A FCEV energy management method and system

Abstract

A FCEV energy management method and system, the method comprising: obtaining the road information and road condition information ahead of the vehicle; predicting the required power mode ahead according to the road information and road condition information ahead; and adjusting the SOC value of the FCEV auxiliary electric energy module based on the predicted required power mode ahead. The present invention can adjust the SOC value of the auxiliary electric energy module according to the road information and road condition information ahead of the vehicle, so that the SOC value of the auxiliary electric energy module is maintained at a reasonable level, thereby achieving the balancing of the fuel cell load, so that the fuel cell can maintain a slow change in power output.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control, and in particular to an FCEV energy management method and system. Background Art

[0002] FCEV (Fuel Cell Vehicle) has advantages such as high fuel efficiency, no pollution, and low noise. However, due to the soft discharge characteristics of fuel cells, it is not suitable for high power output. In addition, fuel cells have poor dynamic performance and slow power output changes, which is not suitable for high power and high current discharge of vehicles and frequent power changes. Therefore, auxiliary power sources (usually batteries and / or supercapacitors) are generally required in FCEVs for hybrid drive.

[0003] In existing hybrid drives, when the power demand of the vehicle motor changes greatly, the energy control module keeps the fuel cell output power changing at a slower speed, while the auxiliary power module outputs or recovers power with a faster power change to compensate. However, the existing FCEV energy management method generally only manages the current situation, such as fixing a minimum threshold and a maximum threshold. When the SOC (State of charge, used to reflect the remaining capacity of the battery) of the auxiliary power module is found to be lower than the minimum threshold, forced charging is performed, and when the SOC of the auxiliary power module is higher than the maximum value, forced discharge is performed.

[0004] The existing energy management strategy does not take into account the vehicle's front running conditions. If the current SOC is too large, when the front motor power suddenly decreases, the excess power of the fuel cell cannot be recovered, resulting in energy waste. If the current SOC is too small, when the front motor power suddenly increases, the insufficient power output of the fuel cell cannot be supplemented. The existing method only uses a fixed strategy for the charging and discharging of the auxiliary power energy module SOC, and does not predictively adjust the auxiliary power energy module SOC control strategy based on the vehicle's front road information and front road condition information. Summary of the invention

[0005] The main purpose of the present invention is to propose an FCEV energy management method and system, which can adjust the SOC value of the auxiliary electric energy module according to the road information and road condition information ahead of the vehicle, so that the SOC value of the auxiliary electric energy module is maintained at a reasonable level, thereby achieving balancing of the fuel cell load and enabling the fuel cell to maintain a slow change in power output.

[0006] The present invention adopts the following technical solution:

[0007] In one aspect, the present invention provides an FCEV energy management method, comprising:

[0008] Obtaining the road information and road condition information ahead of the vehicle;

[0009] predicting a required power mode ahead according to the ahead road information and the ahead road condition information;

[0010] Based on the predicted required power mode ahead, the SOC value of the auxiliary electric energy module is adjusted; the auxiliary electric energy module includes a power battery and / or a supercapacitor.

[0011] Preferably, the predicting the required power mode ahead according to the ahead road information and the ahead road condition information includes:

[0012] If the road information ahead of the vehicle is a long steep uphill slope, the power mode required ahead is predicted to be a high power mode;

[0013] If the road information ahead of the vehicle is a long steep downhill slope, the power mode required ahead is predicted to be a low power mode;

[0014] If the road information ahead of the vehicle is continuous short-distance ups and downs, or if the road condition information ahead of the vehicle is congested, it is predicted that the required power mode ahead is a frequent power change mode;

[0015] Otherwise, the predicted required power mode ahead is the normal power mode.

[0016] Preferably, adjusting the SOC value of the auxiliary electric energy module based on the predicted forward required power mode includes:

[0017] If the required power mode ahead is a frequent power change mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the median value of the maximum allowable SOC value;

[0018] If the required power mode ahead is a high power mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the maximum allowed SOC value;

[0019] If the required power mode ahead is the low power mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the allowed minimum SOC value.

[0020] Preferably, the adjusting the SOC value of the auxiliary electric energy module based on the predicted required power mode ahead also includes:

[0021] If the road ahead of the vehicle is a long steep downhill slope and the road condition ahead of the vehicle is congested, that is, if the required power mode ahead is a low power mode and a frequent power change mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the minimum allowable SOC value;

[0022] If the road ahead of the vehicle is a long steep uphill slope and the road condition ahead of the vehicle is congested, that is, if the required power mode ahead is a high power mode and also a frequent power change mode, then the SOC value of the auxiliary electric energy module is controlled to remain near the median value of the maximum allowable SOC value.

[0023] Preferably, the adjusting the SOC value of the auxiliary electric energy module based on the predicted required power mode ahead also includes:

[0024] If the required power mode ahead is the normal power mode, the SOC value of the auxiliary electric energy module is compared with the first threshold and the second threshold in real time; if the SOC value of the auxiliary electric energy module is greater than the first threshold, the auxiliary electric energy module is controlled to discharge; if the SOC value of the auxiliary electric energy module is less than the second threshold, the auxiliary electric energy module is controlled to charge.

[0025] Preferably, controlling the SOC value of the auxiliary electric energy module to remain near the median value of the maximum allowable SOC value specifically includes:

[0026] The SOC value of the auxiliary electric energy module is controlled to be maintained within a range of 10% of the median value of the maximum allowable SOC value.

[0027] Preferably, controlling the SOC value of the auxiliary electric energy module to be maintained near the maximum allowable SOC value specifically includes:

[0028] The SOC value of the auxiliary electric energy module is controlled to be maintained within 10% of the maximum allowable SOC value.

[0029] Preferably, controlling the SOC value of the auxiliary electric energy module to remain near the allowed minimum SOC value specifically includes:

[0030] The SOC value of the auxiliary electric energy module is controlled to be maintained within 10% of the allowable SOC minimum value.

[0031] In another aspect, the present invention provides an FCEV energy management system, comprising:

[0032] Fuel cells, which are used to output energy for use in vehicles;

[0033] An auxiliary electric energy module, used to recover the excess energy output by the fuel cell, and to release energy for use by the vehicle when the energy output by the fuel cell cannot meet the needs of the vehicle;

[0034] A front road condition acquisition module is used to obtain the road information and road condition information ahead of the vehicle;

[0035] An energy control module is connected to the fuel cell to provide the output energy of the fuel cell to the vehicle and / or the auxiliary electric energy module; is connected to the auxiliary electric energy module to adjust the output energy or recover energy of the auxiliary electric energy module to achieve the adjustment of the SOC value of the auxiliary electric energy module; and is connected to the front road condition acquisition module to predict the required power mode ahead based on the front road information and the front road condition information.

[0036] Preferably, the auxiliary electric energy module includes a power battery and / or a supercapacitor; the energy control module is implemented by a vehicle controller; the front road condition acquisition module is implemented by an electronic horizon system based on an ADAS map; the required power mode ahead includes a high power mode, a low power mode, a frequent power change mode and a normal power mode.

[0037] Compared with the prior art, the present invention has the following beneficial effects:

[0038] The present invention can adjust the SOC value of the auxiliary electric energy module according to the road information and road condition information ahead of the vehicle, so that the SOC value of the auxiliary electric energy module is maintained at a reasonable level, thereby achieving the balance of the fuel cell load and enabling the fuel cell to maintain a slow change in power output;

[0039] The energy control module of the present invention controls the fuel cell to charge the auxiliary electric energy module to recover excess output energy of the fuel cell when the power demanded by the vehicle motor is less than the maximum output power of the fuel cell; at the same time, when the power demanded by the vehicle motor is greater than the maximum output power of the fuel cell, the energy control module of the present invention controls the auxiliary electric energy module to release energy to supplement the insufficient energy output by the fuel cell. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 It is a schematic diagram of the process of the present invention;

[0041] Figure 2 It is a schematic diagram of the structure of the system of the present invention. DETAILED DESCRIPTION

[0042] To make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0043] The method execution body of this embodiment is an energy control module, which is a control device with a microcontroller MCU as the core, and can be implemented by a vehicle controller VCU. The energy control module can install the execution program and / or database program of the method of this embodiment, and the present invention does not make any specific limitations.

[0044] It should be noted that the step identifiers involved in the claims and description of this application are only for making the documents look clearer. During the specific implementation, the order of the steps can be adjusted accordingly as needed.

[0045] See also Figure 1 As shown, on the one hand, the present invention provides an FCEV energy management method, comprising:

[0046] S101, obtaining the road information and road condition information ahead of the vehicle;

[0047] S102, predicting a required power mode ahead according to the ahead road information and the ahead road condition information;

[0048] S103, based on the predicted required power mode ahead, adjusting the SOC value of the auxiliary electric energy module; the auxiliary electric energy module includes a power battery and / or a super capacitor.

[0049] Further, predicting the required power mode ahead according to the ahead road information and the ahead road condition information includes:

[0050] If the road information ahead of the vehicle is a long steep uphill slope, the power mode required ahead is predicted to be a high power mode;

[0051] If the road information ahead of the vehicle is a long steep downhill slope, the power mode required ahead is predicted to be a low power mode;

[0052] If the road information ahead of the vehicle is continuous short-distance ups and downs, or if the road condition information ahead of the vehicle is congested, it is predicted that the required power mode ahead is a frequent power change mode;

[0053] If the road information ahead of the vehicle is not a long steep uphill slope, a long steep downhill slope, or continuous short uphill and downhill slopes, and the road condition information ahead of the vehicle is not congested, it is predicted that the required power mode ahead is the normal power mode.

[0054] Specifically, the classification of long, steep ups and downs in the road ahead information can refer to the national highway engineering technical standards. For roads of different grades, a steep slope is a slope that is greater than the specified maximum gentle longitudinal slope.

[0055] It can also be customized according to the user's actual application needs, such as the user-defined rules are as follows:

[0056] If the average slope is greater than or equal to 3% and less than 4%, and the continuous downhill slope is longer than 5km; or, the average slope is greater than or equal to 4% and less than 5%, and the continuous downhill slope is longer than 4km; or, the average slope is greater than or equal to 5%, and the continuous downhill slope is longer than 3km, it is defined as a long downhill slope, and the power mode required ahead is predicted to be low power mode.

[0057] If the average slope is greater than or equal to 3% and less than 4%, and the continuous uphill slope is greater than 5km; or, the average slope is greater than or equal to 4% and less than 5%, and the continuous uphill slope is greater than 4km; or, the average slope is greater than or equal to 5%, and the continuous uphill slope is greater than 3km, it is defined as a long uphill slope, and the power mode required ahead is predicted to be high power mode.

[0058] If the average slope is greater than or equal to 3% and less than 4%, and the continuous uphill or downhill length is less than 500m, or the average slope is greater than or equal to 4% and less than 5%, and the continuous uphill or downhill length is less than 400m, or the average slope is greater than or equal to 5%, and the continuous uphill or downhill length is less than 300km, it is a short ramp. When there are multiple consecutive short ramps (the specific number can be customized) and uphill and downhill alternate, it is defined as continuous short-distance uphill and downhill, and the power mode required ahead is predicted to be a frequent power change mode.

[0059] Further, adjusting the SOC value of the auxiliary electric energy module based on the predicted required power mode ahead includes:

[0060] If the required power mode ahead is a frequent power change mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the median value of the maximum allowable SOC value;

[0061] If the required power mode ahead is a high power mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the maximum allowed SOC value;

[0062] If the required power mode ahead is the low power mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the allowed minimum SOC value.

[0063] If the power mode required ahead is a frequent power change mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the median value of the maximum allowed SOC value, so that when the power demanded by the vehicle motor suddenly increases, the auxiliary electric energy module can provide instantaneous high power, and at the same time, when the power demanded by the vehicle motor suddenly decreases, the auxiliary electric energy module has enough SOC space to recover the excess power output by the fuel cell. Under this strategy, if the SOC value is too high before entering the predicted power section ahead, part of the power is released in advance to drive the vehicle until the SOC value reaches the median value of the maximum SOC value; if the SOC value is too low, the fuel cell output is increased in advance to charge the auxiliary electric energy module until the SOC value reaches the median value of the maximum SOC value.

[0064] The controlling the SOC value of the auxiliary electric energy module to be maintained near the median value of the maximum allowable SOC value specifically includes:

[0065] The SOC value of the auxiliary electric energy module is controlled to be maintained within 10% of the median value of the maximum allowable SOC value. If the maximum allowable SOC value is 95%, the SOC value of the auxiliary electric energy module is controlled to be maintained within the range of 0.95*0.5*0.9 to 0.95*0.5*1.1.

[0066] If the power mode required ahead is high power mode, the fuel cell output is increased in advance to charge the auxiliary electric energy module until the SOC value reaches and remains near the maximum allowed SOC value. In this way, when the power demand in the future (ahead) becomes higher, the more energy stored in the auxiliary electric energy module can output high power for a longer time, compensating the fuel cell and making up for the shortcomings of the fuel cell power not being able to increase immediately and not being able to maintain high power output.

[0067] The controlling the SOC value of the auxiliary electric energy module to be maintained near the maximum allowable SOC value specifically includes:

[0068] The SOC value of the auxiliary electric energy module is controlled to be maintained within 10% of the maximum allowable SOC value. If the maximum allowable SOC value is 95%, the SOC value of the auxiliary electric energy module is controlled to be maintained within the range of 0.95*0.9 to 0.95*1.0.

[0069] If the required power mode ahead is a low-power mode, part of the power of the auxiliary electric energy module is released in advance to drive the vehicle, and the SOC value is reduced in advance and maintained near the minimum allowable SOC value. This reserves a larger electric energy storage space, so that when the power demand in the future (ahead) becomes lower, as much fuel cell output energy and braking energy can be recovered as much as possible, making up for the disadvantage that the fuel cell power cannot be reduced immediately.

[0070] The controlling the SOC value of the auxiliary electric energy module to be kept near the allowed SOC minimum value specifically includes:

[0071] The SOC value of the auxiliary electric energy module is controlled to be maintained within the range of 10% of the minimum allowable SOC value. If the minimum allowable SOC value is 15%, the SOC value of the auxiliary electric energy module is controlled to be maintained within the range of 0.15*10 to 0.15*1.1.

[0072] The above-mentioned auxiliary power module SOC value adjustment method allows the auxiliary power module to have a large space to continuously recover the energy output by the fuel cell and the braking energy. If the front is in normal power mode, a fixed threshold adjustment method is adopted, which allows the FCEV to obtain better overall energy economy, as follows:

[0073] If the required power mode ahead is the normal power mode, the SOC value of the auxiliary electric energy module is compared with the first threshold and the second threshold in real time; if the SOC value of the auxiliary electric energy module is greater than the first threshold, the auxiliary electric energy module is controlled to discharge; if the SOC value of the auxiliary electric energy module is less than the second threshold, the auxiliary electric energy module is controlled to charge.

[0074] Furthermore, when the road information ahead of the vehicle is a long steep uphill slope, and the road condition information ahead of the vehicle is congested, the high power mode and the frequent power change mode will overlap. Similarly, when the road information ahead of the vehicle is a long steep downhill slope, and the road condition information ahead of the vehicle is congested, the low power mode and the frequent power change mode will overlap. From an economic perspective, when the frequent power change mode overlaps with the low power mode, that is, when the road ahead is a long steep downhill section with congestion, the SOC value of the auxiliary electric energy module is adjusted according to the low power mode; when the frequent power change mode overlaps with the high power mode, that is, when the road ahead is a long steep uphill section with congestion, the SOC value of the auxiliary electric energy module is adjusted according to the frequent power change mode.

[0075] Specifically, the adjustment methods include:

[0076] If the road ahead of the vehicle is a long steep downhill slope and the road condition ahead of the vehicle is congested, that is, if the required power mode ahead is a low power mode and a frequent power change mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the minimum allowable SOC value;

[0077] If the road ahead of the vehicle is a long steep uphill slope and the road condition ahead of the vehicle is congested, that is, if the required power mode ahead is a high power mode and also a frequent power change mode, then the SOC value of the auxiliary electric energy module is controlled to remain near the median value of the maximum allowable SOC value.

[0078] See also Figure 2 As shown, on the other hand, the present invention provides an FCEV energy management system, comprising:

[0079] A fuel cell 201, for outputting energy for use by the vehicle;

[0080] The auxiliary electric energy module 203 is used to recover the excess energy output by the fuel cell 201, and to release energy for use by the vehicle when the energy output by the fuel cell 201 cannot meet the needs of the vehicle;

[0081] A front road condition acquisition module 204 is used to acquire the front road information and the front road condition information of the vehicle;

[0082] The energy control module 205 is connected to the fuel cell 201 to provide the output energy of the fuel cell 201 to the vehicle and / or the auxiliary electric energy module 203; is connected to the auxiliary electric energy module 203 to adjust the output energy or recover energy of the auxiliary electric energy module 203 to adjust the SOC value of the auxiliary electric energy module 203; and is connected to the front road condition acquisition module 204 to predict the required power mode ahead based on the front road information and the front road condition information.

[0083] Specifically, the output power of the auxiliary electric energy module 203 is the difference between the power required by the motor 206 and the power output by the fuel cell 201 through the DC / DC converter 202. The output power of the motor 206 changes with the driving operation signal. The energy control module 205 adjusts the power output or recovery power of the auxiliary electric energy module 203 to achieve the load balance of the fuel cell 201, so that the fuel cell 201 can maintain a slow change in power output. When the power required by the motor 206 is less than the maximum output power of the fuel cell 201, the energy control module 205 controls the fuel cell 201 to charge the auxiliary electric energy module 203 and recover the excess output energy of the fuel cell 201; when the power required by the motor 206 is greater than the maximum output power of the fuel cell 201, the auxiliary electric energy module 203 is controlled to release energy to supplement the insufficient energy output by the fuel cell 201. Further, the motor 206 drives the transmission module 207 of the vehicle, and the transmission module 207 drives the wheels 208 to travel.

[0084] In this embodiment, the auxiliary electric energy module 203 includes a power battery and / or a super capacitor; the energy control module 205 is implemented by a vehicle controller; and the front road condition acquisition module 204 is implemented by an electronic horizon.

[0085] Specifically, the road ahead information and road condition ahead information are provided by an electronic horizon system based on an ADAS map. The required power mode ahead can be predicted based on the map information provided by the ADAS, including: a high power mode, a low power mode, a power frequent change mode, and a power normal mode divided corresponding to the ADAS map information. Based on the required power mode ahead, the auxiliary electric energy module of the FCEV is adjusted.

[0086] This embodiment combines the electronic horizon with the vehicle controller VCU. The electronic horizon sends the road ahead information to the vehicle controller VCU via a vehicle bus such as CAN or Ethernet. The vehicle controller VCU controls the SOC value of the auxiliary power energy module 203 to maintain a reasonable level based on the road ahead information and road condition information.

[0087] A specific method for adjusting the SOC value of an auxiliary electric energy module in a FCEV energy management system is the same as the FCEV energy management method, and will not be repeatedly described in this embodiment.

[0088] The above is only a specific implementation of the present invention, but the design concept of the present invention is not limited thereto. Any non-substantial changes to the present invention using this concept shall be deemed as an infringement of the protection scope of the present invention.

Claims

1. A FCEV energy management method, characterized in that: include: Obtaining the road information and road condition information ahead of the vehicle; predicting a required power mode ahead according to the ahead road information and the ahead road condition information; Based on the forward required power mode, adjusting the SOC value of the FCEV auxiliary electric energy module; The predicting the required power mode ahead according to the ahead road information and the ahead road condition information includes: If the road information ahead of the vehicle is a long steep uphill slope, the power mode required ahead is predicted to be a high power mode; If the road information ahead of the vehicle is a long steep downhill slope, the power mode required ahead is predicted to be a low power mode; If the road information ahead of the vehicle is continuous short-distance ups and downs, or if the road condition information ahead of the vehicle is congested, it is predicted that the required power mode ahead is a frequent power change mode; Otherwise, the power mode required ahead is predicted to be the normal power mode; The adjusting the SOC value of the FCEV auxiliary electric energy module based on the front required power mode includes: If the required power mode is a frequent power change mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the median value of the maximum allowed SOC value; If the required power mode ahead is a high power mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the maximum allowed SOC value; If the required power mode ahead is a low power mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the allowed minimum SOC value; If the road ahead of the vehicle is a long steep downhill slope and the road condition ahead of the vehicle is congested, that is, if the required power mode ahead is both a low power mode and a frequent power change mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the minimum allowed SOC value; If the road ahead of the vehicle is a long steep uphill slope and the road condition ahead of the vehicle is congested, that is, if the required power mode ahead is both a high power mode and a frequent power change mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the median value of the maximum allowable SOC value; If the required power mode ahead is the normal power mode, the SOC value of the auxiliary electric energy module is compared with the first threshold and the second threshold in real time; if the SOC value of the auxiliary electric energy module is greater than the first threshold, the auxiliary electric energy module is controlled to discharge; if the SOC value of the auxiliary electric energy module is less than the second threshold, the auxiliary electric energy module is controlled to charge.

2. The FCEV energy management method according to any one of claim 1, characterized in that: Control the SOC value of the auxiliary electric energy module to be kept near the median value of the maximum allowable SOC value, including: The SOC value of the auxiliary electric energy module is controlled to be maintained within a range of 10% of the median value of the maximum allowable SOC value.

3. The FCEV energy management method according to any one of claim 1, characterized in that: Control the SOC value of the auxiliary power energy module to remain near the maximum allowed SOC value, including: The SOC value of the auxiliary electric energy module is controlled to be maintained within 10% of the maximum allowable SOC value.

4. The FCEV energy management method according to any one of claim 1, characterized in that: Control the SOC value of the auxiliary power energy module to remain near the minimum allowed SOC value, including: The SOC value of the auxiliary electric energy module is controlled to be maintained within 10% of the allowable SOC minimum value.

5. An FCEV energy management system, characterized in that: include: Fuel cells, which are used to output energy for use in vehicles; An auxiliary electric energy module, used to recover excess energy output by the fuel cell, and to release energy for use by the vehicle when the energy output by the fuel cell cannot meet the needs of the vehicle; A front road condition acquisition module is used to obtain the road information and road condition information ahead of the vehicle; an energy control module connected to the fuel cell to provide the output energy of the fuel cell to the vehicle and / or the auxiliary electric energy module; Connected with the auxiliary electric energy module to adjust the auxiliary electric energy module to output energy or recover energy, so as to adjust the SOC value of the auxiliary electric energy module; connected with the front road condition acquisition module to predict the required power mode ahead according to the front road information and the front road condition information; Predicting the required power mode ahead according to the ahead road information and the ahead road condition information includes: If the road information ahead of the vehicle is a long steep uphill slope, the power mode required ahead is predicted to be a high power mode; If the road information ahead of the vehicle is a long steep downhill slope, the power mode required ahead is predicted to be a low power mode; If the road information ahead of the vehicle is continuous short-distance ups and downs, or if the road condition information ahead of the vehicle is congested, it is predicted that the required power mode ahead is a frequent power change mode; Otherwise, the power mode required ahead is predicted to be the normal power mode; The method for adjusting the SOC value of the auxiliary electric energy module includes: If the required power mode is a frequent power change mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the median value of the maximum allowed SOC value; If the required power mode ahead is a high power mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the maximum allowed SOC value; If the power mode required ahead is a low power mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the minimum SOC value allowed; if the road information ahead of the vehicle is a long steep downhill slope, and the road condition information ahead of the vehicle is congested, that is, if the power mode required ahead is both a low power mode and a frequent power change mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the minimum SOC value allowed; If the road information ahead of the vehicle is a long steep uphill slope, and the road condition information ahead of the vehicle is congested, that is, if the required power mode ahead is both a high power mode and a frequent power change mode, the SOC value of the auxiliary electric energy module is controlled to be maintained near the median value of the maximum allowable SOC value; if the required power mode ahead is a normal power mode, the SOC value of the auxiliary electric energy module is compared with the first threshold and the second threshold in real time; if the SOC value of the auxiliary electric energy module is greater than the first threshold, the auxiliary electric energy module is controlled to discharge; if the SOC value of the auxiliary electric energy module is less than the second threshold, the auxiliary electric energy module is controlled to charge.

6. The FCEV energy management system according to claim 5, characterized in that: The auxiliary electric energy module includes a power battery and / or a supercapacitor; the energy control module is implemented through a vehicle controller; the front road condition acquisition module is implemented through an electronic horizon system based on an ADAS map; the required power mode ahead includes a high power mode, a low power mode, a frequent power change mode and a normal power mode.

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