Vehicle energy management method and device, storage medium and vehicle

Abstract

The present disclosure relates to a vehicle energy management method, device, storage medium and vehicle to improve the energy management efficiency of the vehicle. The vehicle comprises a fuel cell and a power battery, and the method comprises: acquiring a first whole vehicle demand power of the vehicle at present and road information of a slope within a preset distance ahead of a position where the vehicle is located; determining a first target state of charge of the power battery when the vehicle drives to a starting point of the slope according to the road information of the slope; determining a demand power of the power battery at present according to a current state of charge of the power battery, the target state of charge and a first time length for the vehicle to drive from a current position to the starting point of the slope; and determining a demand power of the fuel cell at present according to the first whole vehicle demand power and the demand power of the power battery at present.

Description

Technical Field

[0001] This disclosure relates to the field of hybrid vehicle technology, and more specifically, to a vehicle energy management method, device, storage medium, and vehicle. Background Technology

[0002] With increasingly stringent emission requirements and national support for new energy technologies, major automakers have intensified their research and development of new energy vehicles. Pure electric vehicles are the primary focus of research and production for these companies. However, due to current technological limitations, issues such as battery energy density, range, charging time, and safety still pose significant limitations in the commercial vehicle sector, especially for heavy-duty commercial vehicles. Compared to pure electric vehicles, fuel cells, as a highly efficient, zero-emission energy conversion device with a relatively long driving range, have a promising future in truck vehicles. Truck vehicles are typically hybrid vehicles composed of fuel cells and power batteries, such as heavy-duty fuel cell hybrid trucks. These vehicles often manage energy through methods such as power following, fuel cells operating at specific power points based on the power battery's state of charge, and global energy optimization based on road conditions. These energy management methods allocate power between the fuel cell and power battery according to the vehicle's current power demand to meet driving requirements. However, they do not consider maximizing fuel cell efficiency and / or regenerative braking when large vehicles are driving on inclines. Summary of the Invention

[0003] The purpose of this disclosure is to provide a vehicle energy management method, apparatus, storage medium, and vehicle to improve the energy management efficiency of vehicles.

[0004] To achieve the above objectives, a first aspect of this disclosure provides a vehicle energy management method, the vehicle including a fuel cell and a power battery, the method comprising:

[0005] Obtain the vehicle's current first total power requirement and the road information of the slope within a preset distance in front of the vehicle's location;

[0006] Based on the road information of the ramp, determine the first target state of charge of the power battery when the vehicle travels to the starting point of the ramp;

[0007] The current power demand of the power battery is determined based on the current state of charge of the power battery, the target state of charge, and the first time the vehicle travels from its current position to the starting point of the ramp.

[0008] The current power requirement of the fuel cell is determined based on the power requirement of the first vehicle and the current power requirement of the power battery.

[0009] Optionally, determining the first target state of charge of the power battery when the vehicle reaches the starting point of the ramp based on the road information of the ramp includes:

[0010] Based on the road information of the ramp, determine the change in the state of charge of the power battery on the ramp;

[0011] Based on the preset state of charge threshold and the change amount, the first target state of charge of the power battery is determined when the vehicle travels to the starting point of the ramp.

[0012] Optionally, the ramp includes an uphill section and the starting point of the ramp is the starting point of the uphill section; the road information of the ramp includes uphill section information;

[0013] The step of determining the change in the state of charge of the power battery on the slope based on the road information of the slope includes:

[0014] Determine the second target state of charge of the power battery when the vehicle reaches the end point of the uphill section;

[0015] Based on the uphill road section information and the second target state of charge, determine the first change in the state of charge of the power battery on the uphill road section;

[0016] The step of determining the first target state of charge of the power battery when the vehicle reaches the starting point of the ramp, based on a preset state of charge threshold and the change amount, includes:

[0017] The sum of the second target state of charge and the first change is determined as the first target state of charge of the power battery when the vehicle travels to the starting point of the uphill section.

[0018] Optionally, the uphill section information includes uphill gradient, uphill length, and uphill speed;

[0019] The step of determining the first change in the state of charge of the power battery on the uphill section based on the uphill section information and the second target state of charge includes:

[0020] Based on the uphill gradient and the uphill speed, determine the motor torque and motor speed of the vehicle on the uphill section;

[0021] Based on the motor torque and motor speed of the vehicle on the uphill section, determine the second total vehicle power requirement of the vehicle on the uphill section;

[0022] Based on the second vehicle power requirement, the rated power of the power battery, and the second target state of charge, the uphill power requirement of the power battery on the uphill section is determined.

[0023] Based on the uphill power demand, the uphill length, and the uphill speed, the first change in the state of charge of the power battery on the uphill section is determined.

[0024] Optionally, determining the uphill power requirement of the power battery on the uphill section based on the second vehicle power requirement, the rated power of the power battery, and the second target state of charge includes:

[0025] Based on the second target state of charge, the preset state of charge threshold, and the capacity of the power battery, determine the threshold of the amount of electricity consumed by the power battery on the uphill section.

[0026] When the second vehicle power requirement is less than or equal to the rated power of the power battery, the first amount of electricity consumed by the vehicle on the uphill section is estimated based on the second vehicle power requirement, the uphill length and the uphill speed. If the first amount of electricity is less than or equal to the electricity threshold, the uphill power requirement of the power battery is determined to be the second vehicle power requirement. If the first amount of electricity is greater than the electricity threshold, the uphill power requirement of the power battery is determined to be a first value.

[0027] When the second vehicle power demand is greater than the rated power of the power battery, the second amount of electricity consumed by the vehicle on the uphill section is estimated based on the rated power of the power battery, the uphill length and the uphill speed. If the second amount of electricity is less than or equal to the electricity threshold, the uphill power demand of the power battery is determined to be the rated power. If the second amount of electricity is greater than the electricity threshold, the uphill power demand of the power battery is determined to be the first value.

[0028] Wherein, the first value is the ratio of the battery threshold to the second duration of the vehicle's travel on the uphill section.

[0029] Optionally, determining the second total vehicle power requirement on the uphill section based on the motor torque and motor speed of the vehicle on the uphill section includes:

[0030] The second vehicle power requirement on the uphill section is determined by the following formula:

[0031]

[0032] Among them, P dischargeB_CT represents the second total vehicle power requirement of the vehicle on the uphill section. tqB_C n represents the motor torque of the vehicle on the uphill section. tmB_C η represents the motor speed of the vehicle on the uphill section. tm Characterizes motor efficiency.

[0033] Optionally, the ramp further includes a downhill section, and the end point of the uphill section is the starting point of the downhill section. The road information of the ramp also includes downhill section information. Determining the second target state of charge of the power battery when the vehicle reaches the end point of the uphill section includes:

[0034] Based on the downhill road information, determine the second change in the state of charge of the power battery on the downhill road.

[0035] The difference between the preset state of charge threshold and the second change amount is determined as the second target state of charge of the power battery when the vehicle travels to the starting point of the downhill section.

[0036] Optionally, the downhill section information includes downhill gradient, downhill length, and downhill speed; determining the second change in the state of charge of the power battery on the downhill section based on the downhill section information includes:

[0037] Based on the downhill gradient and the downhill speed, the motor torque and motor speed of the vehicle on the downhill section are determined;

[0038] Based on the motor torque and motor speed of the vehicle on the downhill section, determine the third total vehicle power requirement of the vehicle on the downhill section;

[0039] Based on the third vehicle power requirement, the downhill length, and the downhill speed, the second change in the state of charge of the power battery on the downhill section is determined.

[0040] Optionally, determining the third vehicle power requirement on the downhill section based on the motor torque and motor speed of the vehicle on the downhill section includes:

[0041] The third required power output of the vehicle on the downhill section is determined by the following formula:

[0042]

[0043] Among them, P chargeC_D The third vehicle power requirement, T, represents the power demand of the vehicle on the downhill section. tqC_D n represents the motor torque of the vehicle on the downhill section.tmC_D η represents the motor speed of the vehicle on the downhill section. tm η represents the efficiency of the motor. charge Characterizes the charging efficiency of the power battery.

[0044] Optionally, the ramp includes a downhill section, the starting point of the ramp is the starting point of the downhill section, and the road information of the ramp includes downhill section information;

[0045] The step of determining the change in the state of charge of the power battery on the slope based on the road information of the slope includes:

[0046] Based on the downhill road information, determine the second change in the state of charge of the power battery on the downhill road.

[0047] The step of determining the first target state of charge of the power battery when the vehicle reaches the starting point of the ramp, based on a preset state of charge threshold and the change amount, includes:

[0048] The difference between the preset state of charge threshold and the second change amount determines the first target state of charge of the power battery when the vehicle travels to the starting point of the downhill section.

[0049] A second aspect of this disclosure provides a vehicle energy management device, the vehicle including a fuel cell and a power battery, the device comprising:

[0050] The acquisition module is used to acquire the vehicle's current first total vehicle power requirement and the road information of the slope within a preset distance in front of the vehicle's current position;

[0051] The first determining module is used to determine the first target state of charge of the power battery when the vehicle travels to the starting point of the ramp based on the road information of the ramp.

[0052] The second determining module is used to determine the current power demand of the power battery based on the current state of charge of the power battery, the target state of charge, and the first time the vehicle travels from its current position to the starting point of the ramp.

[0053] The third determining module is used to determine the current power demand of the fuel cell based on the first vehicle power demand and the current power demand of the power battery.

[0054] A third aspect of this disclosure provides a non-transitory computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of the vehicle energy management method according to any one of the first aspects of this disclosure.

[0055] This disclosure provides a vehicle in a fourth aspect, comprising:

[0056] Fuel cells and power batteries;

[0057] A memory on which computer programs are stored;

[0058] A processor is configured to execute the computer program in the memory to implement the steps of the vehicle energy management method according to any of the first aspects of this disclosure.

[0059] By employing the above technical solution, based on predictable road information about the slope, the first target state of charge (SOC) of the power battery is determined when the vehicle reaches the start of the slope. This allows for the management of the power battery's power output to reach the first target SOC when the vehicle reaches the start of the slope. In this way, the vehicle's energy is managed before it reaches the slope, enabling full utilization of the fuel cell and power battery's energy while the vehicle is traveling on the slope, thus improving the vehicle's energy management efficiency.

[0060] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0061] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0062] Figure 1 This is a flowchart illustrating a vehicle energy management method according to an exemplary embodiment.

[0063] Figure 2 This is a schematic diagram illustrating a road segment in which a vehicle travels, according to an exemplary embodiment.

[0064] Figure 3 This is a block diagram illustrating a vehicle energy management device according to an exemplary embodiment.

[0065] Figure 4 This is a block diagram illustrating a vehicle according to an exemplary embodiment. Detailed Implementation

[0066] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0067] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.

[0068] Typically, in hybrid vehicles, the fuel cell power P is taken into account. fc The dynamic response is poor, requiring a power battery with a power output of P. battery Dynamic adjustments are necessary to meet the demands of the entire vehicle; that is, the power demand of the entire vehicle is typically equal to the power P of the fuel cell. fc and power battery power P battery The sum of the power outputs of the fuel cell and the battery is crucial. A higher fuel cell power output results in lower battery power, and vice versa. When a vehicle is traveling uphill, the higher output power of the fuel cell leads to lower fuel cell efficiency. When a vehicle is traveling downhill, due to its greater weight, more regenerative braking energy can be recovered. If the battery output power is low, the battery's state of charge will be high, leading to some braking energy not being recovered. Thus, the energy of both the fuel cell and the battery cannot be fully utilized, resulting in low vehicle energy management efficiency.

[0069] In view of this, the present disclosure provides a vehicle energy management method, apparatus, storage medium, and vehicle. Based on predictable road information about inclines, the method determines the first target state of charge (SOC) of the power battery when the vehicle reaches the incline's starting point, and then manages the power of the fuel cell and power battery to ensure that the SOC of the power battery reaches the first target SOC when the vehicle reaches the incline's starting point. Thus, by managing the vehicle's energy before it reaches the incline, the energy of the fuel cell and power battery can be fully utilized when the vehicle is traveling on the incline, improving the vehicle's energy management efficiency.

[0070] Figure 1 This is a flowchart illustrating a vehicle energy management method according to an exemplary embodiment. Figure 1 As shown, the method may include the following steps.

[0071] In step S11, the vehicle's current first total power requirement and the road information of the slope within a preset distance in front of the vehicle's location are obtained.

[0072] Considering that the power demand of a vehicle is generally small when it is driving on a flat road, the power of the fuel cell will also be relatively small and the fuel cell efficiency is relatively high, therefore, in this disclosure, the vehicle energy is managed when the vehicle is driving on a flat road so that the energy of the fuel cell and the power battery can be fully utilized when the vehicle is driving on a slope. That is, in this disclosure, the vehicle is currently driving on a flat road and its position is the position on the flat road.

[0073] The specific value of the preset distance can be determined according to actual needs and is not limited here. For example, the preset distance can be set to 1km, that is, to obtain road information of slopes within 1km ahead of the vehicle. The road information of the slopes can be obtained through high-precision maps and vehicle travel paths.

[0074] In addition, the vehicle's current initial power demand can be obtained by using conventional techniques to determine the power demand during vehicle operation. For example, assuming the vehicle is currently traveling on a flat road, the initial power demand is obtained as follows: First, the vehicle's current motor torque and motor speed are determined using formulas (1) and (2), respectively:

[0075]

[0076]

[0077] Among them, T tqA_B n represents the current motor torque of the vehicle. tmA_B The current motor speed of the vehicle is represented by m, the vehicle mass by g, the acceleration due to gravity by f, and the rolling resistance coefficient by C. d The drag coefficient is represented by A, the frontal area by V1, and the rotational mass conversion factor by δ. i represents the current acceleration of the vehicle. g i0 represents the gearbox speed ratio; i0 represents the final drive ratio; η T The transmission efficiency is represented by r, and the wheel radius is represented by r. It should be understood that when a vehicle travels on a flat road section AB, it can travel at a constant speed or with varying speeds. If traveling at a constant speed, then in formula (1)... When driving at varying speeds, V1 can be the real-time speed, meaning that the motor torque, motor speed, and initial vehicle power demand are calculated at every moment. Alternatively, it can be calculated periodically, for example, calculating the motor torque, motor speed, and initial vehicle power demand based on the average speed over a given period of time.

[0078] Then, the required power of the first vehicle is determined based on the motor torque, motor speed, and formula (3):

[0079]

[0080] Among them, P dischargeA_B η represents the vehicle's current first overall power requirement. tm Characterizes motor efficiency.

[0081] In step S12, based on the road information of the ramp, the first target state of charge of the power battery is determined when the vehicle travels to the starting point of the ramp.

[0082] In this disclosure, the starting point of a ramp can be either the starting point of an uphill section or the starting point of a downhill section. For example, if a vehicle travels from a flat section to an uphill section, the starting point of the ramp is the starting point of the uphill section. Similarly, if a vehicle travels from a flat section to a downhill section, the starting point of the ramp is the starting point of the downhill section. The specific method for determining the first target state of charge will be described in detail below and will not be repeated here.

[0083] In step S13, the current power demand of the power battery is determined based on the current state of charge of the power battery, the target state of charge, and the first time the vehicle travels from its current position to the starting point of the ramp.

[0084] In step S14, the current power demand of the fuel cell is determined based on the power demand of the first vehicle and the current power demand of the power battery.

[0085] For example, suppose the vehicle is traveling at a constant speed on a flat road segment AB, and the current state of charge of the power battery is SOC. current The target state of charge is SOC. high The first time it takes for the vehicle to travel from its current position to the starting point of the ramp is S1 / V1, where S1 represents the distance between the vehicle's current position and the starting point of the ramp, and V1 represents the speed at which the vehicle travels from its current position to the starting point of the ramp. The current power demand P of the power battery is then determined by formula (4). batteryA_B And determine the current power demand P of the fuel cell using formula (5). fcA_B :

[0086]

[0087]

[0088] Among them, E battery Characterizes the capacity of the power battery.

[0089] By employing the above technical solution, based on predictable road information about the slope, the first target state of charge (SOC) of the power battery is determined when the vehicle reaches the start of the slope. This allows for the management of the power battery's power output to reach the first target SOC when the vehicle reaches the start of the slope. In this way, the vehicle's energy is managed before it reaches the slope, enabling full utilization of the fuel cell and power battery's energy while the vehicle is traveling on the slope, thus improving the vehicle's energy management efficiency.

[0090] In this disclosure, Figure 1In step S12, based on the road information of the slope, the first target state of charge of the power battery when the vehicle travels to the starting point of the slope is determined. This further includes: based on the road information of the slope, determining the change in the state of charge of the power battery on the slope; and based on the preset state of charge threshold and the change, determining the first target state of charge of the power battery when the vehicle travels to the starting point of the slope.

[0091] The preset state of charge (SOC) threshold can be the preset maximum SOC of the power battery, for example, 90%. The change in the SOC of the power battery on a slope can include a first change in the SOC on an uphill section, and / or a second change in the SOC on a downhill section. Furthermore, when the vehicle is traveling uphill, it consumes power from the power battery, meaning the SOC will decrease on uphill sections. When the vehicle is traveling downhill, the power battery recovers braking energy, meaning the SOC will increase on downhill sections.

[0092] It should be understood that road information about a slope will affect the change in the state of charge of the power battery when the vehicle is driving on a slope. Therefore, in this disclosure, the change in the state of charge of the power battery on a slope is determined based on the road information about the slope.

[0093] In one embodiment, the ramp includes an uphill section and the starting point of the ramp is the starting point of the uphill section. Accordingly, determining the change in the state of charge of the power battery on the ramp based on the road information of the ramp includes the following steps:

[0094] (1) Determine the second target state of charge of the power battery when the vehicle reaches the end point of the uphill section.

[0095] In this embodiment, the vehicle's travel route is either flat road - uphill section - flat road, or flat road - uphill section - downhill section. The following description uses the example of a vehicle traveling on a flat road - uphill section - downhill section.

[0096] Figure 2 This is a schematic diagram illustrating a road segment in which a vehicle travels, according to an exemplary embodiment. For example... Figure 2 As shown, the vehicle is currently at position A. The road section between position A and position B is flat, the road section between position B and position C is uphill, and the road section between position C and position D is downhill. The starting point of the uphill section is position B, and the ending point of the uphill section is the starting point of the downhill section, which is position C.

[0097] In one implementation, the second target state of charge of the power battery when the vehicle reaches the end of the uphill section can be a custom value, such as 20%, or the minimum state of charge of the power battery.

[0098] In another implementation, the second target state of charge (SOC) of the power battery when the vehicle reaches the end point of the uphill section can be determined based on the maximum braking energy that the vehicle can recover while traveling on the downhill section. For example, the road information of the slope also includes downhill section information. A specific implementation method for determining the second target SOC of the power battery when the vehicle reaches the end point of the uphill section is as follows: based on the downhill section information, determine a second change in the SOC of the power battery on the downhill section; determine the difference between a preset SOC threshold and the second change as the second target SOC of the power battery when the vehicle reaches the beginning point of the downhill section.

[0099] Specifically, the downhill section information includes the downhill gradient, downhill length, and downhill speed. Based on the downhill section information, the second change in the state of charge of the power battery on the downhill section is determined as follows: based on the downhill gradient and downhill speed, the motor torque and motor speed of the vehicle on the downhill section are determined; based on the motor torque and motor speed of the vehicle on the downhill section, the third vehicle power demand is determined; based on the third vehicle power demand, downhill length, and downhill speed, the second change in the state of charge of the power battery on the downhill section is determined.

[0100] The motor torque T of the vehicle on the downhill section CD is determined by formulas (6) and (7), respectively. tqC_D and motor speed n tmC_D :

[0101]

[0102]

[0103] like Figure 2 As shown, θ3 represents the downslope gradient, S3 represents the downslope length, and h represents the downslope length. C The elevation h represents the altitude of the end point, location C, of ​​the uphill section. D V3 represents the altitude of the end point of the downhill section, i.e., position D. V3 represents the vehicle's speed on the downhill section, taking the example of the vehicle traveling at a constant speed on the downhill section, or, V3 represents the average speed of the vehicle on the downhill section.

[0104] Using formula (8), the third vehicle power requirement P on the downhill section is determined based on the motor torque and motor speed of the vehicle on the downhill section. chargeC_D :

[0105]

[0106] η tm η represents the efficiency of the motor. charge Characterizes the charging efficiency of power batteries.

[0107] In addition to determining the third vehicle power requirement on the downhill section as described above, the second change in the state of charge (SOC) of the power battery on the downhill section is determined using formula (9). C_D .

[0108]

[0109] Assume the preset state of charge threshold is SOC. upLimite Then the second target state of charge (SOC) low =SOC upLimite -ΔSOC C_D In addition, such as Figure 2 As shown, when the vehicle reaches the end of the downhill section, the state of charge (SOC) of the power battery is equal to the state of charge (SOC). end .

[0110] (2) Based on the information of the uphill section and the second target state of charge, determine the first change in the state of charge of the power battery on the uphill section.

[0111] For example, the uphill section information includes the uphill gradient, uphill length, and uphill speed. Based on the uphill section information and the second target state of charge, the first change in the state of charge of the power battery on the uphill section is determined as follows:

[0112] First, determine the motor torque and motor speed of the vehicle on the uphill section based on the uphill gradient and uphill speed.

[0113] Similarly, the motor torque T of the vehicle on the uphill section is determined by formula (10). tqB_C The motor speed n of the vehicle on the uphill section is determined by formula (11). tmB_C :

[0114]

[0115]

[0116] like Figure 2 As shown, Let θ2 represent the uphill slope, S2 represent the uphill slope length, h0 represent the altitude of positions A and B, and V2 represent the vehicle's speed on the uphill section. Here, we take the vehicle traveling at a constant speed on the uphill section as an example. Alternatively, V2 represents the vehicle's average speed on the uphill section.

[0117] Next, based on the motor torque and motor speed of the vehicle on the uphill section, the second total vehicle power requirement on the uphill section is determined.

[0118] Similarly, using formula (12), the second total vehicle power requirement P on the uphill section is determined based on the motor torque and motor speed of the vehicle on the uphill section. dischargeB_C .

[0119]

[0120] Then, based on the second vehicle power requirement, the rated power of the power battery, and the second target state of charge, the uphill power requirement of the power battery on the uphill section is determined.

[0121] When going uphill, the power demand of the fuel cell should be minimized to improve its efficiency. At the same time, it is necessary to ensure that the state of charge (SOC) of the battery is less than or equal to the second target SOC at the end of the uphill climb. low .

[0122] For example, to meet the above requirements, the uphill power requirement of the power battery on an uphill section can be determined based on the second vehicle power demand, the rated power of the power battery, and the second target state of charge. This can be achieved by: determining the threshold of electricity consumption by the power battery on the uphill section based on the second target state of charge, a preset state of charge threshold, and the capacity of the power battery; when the second vehicle power demand is less than or equal to the rated power of the power battery, estimating the first electricity consumption of the vehicle on the uphill section based on the second vehicle power demand, the uphill length, and the uphill speed; if the first electricity consumption is less than or equal to the electricity threshold, then determining the uphill power requirement of the power battery. The first value is the power required for the second vehicle. If the first charge is greater than the charge threshold, the uphill power required by the power battery is determined to be the first value. When the second power required for the second vehicle is greater than the rated power of the power battery, the second charge consumed by the vehicle on the uphill section is estimated based on the rated power of the power battery, the uphill length, and the uphill speed. If the second charge is less than or equal to the charge threshold, the uphill power required by the power battery is determined to be the rated power. If the second charge is greater than the charge threshold, the uphill power required by the power battery is determined to be the first value. The first value is the ratio of the charge threshold to the second duration of the vehicle's journey on the uphill section.

[0123] For example, the threshold for the power battery to consume electricity on an uphill section of road is (SOC). upLimite -SOC low )*E battery The first battery charge consumed by the vehicle on the uphill section is The second battery charge consumed by the vehicle on the uphill section is Among them, P continueCharacterizes the rated power of the power battery. In the first case, P dischargeB_C ≤P continue ,and Determine the uphill power requirement P of the power battery batteryB_C =P dischargeB_C That is, the uphill power requirement of the fuel cell is 0. In the second case, P dischargeB_C ≤P continue ,and Determine the uphill power requirement P of the power battery batteryB_C =(SOC) upLimite -SOC low )*E battery *V2 / S2. In the third case, P dischargeB_C >P continue ,and Determine the uphill power requirement P of the power battery batteryB_C =P continue In the fourth case, P dischargeB_C >P continue ,and Determine the uphill power requirement P of the power battery batteryB_C =(SOC) upLimite -SOC low )*E battery *V2 / S2.

[0124] Finally, based on the uphill power demand, uphill length, and uphill speed, the first change in the state of charge of the power battery on the uphill section is determined.

[0125] For example, in the first case mentioned above, the first change in the state of charge of the power battery on the uphill section, ΔSOC, is determined using formula (13). B_C :

[0126]

[0127] Substituting formulas (10), (11), and (12) into formula (13), we obtain formula (14).

[0128]

[0129] In the second scenario described above, the first change in the state of charge (SOC) of the power battery on the uphill section is ΔSOC. B_C =SOC upLimite -SOC low .

[0130] In the third scenario described above, the first change in the state of charge of the power battery on the uphill section.

[0131] In the fourth scenario described above, the first change in the state of charge (SOC) of the power battery on the uphill section is ΔSOC. B_C =SOC upLimite -SOC low .

[0132] In another embodiment, the ramp includes a downhill section, and the ramp starting point is the starting point of the downhill section. Accordingly, the road information of the ramp includes downhill section information. In this embodiment, the vehicle's travel route is sequentially flat road-downhill section-flat road, or the vehicle's travel route is sequentially flat road-downhill section-uphill section.

[0133] Optionally, based on the road information of the slope, the change in the state of charge of the power battery during driving on the slope is determined, including:

[0134] Based on the information from the downhill section, determine the second change in the state of charge of the power battery on the downhill section;

[0135] Based on the preset state of charge threshold and change amount, determine the first target state of charge of the power battery when the vehicle reaches the starting point of the slope, including:

[0136] The difference between the preset state of charge threshold and the second change amount determines the first target state of charge of the power battery when the vehicle travels to the starting point of the downhill section.

[0137] The specific implementation method for determining the second change in the state of charge of the power battery on the downhill section has been described in detail in the above embodiments and will not be repeated here.

[0138] It should be understood that if the vehicle's driving route is a flat road-downhill road-uphill road in sequence, then after determining the first target state of charge of the power battery when the vehicle reaches the starting point of the downhill road in the above manner, the current power demand of the power battery and the current power demand of the fuel cell are managed according to the method shown in Figure 1 based on the first target state of charge.

[0139] Furthermore, when a vehicle is traveling from a downhill section to an uphill section, the power demand of the fuel cell must be minimized to improve fuel cell efficiency. Additionally, to avoid the issue of low battery charge before the vehicle reaches the end of the uphill section, energy management of the fuel cell and battery must ensure that the energy consumed by the vehicle on the uphill section is less than or equal to the battery charge at the end of the downhill section. Specific energy management methods are described above and will not be repeated here.

[0140] Based on the same inventive concept, this disclosure also provides a vehicle energy management device. Figure 3This is a block diagram illustrating a vehicle energy management device according to an exemplary embodiment. The vehicle includes a fuel cell and a power battery. Figure 3 As shown, the vehicle energy management device 300 includes:

[0141] The acquisition module 301 is used to acquire the current first vehicle power requirement of the vehicle and the road information of the slope within a preset distance in front of the vehicle's location;

[0142] The first determining module 302 is used to determine the first target state of charge of the power battery when the vehicle travels to the starting point of the slope based on the road information of the slope.

[0143] The second determining module 303 is used to determine the current power demand of the power battery based on the current state of charge of the power battery, the target state of charge, and the first time the vehicle travels from its current position to the starting point of the ramp.

[0144] The third determining module 304 is used to determine the current power demand of the fuel cell based on the first vehicle power demand and the current power demand of the power battery.

[0145] Optionally, the first determining module 302 includes:

[0146] The first determining submodule is used to determine the change in the state of charge of the power battery on the slope based on the road information of the slope;

[0147] The second determining submodule is used to determine the first target state of charge of the power battery when the vehicle travels to the starting point of the ramp, based on a preset state of charge threshold and the change amount.

[0148] Optionally, the ramp includes an uphill section and the starting point of the ramp is the starting point of the uphill section; the road information includes uphill section information; the first determining submodule includes:

[0149] The third determining submodule is used to determine the second target state of charge of the power battery when the vehicle travels to the end point of the uphill section;

[0150] The fourth determining submodule is used to determine the first change in the state of charge of the power battery on the uphill section based on the uphill section information and the second target state of charge.

[0151] The second determining submodule is used to: determine the sum of the second target state of charge and the first change as the first target state of charge of the power battery when the vehicle travels to the starting point of the uphill section.

[0152] Optionally, the uphill section information includes uphill gradient, uphill length, and uphill speed;

[0153] The fourth determining submodule is used to: determine the motor torque and motor speed of the vehicle on the uphill section based on the uphill gradient and the uphill speed; determine the second vehicle power requirement of the vehicle on the uphill section based on the motor torque and motor speed of the vehicle on the uphill section; determine the uphill power requirement of the power battery on the uphill section based on the second vehicle power requirement, the rated power of the power battery, and the second target state of charge; and determine the first change in the state of charge of the power battery on the uphill section based on the uphill power requirement, the uphill length, and the uphill speed.

[0154] Optionally, the fourth determining submodule is further configured to: determine a threshold of the amount of electricity consumed by the power battery on the uphill section based on the second target state of charge, a preset state of charge threshold, and the capacity of the power battery; when the second vehicle power demand is less than or equal to the rated power of the power battery, estimate a first amount of electricity consumed by the vehicle on the uphill section based on the second vehicle power demand, the uphill length, and the uphill speed; if the first amount of electricity is less than or equal to the electricity threshold, determine the uphill power demand of the power battery as the second vehicle power demand; and if the first amount of electricity is greater than the electricity threshold, determine... The uphill power requirement of the power battery is defined as a first value. When the second vehicle power requirement is greater than the rated power of the power battery, the second amount of electricity consumed by the vehicle on the uphill section is estimated based on the rated power of the power battery, the uphill length, and the uphill speed. If the second amount of electricity is less than or equal to the electricity threshold, the uphill power requirement of the power battery is determined to be the rated power. If the second amount of electricity is greater than the electricity threshold, the uphill power requirement of the power battery is determined to be the first value. Wherein, the first value is the ratio of the electricity threshold to the second duration of the vehicle's travel on the uphill section.

[0155] Optionally, the fourth determining submodule is further configured to: determine the second total vehicle power requirement of the vehicle on the uphill section using the following formula:

[0156]

[0157] Among them, P dischargeB_C T represents the second total vehicle power requirement of the vehicle on the uphill section. tqB_C n represents the motor torque of the vehicle on the uphill section. tmB_C η represents the motor speed of the vehicle on the uphill section. tmCharacterizes motor efficiency.

[0158] Optionally, the ramp further includes a downhill section, and the end point of the uphill section is the starting point of the downhill section; the road information also includes downhill section information; the third determining submodule includes:

[0159] The fifth determining submodule is used to determine the second change in the state of charge of the power battery on the downhill section based on the downhill section information;

[0160] The sixth determining submodule is used to determine the difference between the preset state of charge threshold and the second change amount as the second target state of charge of the power battery when the vehicle travels to the starting point of the downhill section.

[0161] Optionally, the downhill section information includes downhill gradient, downhill length, and downhill speed;

[0162] The fifth determining submodule is further configured to: determine the motor torque and motor speed of the vehicle on the downhill section based on the downhill gradient and the downhill speed; determine the third vehicle power requirement of the vehicle on the downhill section based on the motor torque and motor speed of the vehicle on the downhill section; and determine the second change in the state of charge of the power battery on the downhill section based on the third vehicle power requirement, the downhill length, and the downhill speed.

[0163] Optionally, the fifth determining submodule is further configured to: determine the third vehicle power requirement of the vehicle on the downhill section using the following formula:

[0164]

[0165] Among them, P chargeC_D The third vehicle power requirement, T, represents the power demand of the vehicle on the downhill section. tqC_D n represents the motor torque of the vehicle on the downhill section. tmC_D η represents the motor speed of the vehicle on the downhill section. tm η represents the efficiency of the motor. charge Characterizes the charging efficiency of the power battery.

[0166] Optionally, the ramp includes a downhill section, the starting point of the ramp is the starting point of the downhill section, and the road information of the ramp includes downhill section information;

[0167] The first determining submodule is used to: determine a second change in the state of charge of the power battery on the downhill section based on the downhill section information;

[0168] The second determining submodule is used to: determine the first target state of charge of the power battery when the vehicle travels to the starting point of the downhill section by the difference between the preset state of charge threshold and the second change amount.

[0169] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0170] Figure 4 This is a block diagram illustrating a vehicle according to an exemplary embodiment. Figure 4 As shown, the vehicle 700 may include a processor 701 and a memory 702. The vehicle 700 may also include one or more of a multimedia component 703, an input / output (I / O) interface 704, and a communication component 705. Furthermore, the vehicle includes a fuel cell and a power battery, wherein the fuel cell and the power battery can work together to provide power for vehicle operation.

[0171] The processor 701 can be a microcontroller unit (MCU) on the vehicle, used to control the overall operation of the vehicle 700 to complete all or part of the steps in the vehicle energy management method described above. The memory 702 is used to store various types of data to support the operation of the vehicle 700. This data may include, for example, instructions for any application or method operating on the vehicle 700, and application-related data such as preset state of charge thresholds, vehicle mass, high-precision maps, transmitted and received messages, images, etc. The memory 702 can be implemented using any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 703 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in the memory 702 or transmitted via the communication component 705. The audio component also includes at least one speaker for outputting audio signals. I / O interface 704 provides an interface between processor 701 and other interface modules, such as keyboards, mice, and buttons. These buttons can be virtual or physical. Communication component 705 is used for wired or wireless communication between vehicle 700 and other devices. Wireless communication includes, for example, Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IoT, eMTC, or other 5G technologies, or combinations thereof, and is not limited herein. Therefore, the corresponding communication component 705 may include: Wi-Fi module, Bluetooth module, NFC module, etc.

[0172] In an exemplary embodiment, the vehicle 700 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the vehicle energy management method described above.

[0173] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the vehicle energy management method described above. For example, the computer-readable storage medium may be the memory 702 including program instructions, which may be executed by the processor 701 of the vehicle 700 to complete the vehicle energy management method described above.

[0174] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the vehicle energy management method described above when executed by the programmable device.

[0175] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0176] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0177] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle energy management method, characterized in that, The vehicle includes a fuel cell and a power battery, and the method includes: Obtain the vehicle's current first total power requirement and the road information of the slope within a preset distance in front of the vehicle's location; Based on the road information of the ramp, determine the change in the state of charge of the power battery on the ramp; Based on the preset state of charge threshold and the change amount, the first target state of charge of the power battery is determined when the vehicle travels to the starting point of the ramp. The current power demand of the power battery is determined based on the current state of charge of the power battery, the first target state of charge, and the first time the vehicle travels from its current position to the starting point of the ramp. The current power requirement of the fuel cell is determined based on the power requirement of the first vehicle and the current power requirement of the power battery. The ramp includes an uphill section, and the starting point of the ramp is the starting point of the uphill section; the road information of the ramp includes uphill section information, which includes uphill gradient, uphill length, and uphill speed; The step of determining the change in the state of charge of the power battery on the slope based on the road information of the slope includes: Determine the second target state of charge of the power battery when the vehicle reaches the end point of the uphill section; Based on the uphill gradient and the uphill speed, determine the motor torque and motor speed of the vehicle on the uphill section; Based on the motor torque and motor speed of the vehicle on the uphill section, determine the second total vehicle power requirement of the vehicle on the uphill section; Based on the second vehicle power requirement, the rated power of the power battery, and the second target state of charge, the uphill power requirement of the power battery on the uphill section is determined. Based on the uphill power demand, the uphill length, and the uphill speed, determine the first change in the state of charge of the power battery on the uphill section; The step of determining the first target state of charge of the power battery when the vehicle reaches the starting point of the ramp, based on a preset state of charge threshold and the change amount, includes: The sum of the second target state of charge and the first change is determined as the first target state of charge of the power battery when the vehicle travels to the starting point of the uphill section.

2. The method according to claim 1, characterized in that, Determining the uphill power requirement of the power battery on the uphill section based on the second vehicle power requirement, the rated power of the power battery, and the second target state of charge includes: Based on the second target state of charge, the preset state of charge threshold, and the capacity of the power battery, determine the threshold of the amount of electricity consumed by the power battery on the uphill section. When the second vehicle power requirement is less than or equal to the rated power of the power battery, the first amount of electricity consumed by the vehicle on the uphill section is estimated based on the second vehicle power requirement, the uphill length and the uphill speed. If the first amount of electricity is less than or equal to the electricity threshold, the uphill power requirement of the power battery is determined to be the second vehicle power requirement. If the first amount of electricity is greater than the electricity threshold, the uphill power requirement of the power battery is determined to be a first value. When the second vehicle power demand is greater than the rated power of the power battery, the second amount of electricity consumed by the vehicle on the uphill section is estimated based on the rated power of the power battery, the uphill length and the uphill speed. If the second amount of electricity is less than or equal to the electricity threshold, the uphill power demand of the power battery is determined to be the rated power. If the second amount of electricity is greater than the electricity threshold, the uphill power demand of the power battery is determined to be the first value. Wherein, the first value is the ratio of the battery threshold to the second duration of the vehicle's travel on the uphill section.

3. The method according to claim 1, characterized in that, The step of determining the second total vehicle power requirement on the uphill section based on the motor torque and motor speed of the vehicle on the uphill section includes: The second vehicle power requirement on the uphill section is determined by the following formula: in, The second vehicle power requirement characterizes the vehicle's power demand on the uphill section. This characterizes the motor torque of the vehicle on the uphill section. Characterizes the motor speed of the vehicle on the uphill section of road. Characterizes motor efficiency.

4. The method according to any one of claims 1-3, characterized in that, The ramp also includes a downhill section, and the end point of the uphill section is the starting point of the downhill section. The road information of the ramp also includes downhill section information. The determination of the second target state of charge of the power battery when the vehicle reaches the end point of the uphill section includes: Based on the downhill road information, determine the second change in the state of charge of the power battery on the downhill road. The difference between the preset state of charge threshold and the second change amount is determined as the second target state of charge of the power battery when the vehicle travels to the starting point of the downhill section.

5. The method according to claim 4, characterized in that, The downhill section information includes downhill gradient, downhill length, and downhill speed; determining the second change in the state of charge of the power battery on the downhill section based on the downhill section information includes: Based on the downhill gradient and the downhill speed, the motor torque and motor speed of the vehicle on the downhill section are determined; Based on the motor torque and motor speed of the vehicle on the downhill section, determine the third total vehicle power requirement of the vehicle on the downhill section; Based on the third vehicle power requirement, the downhill length, and the downhill speed, the second change in the state of charge of the power battery on the downhill section is determined.

6. The method according to claim 5, characterized in that, The step of determining the third required power of the vehicle on the downhill section based on the motor torque and motor speed of the vehicle on the downhill section includes: The third required power output of the vehicle on the downhill section is determined by the following formula: in, The third vehicle power requirement characterizes the vehicle's power demand on the downhill section. This characterizes the motor torque of the vehicle on the downhill section. This characterizes the motor speed of the vehicle on the downhill section of the road. Characterizing motor efficiency, Characterizes the charging efficiency of the power battery.

7. The method according to claim 1, characterized in that, The ramp includes a downhill section, the starting point of the ramp is the starting point of the downhill section, and the road information of the ramp includes downhill section information; the downhill section information includes downhill gradient, downhill length, and downhill speed; The step of determining the change in the state of charge of the power battery on the slope based on the road information of the slope includes: Based on the downhill gradient and the downhill speed, determine the motor torque and motor speed of the vehicle on the downhill section; Based on the motor torque and motor speed of the vehicle on the downhill section, determine the third total vehicle power requirement of the vehicle on the downhill section; Based on the third vehicle power requirement, the downhill length, and the downhill speed, determine the second change in the state of charge of the power battery on the downhill section; The step of determining the first target state of charge of the power battery when the vehicle reaches the starting point of the ramp, based on a preset state of charge threshold and the change amount, includes: The difference between the preset state of charge threshold and the second change amount determines the first target state of charge of the power battery when the vehicle travels to the starting point of the downhill section.

8. A vehicle energy management device, characterized in that, The vehicle includes a fuel cell and a power battery, and the device includes: The acquisition module is used to acquire the vehicle's current first total vehicle power requirement and the road information of the slope within a preset distance in front of the vehicle's current position; The first determining module is used to determine the change in the state of charge of the power battery on the slope based on the road information of the slope; and to determine the first target state of charge of the power battery when the vehicle travels to the starting point of the slope based on the preset state of charge threshold and the change. The second determining module is used to determine the current power demand of the power battery based on the current state of charge of the power battery, the first target state of charge, and the first time the vehicle travels from its current position to the starting point of the ramp. The third determining module is used to determine the current power demand of the fuel cell based on the first vehicle power demand and the current power demand of the power battery. The ramp includes an uphill section, and the starting point of the ramp is the starting point of the uphill section; the road information of the ramp includes uphill section information, which includes uphill gradient, uphill length, and uphill speed; The step of determining the change in the state of charge of the power battery on the slope based on the road information of the slope includes: Determine the second target state of charge of the power battery when the vehicle reaches the end point of the uphill section; Based on the uphill gradient and the uphill speed, determine the motor torque and motor speed of the vehicle on the uphill section; Based on the motor torque and motor speed of the vehicle on the uphill section, determine the second total vehicle power requirement of the vehicle on the uphill section; Based on the second vehicle power requirement, the rated power of the power battery, and the second target state of charge, the uphill power requirement of the power battery on the uphill section is determined. Based on the uphill power demand, the uphill length, and the uphill speed, determine the first change in the state of charge of the power battery on the uphill section; The step of determining the first target state of charge of the power battery when the vehicle reaches the starting point of the ramp, based on a preset state of charge threshold and the change amount, includes: The sum of the second target state of charge and the first change is determined as the first target state of charge of the power battery when the vehicle travels to the starting point of the uphill section.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps of the vehicle energy management method according to any one of claims 1-7.

10. A vehicle, characterized in that, include: Fuel cells and power batteries; A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the vehicle energy management method according to any one of claims 1-7.

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