Intelligent charging device and method for auxiliary energy of hydrogen fuel cell vehicle

Abstract

The present invention relates to the field of intelligent charging for hydrogen vehicles and provides an intelligent charging device for auxiliary energy in hydrogen fuel cell vehicles. The device comprises a hydrogen fuel cell management system (FCU), a high-voltage distribution unit (PDU), a drive motor system, a drive motor controller (MCU), a battery management system (BMS), an auxiliary energy system, a thermal management system (HMC), a step-down (DCL) converter, a vehicle controller (VCU), and an onboard T-Box. The device activates the fuel cell based on the auxiliary energy's charge level to charge the auxiliary energy, ensuring that the auxiliary energy's charge level remains within a specified range, extending the auxiliary energy's lifespan and ensuring the proper operation of the fuel cell vehicle.

Description

Technical Field

[0001] The present invention relates to the field of intelligent charging of hydrogen energy vehicles, and in particular to a device and method for intelligent charging of auxiliary energy of a hydrogen fuel cell vehicle. Background Art

[0002] The increasing scarcity of petroleum energy and the negative impact of carbon oxides, nitrogen oxides, and other harmful particulates emitted by traditional vehicle exhaust on the atmosphere, leading to the greenhouse effect and the frequent occurrence of smog, necessitate the search for new energy sources. However, current new energy vehicles still have many shortcomings that need to be improved and addressed, such as the battery life of pure electric vehicles, long charging times, high and low temperature performance issues, and battery recycling issues. This has led to the emergence of hydrogen fuel cell vehicles.

[0003] As hydrogen fuel cell vehicles gradually begin to be widely used and produced, they will become a key strategic direction for the transformation of the automotive industry. However, with the advancement of technology, ensuring the energy requirements of the fuel cell during startup has become a key issue for fuel cell vehicles. Existing technologies for powering hydrogen vehicles often encounter undervoltage in the auxiliary energy source, which can reduce the service life of the auxiliary energy source over time.

[0004] The above content is only used to assist in understanding the technical solution of the present invention and does not constitute an admission that the above content is prior art. Summary of the Invention

[0005] The main purpose of the present invention is to provide a hydrogen fuel cell vehicle auxiliary energy intelligent charging device and method, aiming to solve the technical problem of undervoltage of auxiliary energy during the power-on process of hydrogen energy vehicles in the prior art.

[0006] To achieve the above objectives, the present invention provides a hydrogen fuel cell vehicle auxiliary energy intelligent charging device, comprising: a hydrogen fuel cell management system FCU, a high-voltage distribution box PDU, a drive motor system, a drive motor controller MCU, a battery management system BMS, an auxiliary energy system, a thermal management system HMC, a step-down converter DCL, a vehicle controller VCU and an on-board T-Box;

[0007] The vehicle controller VCU is electrically connected to the hydrogen fuel cell management system FCU, the high-voltage distribution box PDU, the drive motor controller MCU, the battery management system BMS, and the thermal management system HMC through hard wires and CAN lines; the buck converter DCL is installed inside the high-voltage distribution box PDU; the drive motor system is electrically connected to the drive motor controller MCU; the vehicle controller VCU is electrically connected to the on-board T-Box through a CAN line; the vehicle controller VCU obtains the current gear status through the CAN line; the battery management system BMS is electrically connected to the auxiliary energy system.

[0008] Furthermore, a method for intelligently charging auxiliary energy of a hydrogen fuel cell vehicle is provided, which is implemented based on the intelligent charging device for auxiliary energy of a hydrogen fuel cell vehicle and is characterized by comprising the steps of:

[0009] S10: Wake up the vehicle controller VCU and determine whether the vehicle is in standby mode; if so, proceed to step S20; otherwise, enter power-off sleep mode determination;

[0010] S20: Determine whether the vehicle meets the high-voltage power-on condition; if so, proceed to step S30; otherwise, end the power-on process and enter the power-off process;

[0011] S30: The vehicle is powered on at high voltage, and it is determined whether the power-on is completed; if so, the process proceeds to step S40; otherwise, the process proceeds to the high voltage power-on prohibition fault determination;

[0012] S40: Determine the status of the drive motor controller MCU and the buck converter DCL; if both the drive motor controller MCU and the buck converter DCL meet preset conditions, charge the auxiliary energy system; otherwise, end the power-on process and enter the power-off process.

[0013] Furthermore, the step S10 includes:

[0014] S101: The vehicle-mounted T-Box wakes up regularly to monitor the vehicle status;

[0015] S102: The vehicle-mounted T-Box detects whether the power of the auxiliary energy system is lower than a preset value; if so, the vehicle controller VCU is awakened, and the vehicle controller VCU enters the initialization operation and proceeds to step S103; otherwise, the process returns to step S101;

[0016] S103: Determine whether the initialization of the vehicle controller VCU is completed; if so, proceed to step S104; otherwise, enter the standby timing. If the standby timing exceeds 200ms, it indicates that the initialization has failed and the process ends. Otherwise, repeat step S103;

[0017] S104: The vehicle controller VCU closes the first low-voltage contactor to provide low-voltage power to the high-voltage distribution box PDU, the step-down converter DCL, the battery management system BMS, and the drive motor controller MCU, and wakes up the thermal management system HMC through a hard-wired signal.

[0018] The vehicle controller VCU wakes up the hydrogen fuel cell management system FCU, the drive motor controller MCU, the battery management system BMS, the high-voltage distribution box PDU and the buck converter DCL through a hard line by closing the second low-voltage contactor;

[0019] S105: If the battery management system BMS, the drive motor controller MCU, the hydrogen fuel cell management system FCU, the high-voltage distribution box PDU and the buck converter DCL are all in standby state, proceed to step S20; otherwise, proceed to power-off sleep judgment.

[0020] Furthermore, the step S20 includes:

[0021] S201: Determine whether a high-voltage power-on prohibition fault occurs in the vehicle; if so, perform fault processing; otherwise, send a standby status to the vehicle controller VCU and proceed to step S202;

[0022] S202: Sending the current gear status to the vehicle body controller BCM. If the vehicle body controller BCM determines that the current gear status is N gear, the process proceeds to step S30; otherwise, the power-on process ends and the power-off process begins.

[0023] Furthermore, the step S201 is specifically as follows:

[0024] If at least one of the high-voltage distribution box PDU, the battery management system BMS, the hydrogen fuel cell management system FCU, the drive motor controller MCU, the thermal management system HMC and the buck converter DCL is in a fault state, it is determined that a high-voltage power-on prohibition fault has occurred in the entire vehicle, fault processing is performed, and the power-on process is terminated at the same time, and the power-off process is entered.

[0025] Furthermore, the step S30 includes:

[0026] S301: The vehicle controller VCU issues a command to the battery management system BMS to close the BMS contactors. If all the BMS contactors are successfully closed, the process proceeds to step S302; otherwise, a BMS contactor fault diagnosis is performed. The BMS contactors include: a BMS voltage divider contactor, a BMS negative contactor, and a BMS pre-charge contactor.

[0027] S302: After all the BMS contactors are closed, the auxiliary energy system pre-charges the pre-charge capacitor;

[0028] S303: If the difference between the DC terminal voltage of the drive motor system and the total voltage of the battery management system BMS does not exceed 20V, it indicates that pre-charging is completed, and the process proceeds to step S304; otherwise, the process proceeds to pre-charging failure determination;

[0029] S304: The vehicle controller VCU sends an instruction to the battery management system BMS to close the BMS positive contactor and disconnect the BMS pre-charge contactor; judge whether the high-voltage power-on is completed. If the BMS pre-charge contactor is successfully disconnected and the working status of the hydrogen fuel cell management system FCU is that the high-voltage power-on is completed, it indicates that the high-voltage power-on is completed, and enters step S40; otherwise, enter the pre-charge contactor fault judgment.

[0030] Furthermore, the step S40 includes:

[0031] S401: The vehicle controller VCU sends a high-voltage standby instruction to the drive motor controller MCU, sends an operation instruction to the high-voltage distribution box PDU, and sends an operation permission instruction to the thermal management system HMC; after the vehicle controller VCU issues the instruction, if the drive motor controller MCU enters the high-voltage standby state and the buck converter DCL enters the operation state, the process proceeds to step S403; otherwise, the process proceeds to step S402;

[0032] S402: Entering the standby timer. If the standby timer exceeds 2 seconds, it is determined that a fault has occurred in the vehicle that prohibits the battery charging system, and the power-on process is terminated and the power-off process is entered; otherwise, the process returns to step S401;

[0033] S403: The hydrogen fuel cell management system FCU charges the auxiliary energy system.

[0034] The present invention has the following beneficial effects: starting the fuel cell to charge the auxiliary energy according to the power level of the auxiliary energy, ensuring that the power level of the auxiliary energy is controlled within a certain range, improving the life of the auxiliary energy, and ensuring the normal use of the fuel cell vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 Schematic diagram of the device structure of the present invention;

[0036] Figure 2 Schematic diagram of the method flow of the present invention;

[0037] The purpose, features and advantages of the present invention will be further described with reference to the accompanying drawings and in conjunction with the embodiments. DETAILED DESCRIPTION

[0038] It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0039] Reference Figure 1 , Figure 1 This is a schematic diagram of the device structure of the present invention. The hydrogen fuel cell system of a hydrogen fuel cell vehicle requires high-voltage power before startup to ensure the operation of the air compressor and the PTC heater. The air compressor is primarily used to compress air, which is then fed into the reactor to react with hydrogen. The PTC heater ensures the normal operating temperature of the fuel cell in cold weather. One function of the auxiliary energy system is to provide the power required for the hydrogen fuel cell system to start up, which requires the auxiliary energy system to have sufficient power to meet the startup requirements of the hydrogen fuel cell system.

[0040] To this end, the present invention provides a hydrogen fuel cell vehicle auxiliary energy intelligent charging device, comprising: a hydrogen fuel cell management system FCU, a high-voltage distribution box PDU, a drive motor system, a drive motor controller MCU, a battery management system BMS, an auxiliary energy system, a thermal management system HMC, a step-down converter DCL, a vehicle controller VCU and an on-board T-Box;

[0041] The vehicle controller VCU is electrically connected to the hydrogen fuel cell management system FCU, the high-voltage distribution box PDU, the drive motor controller MCU, the battery management system BMS, and the thermal management system HMC through hard wires and CAN lines; the buck converter DCL is installed inside the high-voltage distribution box PDU; the drive motor system is electrically connected to the drive motor controller MCU; the vehicle controller VCU is electrically connected to the on-board T-Box through a CAN line; the vehicle controller VCU obtains the current gear status through the CAN line; the battery management system BMS is electrically connected to the auxiliary energy system.

[0042] The auxiliary energy system provides energy for starting the hydrogen fuel cell system. The main function of the battery management system (BMS) is to assist in managing the system status, safety protection, and fault handling of the entire vehicle. The system status mainly includes: contactor control, power on and off process management, and battery cell voltage detection to ensure cell voltage consistency.

[0043] The hydrogen fuel cell system serves as the vehicle's power source, providing energy for driving. The hydrogen fuel cell management system (FCU) primarily manages power on and off the hydrogen fuel cell system, monitors system parameters, and handles faults. System parameters primarily include current, voltage, temperature, and hydrogen and air pressures at each node.

[0044] The thermal management system (HMC) is divided into sub-functions such as powertrain thermal management and passenger compartment air conditioning thermal management. This invention focuses on powertrain thermal management, which primarily provides cooling requirements for components such as the drive motor system, drive motor controller MCU, high-voltage distribution box PDU, power battery, and step-down converter DCL, as well as heating requirements for the power battery.

[0045] The drive motor system is mainly used to drive the vehicle forward and backward, while the drive motor controller MCU controls the drive motor system according to the instructions of the vehicle controller, monitors various parameters of the drive motor system, and handles faults;

[0046] In the present invention, the high-voltage distribution box PDU integrates a step-down converter DCL, wherein the main function of the high-voltage distribution box PDU is to distribute the power of the auxiliary energy system and the hydrogen fuel cell system to each power-consuming unit according to the needs of the entire vehicle, monitor the various parameters within the auxiliary energy system and the hydrogen fuel cell system, and perform fault processing; while the step-down converter DCL converts the high-voltage output of the auxiliary energy system and the hydrogen fuel cell system into low-voltage electricity, providing energy for the vehicle's low-voltage battery and low-voltage power-consuming units, such as: low beam, high beam, wipers, etc.

[0047] Reference Figure 2 The present invention provides a method for intelligently charging auxiliary energy of a hydrogen fuel cell vehicle, which is implemented based on the intelligent charging device for auxiliary energy of a hydrogen fuel cell vehicle, and includes the following steps:

[0048] S10: Wake up the vehicle controller VCU and determine whether the vehicle is in standby mode; if so, proceed to step S20; otherwise, enter power-off sleep mode determination;

[0049] S20: Determine whether the vehicle meets the high-voltage power-on condition; if so, proceed to step S30; otherwise, end the power-on process and enter the power-off process;

[0050] S30: The vehicle is powered on at high voltage, and it is determined whether the power-on is completed; if so, the process proceeds to step S40; otherwise, the process proceeds to the high voltage power-on prohibition fault determination;

[0051] S40: Determine the status of the drive motor controller MCU and the buck converter DCL; if both the drive motor controller MCU and the buck converter DCL meet preset conditions, charge the auxiliary energy system; otherwise, end the power-on process and enter the power-off process.

[0052] Furthermore, the step S10 includes:

[0053] S101: The vehicle-mounted T-Box wakes up regularly to monitor the status of the vehicle.

[0054] In specific implementation, after the on-board T-Box wakes up, it monitors the battery power, the power of the auxiliary energy system, and the hydrogen concentration in the hydrogen fuel cell system to ensure the safety of the entire vehicle and the safety of users.

[0055] S102: The on-board T-Box detects whether the power of the auxiliary energy system is lower than a preset value; if so, the vehicle controller VCU is awakened, and the vehicle controller VCU enters the initialization operation and enters step S103; otherwise, it returns to step S101.

[0056] S103: Determine whether the initialization of the vehicle controller VCU is completed; if so, proceed to step S104; otherwise, enter the standby timing. If the standby timing exceeds 200ms, it indicates that the initialization has failed and the process ends. Otherwise, repeat step S103.

[0057] In the specific implementation, after the initialization of the vehicle controller VCU is completed, the vehicle controller VCU chooses to put the vehicle into the auxiliary energy intelligent charging mode based on the mode information fed back by the on-board T-Box.

[0058] S104: The vehicle controller VCU closes the first low-voltage contactor to provide low-voltage power to the high-voltage distribution box PDU, the step-down converter DCL, the battery management system BMS, and the drive motor controller MCU, and wakes up the thermal management system HMC through a hard-wired signal.

[0059] The vehicle controller VCU wakes up the hydrogen fuel cell management system FCU, the drive motor controller MCU, the battery management system BMS, the high-voltage distribution box PDU and the buck converter DCL through a hard wire by closing the second low-voltage contactor; during hard wire wake-up, the hard wire signal is at a high level.

[0060] S105: If the battery management system BMS, the drive motor controller MCU, the hydrogen fuel cell management system FCU, the high-voltage distribution box PDU and the buck converter DCL are all in standby state, proceed to step S20; otherwise, proceed to power-off sleep judgment.

[0061] In the specific implementation, the battery management system BMS, the drive motor controller MCU, the hydrogen fuel cell management system FCU, the high-voltage distribution box PDU and the step-down converter DCL send their own status to the vehicle controller VCU for judgment; when making a power-off sleep judgment, the standby timing is first entered. If the standby timing exceeds 300ms, the power-on process is terminated and the power-off process is entered; otherwise, it returns to step S105.

[0062] Furthermore, the step S20 includes:

[0063] S201: Determine whether a high-voltage power-on prohibition fault occurs in the vehicle; if so, perform fault processing; otherwise, send a standby status to the vehicle controller VCU and proceed to step S202;

[0064] S202: Sending the current gear status to the vehicle body controller BCM. If the vehicle body controller BCM determines that the current gear status is N gear, the process proceeds to step S30; otherwise, the power-on process ends and the power-off process begins.

[0065] Furthermore, the step S201 is specifically as follows:

[0066] If at least one of the high-voltage distribution box PDU, the battery management system BMS, the hydrogen fuel cell management system FCU, the drive motor controller MCU, the thermal management system HMC and the buck converter DCL is in a fault state, it is determined that a high-voltage power-on prohibition fault has occurred in the entire vehicle, fault processing is performed, and the power-on process is terminated at the same time, and the power-off process is entered.

[0067] In the specific implementation, the fault handling is performed as follows: the fault information will be recorded in the vehicle controller VCU, an audible and visual reminder will be issued when the driver starts the vehicle, and the fault information will be displayed on the instrument to remind the driver to repair the vehicle.

[0068] Furthermore, the step S30 includes:

[0069] S301: The vehicle controller VCU issues an instruction to the battery management system BMS to close the BMS contactors; if all the BMS contactors are successfully closed, proceed to step S302; otherwise, perform BMS contactor fault diagnosis; the BMS contactors include: BMS voltage divider contactor, BMS negative electrode contactor and BMS pre-charge contactor.

[0070] In the specific implementation, the vehicle controller VCU first issues a BMS voltage-dividing contactor closing instruction to the battery management system BMS. The battery management system BMS determines whether the BMS voltage-dividing contactor is closed. If the BMS voltage-dividing contactor is not closed, it enters the standby timing. If the standby timing exceeds 800ms, the power-on process ends and the power-off process begins; otherwise, it re-determines whether the BMS voltage-dividing contactor is closed.

[0071] If the BMS voltage-dividing contactor is successfully closed, the vehicle controller VCU sends a high-voltage power-on command to the hydrogen fuel cell management system FCU through the CAN line; then the vehicle controller VCU issues a BMS negative contactor closing command to the battery management system BMS, and the battery management system BMS determines whether the BMS negative contactor is closed. If the BMS negative contactor is not closed, it enters the standby timing. If the standby timing exceeds 500ms, it is determined that the BMS negative contactor has failed, the power-on process ends, and the power-off process begins; otherwise, the vehicle controller VCU re-issues the BMS negative contactor closing command;

[0072] If the BMS negative contactor is successfully closed, the vehicle controller VCU sends a BMS pre-charge contactor closing instruction to the battery management system BMS. The battery management system BMS determines whether the BMS pre-charge contactor is closed. If the BMS pre-charge contactor is not closed, it enters the standby timing. If the standby timing exceeds 500ms, it is determined that the BMS pre-charge contactor has failed, the power-on process ends, and the power-off process begins; otherwise, it re-determines whether the BMS pre-charge contactor is closed.

[0073] S302: After all the BMS contactors are closed, the auxiliary energy system pre-charges the pre-charge capacitor.

[0074] S303: If the difference between the DC terminal voltage of the drive motor system and the total voltage of the battery management system BMS does not exceed 20V, it indicates that the pre-charging is completed and the process proceeds to step S304; otherwise, the process proceeds to pre-charging failure judgment.

[0075] In a specific implementation, the pre-charging failure judgment is specifically to enter the standby timing. If the standby timing exceeds 300ms, it is determined that the pre-charging of the pre-charge capacitor has failed, the power-on process is terminated, and the power-off process is entered; otherwise, it returns to step S303.

[0076] S304: The vehicle controller VCU sends an instruction to the battery management system BMS to close the BMS positive contactor and disconnect the BMS pre-charge contactor; judge whether the high-voltage power-on is completed. If the BMS pre-charge contactor is successfully disconnected and the working status of the hydrogen fuel cell management system FCU is that the high-voltage power-on is completed, it indicates that the high-voltage power-on is completed, and enters step S40; otherwise, enter the pre-charge contactor fault judgment.

[0077] In the specific implementation, the vehicle controller VCU first issues a BMS positive contactor closing instruction to the battery management system BMS. The battery management system BMS determines whether the BMS positive contactor is closed. If the BMS positive contactor is not closed, it enters the standby timing. If the standby timing exceeds 300ms, it is determined that the BMS positive contactor has failed, the power-on process ends, and the power-off process begins. Otherwise, the vehicle controller VCU issues a BMS positive contactor closing instruction to the battery management system BMS again.

[0078] If the BMS positive contactor is successfully closed, the vehicle controller VCU sends a BMS pre-charge contactor disconnection instruction to the battery management system BMS. The battery management system BMS determines whether the BMS pre-charge contactor is disconnected. If the BMS pre-charge contactor is not disconnected, it enters the standby timing. If the standby timing exceeds 300ms, it is determined that the BMS pre-charge contactor has failed, the power-on process ends, and the power-off process begins; otherwise, the vehicle controller VCU sends a BMS pre-charge contactor disconnection instruction to the battery management system BMS again;

[0079] The pre-charge contactor fault judgment is specifically to enter the standby timing. If the standby timing exceeds 800ms, it is determined that a high-voltage power-on-prohibition fault has occurred in the vehicle, the power-on process is terminated, and the power-off process is entered; otherwise, it is re-determined whether the high-voltage power-on is completed.

[0080] Furthermore, the step S40 includes:

[0081] S401: The vehicle controller VCU sends a high-voltage standby instruction to the drive motor controller MCU, sends an operation instruction to the high-voltage distribution box PDU, and sends a permission to work instruction to the thermal management system HMC; after the vehicle controller VCU issues the instruction, if the drive motor controller MCU enters the high-voltage standby state and the buck converter DCL enters the operation state, step S403 is entered; otherwise, step S402 is entered.

[0082] In the specific implementation, the vehicle controller VCU first sends a high-voltage standby command to the drive motor controller MCU, and at the same time sends a running command to the buck converter DCL;

[0083] If the drive motor controller MCU successfully receives the high-voltage standby command and the DC terminal voltage is higher than the preset value, the drive motor controller MCU enters the high-voltage standby state and sends a message to the vehicle controller VCU to enter the high-voltage standby state;

[0084] After the buck converter DCL receives the operation instruction from the vehicle controller VCU, the buck converter DCL enters the operation state;

[0085] The vehicle controller VCU sends a permission-to-operate command to the thermal management system HMC, allowing the passenger compartment and hydrogen fuel cell system to be cooled or heated;

[0086] If the drive motor controller MCU successfully enters the high voltage standby state and the buck converter DCL enters the operating state, then the process goes to step S403; otherwise, the process goes to step S402.

[0087] S402: Enter the standby timer. If the standby timer exceeds 2 seconds, it is determined that a fault has occurred in the vehicle that prohibits the battery charging system. The power-on process ends and the power-off process begins; otherwise, return to step S401.

[0088] S403: The hydrogen fuel cell management system FCU charges the auxiliary energy system.

[0089] Other embodiments or specific implementations of the hydrogen fuel cell vehicle auxiliary energy intelligent charging device of the present invention can refer to the above-mentioned method embodiments and will not be repeated here.

[0090] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or system comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or system. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or system comprising the element.

[0091] The serial numbers of the embodiments of the present invention are for descriptive purposes only and do not represent superiority or inferiority of the embodiments. In a unit claim that lists several means, several of these means may be embodied by the same item of hardware. The use of the terms first, second, and third, etc., does not denote any order and should be construed as identifiers.

[0092] The above are only preferred embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention description and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A method for intelligently charging auxiliary energy for a hydrogen fuel cell vehicle, implemented based on an intelligent charging device for auxiliary energy for a hydrogen fuel cell vehicle, the intelligent charging device for auxiliary energy for a hydrogen fuel cell vehicle comprising: Hydrogen fuel cell management system FCU, high-voltage distribution box PDU, drive motor system, drive motor controller MCU, battery management system BMS, auxiliary energy system, thermal management system HMC, step-down converter DCL, vehicle controller VCU and on-board T-Box; The vehicle controller VCU is electrically connected to the hydrogen fuel cell management system FCU, the high-voltage distribution box PDU, the drive motor controller MCU, the battery management system BMS, and the thermal management system HMC through hard wires and CAN lines; the buck converter DCL is installed inside the high-voltage distribution box PDU; the drive motor system is electrically connected to the drive motor controller MCU; the vehicle controller VCU is electrically connected to the on-board T-Box through a CAN line; the vehicle controller VCU obtains the current gear status through the CAN line; the battery management system BMS is electrically connected to the auxiliary energy system; The method for intelligently charging auxiliary energy for a hydrogen fuel cell vehicle is characterized by comprising the steps of: S10: When it is detected that the power of the auxiliary energy system is lower than a preset value, the vehicle controller VCU is awakened to determine whether the vehicle is in a standby state; if so, the process proceeds to step S20; otherwise, the process proceeds to power-off sleep determination; S20: Determine whether the vehicle meets the high-voltage power-on condition; if so, proceed to step S30; otherwise, end the power-on process and enter the power-off process; S30: The vehicle is powered on at high voltage, and it is determined whether the power-on is completed; if so, the process proceeds to step S40; otherwise, the process proceeds to the high voltage power-on prohibition fault determination; S40: Determine the status of the drive motor controller MCU and the buck converter DCL; if both the drive motor controller MCU and the buck converter DCL meet preset conditions, charge the auxiliary energy system; otherwise, end the power-on process and enter the power-off process; The step S40 includes: S401: The vehicle controller VCU sends a high-voltage standby instruction to the drive motor controller MCU, sends an operation instruction to the high-voltage distribution box PDU, and sends an operation permission instruction to the thermal management system HMC; after the vehicle controller VCU issues the instruction, if the drive motor controller MCU enters the high-voltage standby state and the buck converter DCL enters the operation state, the process proceeds to step S403; otherwise, the process proceeds to step S402; S402: Entering the standby timer. If the standby timer exceeds 2 seconds, it is determined that a fault has occurred in the vehicle that prohibits the battery charging system, and the power-on process is terminated and the power-off process is entered; otherwise, the process returns to step S401; S403: The hydrogen fuel cell management system FCU charges the auxiliary energy system.

2. The charging method of the hydrogen fuel cell vehicle auxiliary energy intelligent charging device according to claim 1, characterized in that: The step S10 includes: S101: The vehicle-mounted T-Box wakes up regularly to monitor the vehicle status; S102: The vehicle-mounted T-Box detects whether the power of the auxiliary energy system is lower than a preset value; if so, the vehicle controller VCU is awakened, and the vehicle controller VCU enters the initialization operation and proceeds to step S103; otherwise, the process returns to step S101; S103: Determine whether the initialization of the vehicle controller VCU is completed; if so, proceed to step S104; otherwise, enter the standby timing. If the standby timing exceeds 200ms, it indicates that the initialization has failed and the process ends. Otherwise, repeat step S103; S104: The vehicle controller VCU closes the first low-voltage contactor to provide low-voltage power to the high-voltage distribution box PDU, the step-down converter DCL, the battery management system BMS, and the drive motor controller MCU, and wakes up the thermal management system HMC through a hard-wired signal. The vehicle controller VCU wakes up the hydrogen fuel cell management system FCU, the drive motor controller MCU, the battery management system BMS, the high-voltage distribution box PDU and the buck converter DCL through a hard line by closing the second low-voltage contactor; S105: If the battery management system BMS, the drive motor controller MCU, the hydrogen fuel cell management system FCU, the high-voltage distribution box PDU and the buck converter DCL are all in standby state, proceed to step S20; otherwise, proceed to power-off sleep judgment.

3. The charging method of the hydrogen fuel cell vehicle auxiliary energy intelligent charging device according to claim 1, characterized in that: The step S20 includes: S201: Determine whether a high-voltage power-on prohibition fault occurs in the vehicle; if so, perform fault processing; otherwise, send a standby status to the vehicle controller VCU and proceed to step S202; S202: Send the current gear status to the vehicle body controller BCM. If the vehicle body controller BCM determines that the current gear status is N gear, proceed to step S30; otherwise, end the power-on process and enter the power-off process.

4. The charging method of the hydrogen fuel cell vehicle auxiliary energy intelligent charging device according to claim 3, characterized in that: The step S201 is specifically as follows: If at least one of the high-voltage distribution box PDU, the battery management system BMS, the hydrogen fuel cell management system FCU, the drive motor controller MCU, the thermal management system HMC and the buck converter DCL is in a fault state, it is determined that a high-voltage power-on prohibition fault has occurred in the entire vehicle, fault processing is performed, and the power-on process is terminated at the same time, and the power-off process is entered.

5. The charging method of the hydrogen fuel cell vehicle auxiliary energy intelligent charging device according to claim 1, characterized in that: The step S30 includes: S301: The vehicle controller VCU issues a command to the battery management system BMS to close the BMS contactors. If all the BMS contactors are successfully closed, the process proceeds to step S302; otherwise, a BMS contactor fault diagnosis is performed. The BMS contactors include: a BMS voltage divider contactor, a BMS negative contactor, and a BMS pre-charge contactor. S302: After all the BMS contactors are closed, the auxiliary energy system pre-charges the pre-charge capacitor; S303: If the difference between the DC terminal voltage of the drive motor system and the total voltage of the battery management system BMS does not exceed 20V, it indicates that pre-charging is completed, and the process proceeds to step S304; otherwise, the process proceeds to pre-charging failure determination; S304: The vehicle controller VCU sends an instruction to the battery management system BMS to close the BMS positive contactor and disconnect the BMS pre-charge contactor; judge whether the high-voltage power-on is completed. If the BMS pre-charge contactor is successfully disconnected and the working status of the hydrogen fuel cell management system FCU is that the high-voltage power-on is completed, it indicates that the high-voltage power-on is completed, and enters step S40; otherwise, enter the pre-charge contactor fault judgment.

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