheel drive mode (the relaxation is specifically expressed as that a fourth preset coefficient is smaller than a third preset coefficient) is set for the required torque of the whole vehicle, so that compared with the two-wheel drive mode, the condition that the required torque of the whole vehicle is larger than a second preset torque threshold is easier to meet in the four-wheel drive mode, the fuel cell can be started at a proper time in the four-wheel drive mode, frequent starting of the fuel cell is avoided, the power assisting of the fuel cell to the vehicle driving is realized, and the power requirement in the four-wheel drive mode is met.

In a possible implementation, the third preset coefficient may take on a value between 80% and 90%, and the fourth preset coefficient may take on a value between 70% and 80%. For example, the third preset coefficient may be 90%, and the fourth preset coefficient may be 70%, that is, the first preset torque threshold in the two-wheel drive mode is 90% of the maximum driving capability (the maximum output torque of the whole vehicle) in the two-wheel drive mode, and the second preset torque threshold in the four-wheel drive mode is 70% of the maximum driving capability (the maximum output torque of the whole vehicle) in the four-wheel drive mode.

In one possible implementation, in the two-drive mode, torque start may be eliminated, i.e., the fuel cell may not be started even if the vehicle demand torque is detected to be greater than the first preset torque threshold in the two-drive mode. Because the fuel cell is difficult to start in the two-drive mode to play a role in assisting the vehicle, the fuel cell is not started in the two-drive mode, so that the power requirement of the vehicle is not influenced, and frequent starting of the fuel cell is avoided.

When the whole vehicle required torque is judged to be larger than a preset torque threshold value corresponding to the current vehicle condition, the whole vehicle controller further acquires target characteristic information corresponding to the whole vehicle required torque; the target characteristic information is used for representing information related to starting of the fuel cell under the whole vehicle required torque.

In an exemplary embodiment, the target characteristic information corresponding to the vehicle demand torque includes: the current energy mode of the vehicle, the current electric quantity stage of the vehicle, the current gear of the vehicle and the current starting mode of the vehicle.

The current energy mode of the vehicle, the current electric quantity stage of the vehicle, and the current gear of the vehicle have been described above, and reference may be made to the above description, so that the description is not repeated here.

The start mode of the vehicle generally refers to a control strategy during which the vehicle starts accelerating from a stationary state to a normal running state. In this embodiment, the starting mode may be divided into a launch mode and a non-launch mode, where the non-launch mode may be understood as a normal launch.

In step 103, if the required torque of the whole vehicle is greater than a preset torque threshold corresponding to the current vehicle condition, determining whether the preset condition for starting the fuel cell of the vehicle is currently satisfied according to the target feature information includes: under the conditions that the energy mode is a pure hydrogen mode, the electric quantity stage is an electric quantity maintenance stage (CS stage), the current gear is not a target gear and the starting mode is ejection starting, judging that the preset condition for starting the fuel cell is met currently; the target gear is a P gear or an N gear.

Specifically, the required torque of the whole vehicle is calculated through the opening degree of the accelerator pedal, so that when the vehicle starts with a large accelerator (the opening degree of the accelerator pedal is large), the required torque of the whole vehicle is easily met and is larger than a preset torque threshold value. Therefore, if only the torque condition is monitored, that is, when the required torque of the whole vehicle is monitored to be larger than the preset torque threshold value, the fuel cell is started, and frequent start and stop of the fuel cell are easily caused. Based on this, in this embodiment, the torque start is limited by adding a limiting condition, so that the fuel cell is prevented from being directly started when the required torque of the whole vehicle is greater than the preset torque threshold. Considering that for a passenger car adopting a hydrogen fuel cell, the torque start is mainly used for meeting 0-100 acceleration performance indexes and is not a common mode, so that the limiting condition of the torque start is added with an ejection starting position flag bit, namely the current starting mode is ejection starting.

Launch is a starting technique for high performance vehicles, which optimizes the torque output of the engine or motor and the cooperation of the transmission system to achieve optimal acceleration in the stationary state of the vehicle, thereby achieving higher vehicle speed, such as 0-100km/h acceleration, in the shortest time.

The 0-100 acceleration performance index is a criterion that measures the time required for a vehicle to accelerate from a stationary state to 100 km/h. In the hydrogen priority mode (pure hydrogen mode), if the vehicle is reasonably designed and the fuel cell system can provide enough instantaneous power, the high-efficiency energy conversion characteristic of the fuel cell can be fully utilized by the ejection starting, and the acceleration performance of 0-100 is improved. Therefore, in this embodiment, when the current energy mode of the vehicle is the pure hydrogen mode and the starting mode is the ejection starting, both the current energy mode and the starting mode are used as limiting conditions for starting the fuel cell when the required torque of the whole vehicle is greater than the preset torque threshold, so that the fuel cell is prevented from being frequently started while the 0-100 acceleration performance index of the vehicle is satisfied.

When the current electric quantity stage of the vehicle is the electric quantity decreasing stage (CD stage), a certain electric quantity exists in the power battery, so that the torque requirement of general ejection starting can be met, and the fuel battery can be not required to be started. When the current electric quantity stage of the vehicle is the electric quantity maintenance stage (CS stage), the electric quantity of the power battery is generally lower, and the torque requirement of the ejection start can be difficult to meet, so that the power-assisted vehicle driving device is beneficial to assisting the driving vehicle by starting the fuel battery so as to meet the torque requirement of the ejection start. Based on this, in this embodiment, when the current electric quantity stage of the vehicle is the CS stage and the required torque of the whole vehicle is greater than the preset torque threshold, one of the limiting conditions of the fuel cell is started, so that the torque requirement of the ejection start is advantageously met.

It will be appreciated that in both the P and N range, there is typically no power demand on the vehicle, and in either the D or R range, there is no power demand on the vehicle. Therefore, in this embodiment, when the current gear non-P gear or non-N gear is used as the vehicle required torque greater than the preset torque threshold, one of the limiting conditions of the fuel cell is started, so as to meet the requirement of the vehicle gear on the dynamic property.

In this embodiment, after the required torque of the whole vehicle is greater than the preset torque threshold, if the fuel cell is to be started, the following limitation conditions are still required to be added:

defining condition 1: the race launch is activated, i.e. the current launch mode is launch.

Defining condition 2: the energy mode is a hydrogen priority mode, i.e., a pure hydrogen mode.

Defining condition 3: the CS state is active, i.e. the current power phase is the CS phase.

Defining condition 4: the current gear is not P or N.

That is, after the required torque of the whole vehicle is greater than the preset torque threshold, if the race counth is activated, the current energy mode is the hydrogen priority mode, the current electric quantity stage is the CS stage, and the current gear is not the P gear or the N gear, it may be determined that the preset condition for starting the fuel cell is currently satisfied, so that step 104 is executed to control the fuel cell to start. By adding the 4 limiting conditions, the requirement of starting the fuel cell based on the torque required by the whole vehicle is reasonably coordinated, and the power requirement of a driver is met as much as possible on the premise of guaranteeing the service life of the fuel cell.

In the PHEV in the prior art, under a low-speed scene, no matter in a CD stage or a CS stage, if a driver deeply steps on an accelerator, the required torque of the whole vehicle is larger than a preset torque threshold, so that the fuel cell is directly triggered to start, and frequent starting of the fuel cell is easily caused. In this embodiment, the fuel cell is only triggered to start in the hydrogen priority mode, the CS stage, the race start activation, and the non-P/N gear, where the fuel cell is started to meet the acceleration performance of the vehicle 0-100, so that the fuel cell start is not frequently triggered like the conventional PHEV, which is beneficial to meeting the acceleration performance of the vehicle 0-100 on the premise of ensuring the service life of the fuel cell, and avoiding the decay of the stack service life caused by frequent start of the fuel cell when the driver starts at normal large throttle.

In an exemplary embodiment, if the fuel cell is started under the condition that the required torque of the whole vehicle is greater than a preset torque threshold, the energy mode is a pure hydrogen mode, the electric quantity stage is an electric quantity maintenance stage, the current gear is not a target gear, and the starting mode is an ejection starting, after controlling the fuel cell to start, the method further comprises:

controlling the fuel cell to be shut down if any of the following conditions is detected to be satisfied:

Shutdown condition 2: the charge phase transitions from a charge sustaining phase to a charge dropping phase. For example, if the power stage is detected to be changed into the CD stage, a certain amount of power exists in the power battery, so that the torque requirement of ejection starting can be met, and the fuel battery can be controlled to stop without the assistance of the fuel battery.

Shutdown condition 4: the whole vehicle required torque is smaller than or equal to a preset torque threshold value. If the detected required torque of the whole vehicle is smaller than or equal to the preset torque threshold, the current required torque of the whole vehicle is smaller, and the power battery can be completely provided, so that the fuel battery can be controlled to stop.

Shutdown condition 5: the vehicle exits the ejection start, namely exits the race launch. The vehicle exiting the launch state indicates that the vehicle has changed to a start mode, or the vehicle has currently completed starting, or has currently completed testing the 0-100 acceleration performance index of the vehicle, and then the fuel cell can be controlled to stop.

In one possible implementation, it may be first detected whether the vehicle is currently capable of starting the fuel cell based on the vehicle state in step 104. If the vehicle is currently equipped with the ability to start the fuel cell, the fuel cell start is again controlled. 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.

By way of example, it may be determined that the vehicle is currently capable of starting the fuel cell if the following 7 conditions are met:

Condition 1: the whole vehicle state is an upper high-voltage state/a limp state/an external discharge state;

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 available discharge power of the power cell is higher than the power required for starting the fuel cell;

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.

When the vehicle currently has the capability of starting the fuel cell, the starting of the fuel cell is controlled again, so that the fuel cell can be successfully started.

In this embodiment, by increasing the limiting conditions of torque start and power start to coordinate the requirement of starting the fuel cell based on the whole vehicle required power and the whole vehicle required torque, frequent starting of the fuel cell due to the fact that the whole vehicle required power is greater than a preset power threshold or the whole vehicle required torque is greater than a preset torque threshold is avoided, and the fuel cell is favorable for meeting the power requirement of a driver as much as possible on the premise of guaranteeing the service life of the fuel cell.

Fig. 2 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. 2, the apparatus 200 includes: the first obtaining module 201 is configured to obtain current vehicle demand parameters of a vehicle; the whole vehicle demand parameters comprise whole vehicle demand power or whole vehicle demand torque; a second obtaining module 202, configured to obtain current target feature information of the vehicle when the vehicle required power is greater than a preset power threshold, or the vehicle required torque is greater than a preset torque threshold; the target characteristic information is used for representing information related to the starting of the fuel cell under the whole vehicle demand parameters; a judging module 203, configured to judge whether a preset condition for starting the fuel cell is currently satisfied according to the target feature information; and a start control module 204, configured to control the fuel cell to start if the preset condition is satisfied.

In a possible implementation manner, when the required power of the whole vehicle is greater than a preset power threshold, the obtained target feature information includes: the current energy mode of the vehicle, the current electric quantity stage of the vehicle and the current gear of the vehicle; the judging module 203 is specifically configured to judge that a preset condition for starting the fuel cell is currently satisfied when the energy mode is a pure hydrogen mode, the electric quantity stage is an electric quantity maintenance stage, and the current gear is not a target gear; the target gear is a P gear or an N gear.

In a possible implementation, the apparatus 200 further includes: the shutdown control module is used for controlling the fuel cell to be shutdown if any of the following conditions are detected to be met: the energy mode of the vehicle is changed from the pure hydrogen mode to a non-pure hydrogen mode; the electric quantity stage is changed from the electric quantity maintaining stage to an electric quantity reducing stage; the current gear is converted into the target gear; and the whole vehicle required power is smaller than or equal to the preset power threshold.

In a possible implementation manner, when the required torque of the whole vehicle is greater than a preset torque threshold, the obtained target feature information includes: the vehicle is in a current energy mode, an electric quantity stage where the vehicle is currently located, a current gear of the vehicle and a current starting mode of the vehicle; the judging module 203 is specifically configured to judge that a preset condition for starting the fuel cell is currently satisfied when the energy mode is a pure hydrogen mode, the electric quantity stage is an electric quantity maintenance stage, the current gear is not a target gear, and the starting mode is an ejection starting; the target gear is a P gear or an N gear.

In a possible implementation, the apparatus 200 further includes: the shutdown control module is used for controlling the fuel cell to be shutdown if any of the following conditions are detected to be met: the energy mode of the vehicle is changed from the pure hydrogen mode to a non-pure hydrogen mode; the electric quantity stage is changed from the electric quantity maintaining stage to an electric quantity reducing stage; the current gear is converted into the target gear; the whole vehicle required torque is smaller than or equal to the preset torque threshold value; and the vehicle exits the ejection start.

In a possible implementation manner, the first obtaining module 201 is specifically configured to obtain a current vehicle speed of the vehicle; acquiring the current whole vehicle required power of the vehicle under the condition that the current vehicle speed is greater than a preset vehicle speed threshold value; and under the condition that the current vehicle speed is smaller than or equal to a preset vehicle speed threshold value, acquiring the current whole vehicle required torque of the vehicle.

In a possible implementation manner, the method includes the remaining capacity of a power battery, the current temperature of the power battery, the current vehicle speed and the current opening degree of an accelerator pedal; the apparatus 200 further comprises: the preset power threshold determining module is used for inquiring a first relation table according to the current vehicle speed and the current opening degree to obtain a first initial threshold; the first relation table is used for describing the relation among the vehicle speed, the opening degree of the accelerator pedal and a first initial threshold value; correcting the first initial threshold value according to a first correction coefficient corresponding to the residual electric quantity and a second correction coefficient corresponding to the current temperature to obtain the preset power threshold value; the preset torque threshold determining module is used for inquiring a second relation table according to the current vehicle speed and the current opening degree to obtain a second initial threshold; the second relation table is used for describing the relation among the vehicle speed, the opening degree of the accelerator pedal and a second initial threshold value; and correcting the second initial threshold value according to a third correction coefficient corresponding to the residual electric quantity and a fourth correction coefficient corresponding to the current temperature to obtain the preset torque threshold value.

In a possible implementation, the current vehicle condition includes a current driving mode of the vehicle;

When the vehicle demand parameter includes the vehicle demand power, the preset power threshold is a first preset power threshold when the driving mode is a two-drive mode; when the driving mode is a four-wheel driving mode, the preset power threshold is a second preset power threshold; the first preset power threshold is the product of the maximum output power of the whole vehicle in the two-drive mode and a first preset coefficient, the second preset power threshold is the product of the maximum output power of the whole vehicle in the four-drive mode and a second preset coefficient, and the first preset coefficient is larger than the second preset coefficient; when the vehicle demand parameter includes the vehicle demand torque, the preset torque threshold is a first preset torque threshold when the driving mode is a two-drive mode; when the driving mode is a four-wheel driving mode, the preset torque threshold value is a second preset torque threshold value; the first preset torque threshold is the product of the maximum output torque of the whole vehicle in the two-wheel drive mode and a third preset coefficient, the second preset torque threshold is the product of the maximum output torque of the whole vehicle in the four-wheel drive mode and a fourth preset coefficient, and the third preset coefficient is larger than the fourth preset coefficient.

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 device embodiment of the present application, please refer to the embodiment of the control method of the fuel cell described in the above embodiment of the present application, and the details are not repeated here.

Illustratively, as shown in FIG. 3, the vehicle includes: a memory 301 and a processor 302, wherein the memory 301 stores executable program code, and the processor 302 is configured to invoke and execute the executable program code to perform 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 the respective function modules with the respective functions, the vehicle may include a first acquisition module, a second acquisition module, a judgment module, a start control 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 descriptions of the corresponding functional modules, which are 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 illustrative logical blocks, modules, and circuits described in connection with the present disclosure. A processor may also be a combination of computing functions, including for example one or more microprocessors, 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 illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present application. Therefore, the protection scope of the application is subject to the protection scope of the claims.

Claims

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

Acquiring current whole vehicle demand parameters of a vehicle; the whole vehicle demand parameters comprise whole vehicle demand power or whole vehicle demand torque;

Acquiring current target characteristic information of the vehicle under the condition that the required power of the whole vehicle is larger than a preset power threshold corresponding to the current vehicle condition or the required torque of the whole vehicle is larger than a preset torque threshold corresponding to the current vehicle condition; under the condition that the required power of the whole vehicle is larger than a preset power threshold, the obtained target characteristic information comprises: the current energy mode of the vehicle, the current electric quantity stage of the vehicle and the current gear of the vehicle; under the condition that the required torque of the whole vehicle is larger than a preset torque threshold, the obtained target characteristic information comprises: the vehicle is in a current energy mode, an electric quantity stage where the vehicle is currently located, a current gear of the vehicle and a current starting mode of the vehicle;

Judging whether preset conditions for starting the fuel cell are met or not currently according to the target characteristic information;

and controlling the fuel cell to start under the condition that the preset condition is met.

2. The method according to claim 1, wherein, in the case where the vehicle required power is greater than a preset power threshold, the determining, according to the target feature information, whether a preset condition for starting the fuel cell is currently satisfied includes:

Under the conditions that the energy mode is a pure hydrogen mode, the electric quantity stage is an electric quantity maintaining stage and the current gear is not a target gear, judging that the preset condition for starting the fuel cell is met currently; the target gear is a P gear or an N gear.

3. The method according to claim 2, characterized in that after said controlling the start-up of the fuel cell, the method further comprises:

the energy mode of the vehicle is changed from the pure hydrogen mode to a non-pure hydrogen mode;

The electric quantity stage is changed from the electric quantity maintaining stage to an electric quantity reducing stage;

The current gear is converted into the target gear;

And the whole vehicle required power is smaller than or equal to the preset power threshold.

4. The method according to claim 1, wherein, in the case where the vehicle required torque is greater than a preset torque threshold, the determining, according to the target feature information, whether a preset condition for starting the fuel cell is currently satisfied includes:

Under the conditions that the energy mode is a pure hydrogen mode, the electric quantity stage is an electric quantity maintaining stage, the current gear is not a target gear, and the starting mode is ejection starting, judging that preset conditions for starting the fuel cell are met currently; the target gear is a P gear or an N gear.

5. The method according to claim 4, characterized in that after said controlling the start-up of the fuel cell, the method further comprises:

The current gear is converted into the target gear;

The whole vehicle required torque is smaller than or equal to the preset torque threshold value;

And the vehicle exits the ejection start.

6. The method according to claim 1, wherein the obtaining the current vehicle demand parameters of the vehicle includes:

Acquiring the current speed of the vehicle;

Acquiring the current whole vehicle required power of the vehicle under the condition that the current vehicle speed is greater than a preset vehicle speed threshold value;

and under the condition that the current vehicle speed is smaller than or equal to a preset vehicle speed threshold value, acquiring the current whole vehicle required torque of the vehicle.

7. The method according to any one of claims 1 to 6, wherein the current vehicle condition includes a remaining amount of a power battery, a current temperature of the power battery, a current vehicle speed, and a current opening degree of an accelerator pedal;

the preset power threshold corresponding to the current vehicle condition is determined by the following method:

inquiring a first relation table according to the current vehicle speed and the current opening degree to obtain a first initial threshold value; the first relation table is used for describing the relation among the vehicle speed, the opening degree of the accelerator pedal and a first initial threshold value;

Correcting the first initial threshold value according to a first correction coefficient corresponding to the residual electric quantity and a second correction coefficient corresponding to the current temperature to obtain the preset power threshold value;

the preset torque threshold corresponding to the current vehicle condition is determined by the following method:

Inquiring a second relation table according to the current vehicle speed and the current opening degree to obtain a second initial threshold value; the second relation table is used for describing the relation among the vehicle speed, the opening degree of the accelerator pedal and a second initial threshold value;

and correcting the second initial threshold value according to a third correction coefficient corresponding to the residual electric quantity and a fourth correction coefficient corresponding to the current temperature to obtain the preset torque threshold value.

8. The method of any one of claims 1 to 6, wherein the current vehicle condition comprises a current drive mode of the vehicle;

When the vehicle demand parameter includes the vehicle demand power, the preset power threshold is a first preset power threshold when the driving mode is a two-drive mode; when the driving mode is a four-wheel driving mode, the preset power threshold is a second preset power threshold;

The first preset power threshold is the product of the maximum output power of the whole vehicle in the two-drive mode and a first preset coefficient, the second preset power threshold is the product of the maximum output power of the whole vehicle in the four-drive mode and a second preset coefficient, and the first preset coefficient is larger than the second preset coefficient;

When the vehicle demand parameter includes the vehicle demand torque, the preset torque threshold is a first preset torque threshold when the driving mode is a two-drive mode; when the driving mode is a four-wheel driving mode, the preset torque threshold value is a second preset torque threshold value;

The first preset torque threshold is the product of the maximum output torque of the whole vehicle in the two-wheel drive mode and a third preset coefficient, the second preset torque threshold is the product of the maximum output torque of the whole vehicle in the four-wheel drive mode and a fourth preset coefficient, and the third preset coefficient is larger than the fourth preset coefficient.

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

The first acquisition module is used for acquiring current whole vehicle demand parameters of the vehicle; the whole vehicle demand parameters comprise whole vehicle demand power or whole vehicle demand torque;

The second acquisition module is used for acquiring current target characteristic information of the vehicle when the required power of the whole vehicle is larger than a preset power threshold corresponding to the current vehicle condition or the required torque of the whole vehicle is larger than a preset torque threshold corresponding to the current vehicle condition; under the condition that the required power of the whole vehicle is larger than a preset power threshold, the obtained target characteristic information comprises: the current energy mode of the vehicle, the current electric quantity stage of the vehicle and the current gear of the vehicle; under the condition that the required torque of the whole vehicle is larger than a preset torque threshold, the obtained target characteristic information comprises: the vehicle is in a current energy mode, an electric quantity stage where the vehicle is currently located, a current gear of the vehicle and a current starting mode of the vehicle;

the judging module is used for judging whether preset conditions for starting the fuel cell are met or not currently according to the target characteristic information;

and the starting control module is used for controlling the starting of the fuel cell under the condition that the preset condition is met.

10. 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 8.

11. 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 8.