Fuel cell energy control method, device, equipment and storage medium for ramp scenarios

Abstract

The present invention discloses a fuel cell energy control method, device, equipment, and storage medium for ramp scenarios. The method includes the following steps: calculating the total heat dissipation requirement of the fuel cell based on the required power of the fuel cell and the time it takes for the vehicle to travel from its current position to the top of the slope; using the total heat dissipation requirement to determine the required heat dissipation per unit time of the fuel cell; and determining the power of the fuel cell thermal management system based on the required heat dissipation per unit time of the fuel cell to manage the energy of the fuel cell vehicle. This application can reduce hydrogen consumption, minimize the number of load changes, and reduce the power of the thermal management system, thereby improving the energy management efficiency of the entire vehicle.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a fuel cell energy control method, device, equipment and storage medium for a slope scenario. Background Art

[0002] Guided by the goals of achieving carbon peak and carbon neutrality, the number of hydrogen fuel cell vehicles is increasing. Fuel cell systems generate electricity through electrochemical reactions, which, together with the power battery system, provides energy to the main drive motor, thereby driving the vehicle. The energy management strategy of fuel cell vehicles (such as fuel cell system target power setting and fuel cell system start and stop timing control) significantly affects hydrogen consumption. Therefore, optimizing the overall energy management strategy of fuel cell vehicles is particularly important.

[0003] In the current existing technology, conditions such as power battery SOC, motor torque, and motor speed are used as parameters to adjust the required power of the fuel cell system, without considering the power redundancy of the thermal management system caused by the power adjustment of the fuel cell system.

[0004] Therefore, how to improve the energy management efficiency of the entire vehicle is a technical problem that needs to be solved urgently. Summary of the Invention

[0005] The main purpose of the present invention is to provide a fuel cell energy control method, device, equipment and storage medium for slope scenarios, which can reduce hydrogen consumption, reduce the number of load changes, and reduce the power of the fuel cell thermal management system, thereby improving the energy management efficiency of the entire vehicle.

[0006] In a first aspect, the present application provides a fuel cell energy control method for a ramp scenario, wherein the method comprises the steps of:

[0007] Calculate the total heat dissipation requirement of the fuel cell based on the required power of the fuel cell and the time it takes for the vehicle to travel from its current position to the top of the slope;

[0008] Determine the heat dissipation required per unit time of the fuel cell using the total heat dissipation requirement;

[0009] The power of the fuel cell thermal management system is determined according to the heat dissipation required per unit time of the fuel cell to manage the energy of the fuel cell vehicle.

[0010] In combination with the first aspect above, as an optional implementation method, the heat dissipation requirement corresponding to the required power of the fuel cell is determined by looking up a table;

[0011] Calculate the time it takes for the vehicle to travel from its current position to the top of the slope based on the distance from the vehicle's starting point to the end point, the distance from the vehicle's current position to the slope entry point, and the current vehicle speed.

[0012] The total heat dissipation demand of the fuel cell is calculated according to the formula: Q=H(L1+L2) / s, where H is the heat dissipation demand corresponding to the required power of the fuel cell, L1 is the distance from the vehicle's current position to the entry point, L2 is the distance from the vehicle's entry point to the top of the slope, and s is the average vehicle speed within the preset time.

[0013] In combination with the first aspect above, as an optional implementation method, the current water temperature of the cooling water inlet of the fuel cell system, the maximum tolerable cooling water inlet temperature of the fuel cell system, the specific heat capacity of the coolant, and the total mass of the coolant are obtained;

[0014] According to the formula: h=[Q-Cm( - )]s / (L1+L2), determine the required heat dissipation of the fuel cell per unit time, where C is the specific heat capacity of the coolant, m is the total mass of the coolant, The maximum cooling water inlet temperature that the fuel cell system can withstand. The current water temperature at the fuel cell system cooling water inlet.

[0015] In combination with the first aspect above, as an optional implementation method, based on the acquired road elevation and driving distance along the way, the road slope value is calculated, and the slope power consumption coefficient is determined according to the road slope value;

[0016] Calculate the total energy consumption of driving to the top of the slope based on the vehicle power consumption, power consumption coefficient and travel distance during the preset time;

[0017] Calculate the maximum allowable discharge capacity of the power battery based on the current SOC value, the minimum allowable SOC value of the power battery, and the power of the equipped electric battery;

[0018] The required power of the fuel cell is determined according to the total energy consumption, the maximum discharge capacity allowed by the current power battery, and the time it takes for the entire vehicle to travel from the current position to the top of the slope.

[0019] In conjunction with the first aspect above, as an optional implementation, the road slope value is calculated according to the formula: i = tan {arcsin [(E2 - E1) / L2]} × 100%, where E1 is the road elevation at the vehicle's entry point, E2 is the road elevation at the top sampling point, and L2 is the distance from the vehicle's entry point to the top of the slope;

[0020] Calculate the total energy consumption from driving to the top of the slope using the formula: E = W*L1 / 100+aW*L2 / 100, where W is the vehicle's power consumption during the preset time, a is the power consumption coefficient, L1 is the distance from the vehicle's current position to the entry point, and L2 is the distance from the entry point to the top of the slope.

[0021] According to the formula: e=( - )* , calculate the maximum discharge capacity allowed by the current power battery, where, is the current SOC value, The minimum SOC value allowed for the power battery, The power of the equipped power battery;

[0022] According to the formula: P=[(Ee)s] / (L1+ L2), calculate the required power of the fuel cell.

[0023] In combination with the first aspect above, as an optional implementation, the required heat dissipation per unit time of the fuel cell is sent to the fuel cell stack FCU, and the power of the fuel cell thermal management system is calculated using the FCU, where the power of the fuel cell thermal management system includes: a cooling fan and a circulating water pump;

[0024] The power of the fuel cell thermal management system is sent to the controller system TMS so that the fuel cell vehicle energy is managed through the TMS.

[0025] In combination with the first aspect above, as an optional implementation method, when the vehicle reaches the top of the slope, the required power of the fuel cell is adjusted to a preset power, and after the downhill journey is completed, the energy management strategy is restored.

[0026] In a second aspect, the present application provides a fuel cell energy control device for a ramp scenario, the device comprising:

[0027] a calculation module for calculating the total heat dissipation requirement of the fuel cell based on the required power of the fuel cell and the time it takes for the vehicle to travel from the current position to the top of the slope;

[0028] a determination module, configured to determine a heat dissipation amount required per unit time for the fuel cell using the total heat dissipation requirement;

[0029] The management module is used to determine the power of the fuel cell thermal management system according to the heat dissipation required by the fuel cell per unit time, so as to manage the energy of the fuel cell vehicle.

[0030] In a third aspect, the present application further provides an electronic device comprising: a processor; and a memory, wherein the memory stores computer-readable instructions, and when the computer-readable instructions are executed by the processor, the method described in any one of the first aspects is implemented.

[0031] In a fourth aspect, the present application further provides a computer-readable storage medium storing computer program instructions, which, when executed by a computer, enables the computer to execute any one of the methods described in the first aspect.

[0032] This application provides a fuel cell energy control method, device, equipment, and storage medium for a ramp scenario. The method includes the following steps: calculating the total heat dissipation requirement of the fuel cell based on the required power of the fuel cell and the time it takes for the vehicle to travel from its current position to the top of the slope; using the total heat dissipation requirement to determine the required heat dissipation per unit time of the fuel cell; and determining the power of the fuel cell thermal management system based on the required heat dissipation per unit time of the fuel cell to manage the energy of the fuel cell vehicle. This application can reduce hydrogen consumption, minimize the number of load changes, and reduce the power of the fuel cell thermal management system, thereby improving the energy management efficiency of the entire vehicle.

[0033] It should be understood that the foregoing general description and the following detailed description are exemplary only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0035] Figure 1 This is a flow chart of a fuel cell energy control method for a slope scenario provided in an embodiment of the present application;

[0036] Figure 2 This is a schematic diagram of a fuel cell energy control device for a ramp scenario provided in an embodiment of the present application;

[0037] Figure 3 A schematic diagram of an electronic device provided in an embodiment of the present application;

[0038] Figure 4 A schematic diagram of a computer-readable program medium provided in an embodiment of the present application. DETAILED DESCRIPTION

[0039] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. In the following description, when referring to the drawings, like numbers in different figures represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all possible embodiments consistent with the present invention. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present invention, as detailed in the appended claims.

[0040] Furthermore, the drawings are merely schematic illustrations of the present disclosure and are not necessarily drawn to scale. Some of the blocks shown in the drawings are functional entities that do not necessarily correspond to physically or logically separate entities.

[0041] The embodiments of the present application provide a fuel cell energy control method, device, equipment and storage medium for a slope scenario, which can reduce hydrogen consumption, reduce the number of load changes, and reduce the power of the fuel cell thermal management system, thereby improving the energy management efficiency of the entire vehicle.

[0042] To achieve the above technical effects, the general ideas of this application are as follows:

[0043] A fuel cell energy control method for a ramp scenario, the method comprising the steps of:

[0044] S101: Calculate the total heat dissipation requirement of the fuel cell based on the required power of the fuel cell and the time it takes for the vehicle to travel from the current position to the top of the slope.

[0045] S102: Determine the heat dissipation required per unit time of the fuel cell using the total heat dissipation requirement.

[0046] S103: Determine the power of the fuel cell thermal management system according to the required heat dissipation of the fuel cell per unit time, so as to manage the energy of the fuel cell vehicle.

[0047] The embodiments of the present application are further described in detail below with reference to the accompanying drawings.

[0048] Reference Figure 1 , Figure 1 The figure shows a flow chart of a fuel cell energy control method for a ramp scenario provided by the present invention. Figure 1 As shown, the method includes the steps of:

[0049] Step S101: Calculate the total heat dissipation requirement of the fuel cell based on the required power of the fuel cell and the time it takes for the vehicle to travel from the current position to the top of the slope.

[0050] Specifically, the heat dissipation requirement corresponding to the required power of the fuel cell is determined by looking up a table. It can be understood that the required power has a one-to-one corresponding heat dissipation requirement. For example, the required power is calculated to be 16.21 kw / h and the heat required for heat dissipation is 11 kw / h.

[0051] The required power is 37.4kw / h, and the corresponding heat required for heat dissipation is 30.74kw / h.

[0052] Based on the distance from the vehicle's starting point to the end point, the distance from the vehicle's current position to the slope entry point, and the current vehicle speed, the time it takes for the vehicle to travel from its current position to the top of the slope is calculated, that is, t = (L1 + L2) / s.

[0053] The total heat dissipation demand of the fuel cell is calculated according to the formula: Q=H(L1+L2) / s, where H is the heat dissipation demand corresponding to the required power of the fuel cell, L1 is the distance from the vehicle's current position to the entry point, L2 is the distance from the vehicle's entry point to the top of the slope, and s is the average vehicle speed within the preset time.

[0054] In one embodiment, the step of calculating the required power of the fuel cell is further included, which includes:

[0055] Based on the acquired road elevation and driving distance along the way, the road slope value is calculated, and the slope power consumption coefficient is determined by the road slope value;

[0056] Calculate the total energy consumption of driving to the top of the slope based on the vehicle power consumption, power consumption coefficient and travel distance during the preset time;

[0057] Calculate the maximum allowable discharge capacity of the power battery based on the current SOC value, the minimum allowable SOC value of the power battery, and the power of the equipped electric battery;

[0058] The required power of the fuel cell is determined according to the total energy consumption, the maximum discharge capacity allowed by the current power battery, and the time it takes for the entire vehicle to travel from the current position to the top of the slope.

[0059] The road slope value is calculated according to the formula: i = tan {arcsin [(E2 - E1) / L2]} × 100%, where E1 is the road elevation at the vehicle entry point, E2 is the road elevation at the top sampling point, and L2 is the distance from the vehicle entry point to the top of the slope.

[0060] Calculate the total energy consumption from driving to the top of the slope using the formula: E = W*L1 / 100+aW*L2 / 100, where W is the vehicle's power consumption during the preset time, a is the power consumption coefficient, L1 is the distance from the vehicle's current position to the entry point, and L2 is the distance from the entry point to the top of the slope.

[0061] According to the formula: e=( - )* , calculate the maximum discharge capacity allowed by the current power battery, where, is the current SOC value, The minimum SOC value allowed for the power battery, The power of the equipped power battery;

[0062] According to the formula: P=[(Ee)s] / (L1+ L2), calculate the required power of the fuel cell.

[0063] For easier understanding, let's take an example. Before a hydrogen fuel cell vehicle drives, the driver confirms the destination, selects the driving route, obtains the road elevation and distance along the way from the on-board navigation system (GPS, GIS), and calculates the road slope value according to the formula: i=tan{arcsin[(E2-E1) / L2]}×100%, where E1 is the road surface elevation at the vehicle's entry point, E2 is the road surface elevation at the sampling point at the top of the slope, and L2 is the distance from the vehicle's entry point to the top of the slope.

[0064] The VCU obtains the recent flat-road vehicle power consumption W (unit: kWh / 100km, excluding the fuel cell system charge). The total energy consumption from driving to the top of the slope is calculated according to the formula: E = W*L1 / 100+aW*L2 / 100, where W is the vehicle power consumption during the preset time, a is the power consumption coefficient (calibrated based on the slope i through simulation experiments), L1 is the distance from the vehicle's current position to the slope entry point, and L2 is the distance from the vehicle's slope entry point to the top of the slope (this distance is also the trigger distance for the energy management strategy, obtained through calibration).

[0065] According to the formula: e=( - )* , calculate the maximum discharge capacity allowed by the current power battery, where, is the current SOC value, The minimum SOC value allowed for the power battery (to ensure that the power battery has sufficient energy recovery space at the beginning of downhill and will not fall below the power battery protection SOC value). The power battery capacity.

[0066] According to the formula: P = [(Ee)s] / (L1 + L2), the fuel cell power required during the time period when the vehicle travels to the top of the slope is calculated, where s is the average vehicle speed within the preset time (the average vehicle speed is generally relatively stable in high-speed scenarios).

[0067] In one embodiment, when the vehicle reaches the top of the slope, the required power of the fuel cell is adjusted to a preset power, and after the downhill journey is completed, the energy management strategy is restored.

[0068] It's understandable that after the vehicle reaches the top of the slope, the fuel cell system's required power is adjusted to the standby power (a calibrated value). Because the vehicle consumes too much energy when going uphill, natural wind is used to lower the water temperature on the downhill section to improve the vehicle's energy management efficiency, further reducing the thermal management system power. The recovery energy management strategy can be understood as determining the fuel cell thermal management system power and managing the fuel cell vehicle's energy.

[0069] Step S102: Using the total heat dissipation requirement, determine the heat dissipation requirement per unit time of the fuel cell.

[0070] Specifically, the current water temperature of the cooling water inlet of the fuel cell system, the maximum tolerable cooling water inlet temperature of the fuel cell system, the specific heat capacity of the coolant, and the total mass of the coolant are obtained;

[0071] According to the formula: h=[Q-Cm( - )]s / (L1+L2), determine the required heat dissipation of the fuel cell per unit time, where C is the specific heat capacity of the coolant, m is the total mass of the coolant, The maximum cooling water inlet temperature that the fuel cell system can withstand. The current water temperature of the cooling water inlet of the fuel cell system. It should be explained that h can be understood as the actual heat dissipation requirement of the FCU. In the fuel cell thermal management system control, it is the same parameter as H, that is, the heat dissipation requirement of the fuel cell system. - To calculate the amount of heat that can be reduced based on the temperature difference, thereby reducing the power of the fuel cell thermal management system.

[0072] It is understandable that after the total heat dissipation requirement of the fuel cell is calculated, the heat dissipation requirement per unit time of the fuel cell, ie, the average heat dissipation, is calculated using the total amount.

[0073] Step S103: Determine the power of the fuel cell thermal management system according to the heat dissipation required per unit time of the fuel cell to manage the energy of the fuel cell vehicle.

[0074] Specifically, the required heat dissipation per unit time of the fuel cell is sent to the fuel cell stack FCU, and the power of the fuel cell thermal management system is calculated using the FCU, where the power of the fuel cell thermal management system includes: a cooling fan and a circulating water pump;

[0075] The power of the fuel cell thermal management system is sent to the controller system TMS so that the fuel cell vehicle energy is managed through the TMS.

[0076] It can be understood that the power of the thermal management system is calculated based on the heat dissipation required by the fuel cell system per unit time (the factors affecting the power calculation include the heat sink area, coolant flow rate, the temperature difference between the coolant and the air, etc., and the power components include the cooling fan, circulating water pump, etc., which need to be calculated based on the matching thermal management system. This calculation is currently performed by the fuel cell system controller FCU).

[0077] Before driving a hydrogen fuel cell vehicle, the driver must confirm the destination and select a driving route (one section of which is the above-mentioned operating conditions);

[0078] Obtain the road elevation and distance along the way from the vehicle navigation system (GPS, GIS), and use Formula 1 to obtain the road slope value i = 5%;

[0079] Formula 1: Road slope value i = tan {arcsin[(E2 - E1) / L2]} × 100%; where E1 is the road elevation at the vehicle entry point, E2 is the road elevation at the top sampling point, and L2 is the distance from the vehicle entry point to the top of the slope.

[0080] Obtain the recent flat road vehicle power consumption of 100 kWh / 100km through VCU (for easy calculation and setting);

[0081] The total energy consumption of driving to the top of the slope is obtained by formula 2, E=45 kWh;

[0082] Formula 2: E = W*L1 / 100 + aW*L2 / 100; where L1 is the distance from the vehicle's current position to the slope entry point, and a is the slope power consumption coefficient (this value is calibrated based on the slope i and is calibrated through simulation experiments).

[0083] The maximum allowable discharge capacity of the current power battery is obtained by formula 3, e=30 kWh;

[0084] Formula 3: e=( - )*e battery; is the current SOC0 value, The minimum SOC value allowed for the power battery (to ensure that the power battery has sufficient energy recovery space at the beginning of downhill and will not fall below the power battery protection SOC value). The e-battery is equipped with the power battery power for the car;

[0085] The fuel cell system power requirement P = 30kW during the time period when the vehicle reaches the top of the slope is obtained from Formula 4.

[0086] Formula 4: P = [(Ee)s] / (L1 + L2); where s is the recent average vehicle speed (in highway scenarios, the average speed is generally relatively stable)

[0087] Based on the power demand of the fuel cell system, the FCU sends a heat dissipation demand H = 25kW to the TMS. The heat required to dissipate by the fuel cell system during the time period when the vehicle reaches the top of the slope is obtained using Formula 5.

[0088] Formula 5: Q = H (L1 + L2) / s = 25000w * (20000m + 10000m) / 22.22 (m / s) ≈ 33753kJ.

[0089] Using the above data, the required heat dissipation per unit time of the fuel cell system during the time period when the vehicle travels to the top of the slope is obtained through Formula 6;

[0090] Formula 6: h = [Q - Cm ( - )]s / (L1+ L2)=[33753-4.2*120 (85-65)]*22.22 / 30000≈17.5kW;

[0091] The maximum cooling water inlet temperature that the fuel cell system can withstand. is the current water temperature at the cooling inlet of the fuel cell system, C is the specific heat capacity of the coolant, and m is the total mass of the coolant;

[0092] Calculate the thermal management system power based on the heat dissipation required per unit time (i.e., heat dissipation demand) of the fuel cell system;

[0093] After the vehicle reaches the top of the slope, the required power of the fuel cell system is adjusted to the standby power (this value is a calibration value, and the standby power of the fuel cell system is 7kW). After the downhill is completed, the original energy management strategy is restored.

[0094] In one embodiment, a hydrogen fuel cell vehicle has a power battery capacity of 100 kWh, a fuel cell rated power of 130 kW, and a standby power of 15 kW. Under non-specific operating conditions, the fuel cell power demand strategy, which controls the fuel cell power demand based on the SOC value, is 31 kW at a high SOC, and the rated load is 49 tons. A simulated operating condition is set, consisting of a 20 km flat road (the energy management strategy is activated at a calibrated distance of 30 km from the uphill point), a 10 km uphill road (for ease of calculation, the uphill slope is calculated to be 5%, and the slope coefficient is calibrated to 1.5), and a downhill road. At the 20 km flat road, the power battery SOC is 55%, and the minimum allowable power battery SOC is set to 25% (the power battery self-protection SOC is generally around 15%). The average vehicle speed is 80 km / h. The specific heat capacity per unit volume of a commonly used fuel cell system coolant is similar to that of water. For ease of calculation, the coolant is treated as pure water. The volume of the cooling pipe inside a fuel cell system plus the vehicle end is about 120L, that is, the mass of the coolant is about 120kg.

[0095] According to the existing energy management strategy, when the power battery SOC is 55%, the fuel cell system power demand is about 60kW, and at this time the SOC will continue to decline, and the fuel cell system power demand will continue to increase to maintain power; after entering the uphill section, power consumption increases, and the fuel cell system power demand will continue to increase; after adopting the management strategy of this application, the fuel cell system power demand is maintained at about 30kW, and the fuel cell system heat dissipation demand is reduced from 25kW to 17.5kW, a decrease of 30%. At the same time, due to the increase in water temperature, the temperature difference between water temperature and air temperature increases, the heat conduction efficiency is improved, and the thermal management system power will drop by more than 30%. In summary, through this method, the fuel cell system is in a high efficiency range, the thermal management system power is reduced, and hydrogen consumption is reduced.

[0096] As can be understood, based on the vehicle control platform, the vehicle controller (VCU) acquires information such as vehicle status, driving speed, recent average power consumption, and SOC. It also obtains vehicle location information, driving route, road elevation, and distance along the way from the onboard navigation system and geographic information system (GPS, GIS). After obtaining this status information, the VCU calculates the power demand for the fuel cell system and transmits it to the fuel cell control system (FCU). The FCU uses this power demand to derive the fuel cell system's cooling requirements. The thermal management control system (TMS) uses this cooling requirement to control the cooling fan power, thereby achieving control over the fuel cell system, thermal management system, and power battery system. This method can maintain a relatively low fuel cell power level for extended periods, reducing hydrogen consumption and minimizing the number of load changes. It is foreseeable that due to the relatively low fuel cell system power, the cooling system water temperature will remain low. In this case, the fan power is reduced to keep the coolant temperature close to the maximum allowable inlet water temperature of the fuel cell system. This further reduces the thermal management system power and allows natural wind to cool the water temperature on downhill sections, thereby improving vehicle energy management efficiency. This method is particularly suitable for mountainous highways, minimizing the impact of frequent and long uphill and downhill descents on hydrogen consumption.

[0097] Reference Figure 2 , Figure 2 The figure shows a schematic diagram of a fuel cell energy control device for a ramp scenario provided by the present invention. Figure 2 As shown, the device includes:

[0098] Calculation module 201 is used to calculate the total heat dissipation requirement of the fuel cell based on the required power of the fuel cell and the time it takes for the vehicle to travel from the current position to the top of the slope.

[0099] The determination module 202 is configured to determine the heat dissipation required per unit time of the fuel cell using the total heat dissipation requirement.

[0100] Management module 203: It is used to determine the power of the fuel cell thermal management system according to the heat dissipation required by the fuel cell per unit time, so as to manage the energy of the fuel cell vehicle.

[0101] Furthermore, in a possible implementation, the calculation module is further configured to determine the heat dissipation requirement corresponding to the required power of the fuel cell by looking up a table;

[0102] Calculate the time it takes for the vehicle to travel from its current position to the top of the slope based on the distance from the vehicle's starting point to the end point, the distance from the vehicle's current position to the slope entry point, and the current vehicle speed.

[0103] The total heat dissipation demand of the fuel cell is calculated according to the formula: Q=H(L1+L2) / s, where H is the heat dissipation demand corresponding to the required power of the fuel cell, L1 is the distance from the vehicle's current position to the entry point, L2 is the distance from the vehicle's entry point to the top of the slope, and s is the average vehicle speed within the preset time.

[0104] Furthermore, in a possible implementation, the determination module is further configured to obtain the current water temperature of the cooling water inlet of the fuel cell system, the maximum tolerable cooling water inlet temperature of the fuel cell system, the specific heat capacity of the coolant, and the total mass of the coolant;

[0105] According to the formula: h=[Q-Cm( - )]s / (L1+L2), determine the required heat dissipation of the fuel cell per unit time, where C is the specific heat capacity of the coolant, m is the total mass of the coolant, The maximum cooling water inlet temperature that the fuel cell system can withstand. The current water temperature at the fuel cell system cooling water inlet.

[0106] Furthermore, in a possible implementation, the calculation module is further configured to calculate a road slope value based on the acquired road elevation and travel distance along the way, and determine a slope power consumption coefficient based on the road slope value;

[0107] Calculate the total energy consumption of driving to the top of the slope based on the vehicle power consumption, power consumption coefficient and travel distance during the preset time;

[0108] Calculate the maximum allowable discharge capacity of the power battery based on the current SOC value, the minimum allowable SOC value of the power battery, and the power of the equipped electric battery;

[0109] The required power of the fuel cell is determined according to the total energy consumption, the maximum discharge capacity allowed by the current power battery, and the time it takes for the entire vehicle to travel from the current position to the top of the slope.

[0110] Furthermore, in a possible implementation, the calculation module is further configured to calculate the road slope value according to the formula: i = tan {arcsin [(E2 - E1) / L2]} × 100%, where E1 is the road elevation at the vehicle's entry point, E2 is the road elevation at the top sampling point, and L2 is the distance from the vehicle's entry point to the top of the slope.

[0111] Calculate the total energy consumption from driving to the top of the slope using the formula: E = W*L1 / 100+aW*L2 / 100, where W is the vehicle's power consumption during the preset time, a is the power consumption coefficient, L1 is the distance from the vehicle's current position to the entry point, and L2 is the distance from the entry point to the top of the slope.

[0112] According to the formula: e=( - )* , calculate the maximum discharge capacity allowed by the current power battery, where, is the current SOC value, The minimum SOC value allowed for the power battery, The power of the equipped power battery;

[0113] According to the formula: P=[(Ee)s] / (L1+ L2), calculate the required power of the fuel cell.

[0114] Furthermore, in a possible implementation, the management module is further configured to send the required heat dissipation per unit time of the fuel cell to the fuel cell stack FCU, and use the FCU to calculate the power of the fuel cell thermal management system, wherein the power of the fuel cell thermal management system includes: a cooling fan and a circulating water pump;

[0115] The power of the fuel cell thermal management system is sent to the controller system TMS so that the fuel cell vehicle energy is managed through the TMS.

[0116] Furthermore, in a possible implementation, the management module is further configured to adjust the required power of the fuel cell to a preset power when the vehicle reaches the top of the slope, and to restore the energy management strategy after the downhill journey is completed.

[0117] Refer to the following Figure 3 The electronic device 300 according to this embodiment of the present invention will be described. Figure 3 The electronic device 300 shown is merely an example and should not limit the functions and scope of use of the embodiments of the present invention.

[0118] like Figure 3As shown, electronic device 300 is implemented as a general-purpose computing device. Components of electronic device 300 may include, but are not limited to, the aforementioned at least one processing unit 310, the aforementioned at least one storage unit 320, and a bus 330 connecting various system components (including storage unit 320 and processing unit 310).

[0119] The storage unit stores program codes, which can be executed by the processing unit 310, so that the processing unit 310 performs the steps according to various exemplary embodiments of the present invention described in the above “Example Method” section of this specification.

[0120] The storage unit 320 may include a readable medium in the form of a volatile memory unit, such as a random access memory unit (RAM) 321 and / or a cache memory unit 322 , and may further include a read-only memory unit (ROM) 323 .

[0121] The storage unit 320 may also include a program / utility 324 having a set (at least one) of program modules 325, such program modules 325 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0122] Bus 330 may represent one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processing unit, or a local bus using any of a variety of bus architectures.

[0123] The electronic device 300 can also communicate with one or more external devices (e.g., a keyboard, pointing device, Bluetooth device, etc.), one or more devices that enable a user to interact with the electronic device 300, and / or any device that enables the electronic device 300 to communicate with one or more other computing devices (e.g., a router, modem, etc.). This communication can occur via an input / output (I / O) interface 350. Furthermore, the electronic device 300 can communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network such as the Internet) via a network adapter 360. As shown, the network adapter 360 communicates with other modules of the electronic device 300 via a bus 330. It should be understood that, although not shown in the figure, other hardware and / or software modules can be used in conjunction with the electronic device 300, including but not limited to microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0124] Through the description of the above embodiments, it will be readily understood by those skilled in the art that the example embodiments described herein can be implemented via software or via a combination of software and necessary hardware. Therefore, the technical solutions according to the embodiments of the present disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, or mobile hard drive) or on a network and includes several instructions for enabling a computing device (such as a personal computer, server, terminal device, or network device) to execute the methods according to the embodiments of the present disclosure.

[0125] According to the solution of the present disclosure, a computer-readable storage medium is also provided, on which a program product capable of implementing the above-mentioned method of this specification is stored. In some possible implementations, various aspects of the present invention may also be implemented in the form of a program product, which includes program code. When the program product is executed on a terminal device, the program code is used to cause the terminal device to perform the steps according to various exemplary embodiments of the present invention described in the "Exemplary Methods" section of this specification.

[0126] refer to Figure 4 As shown, a program product 400 for implementing the above method according to an embodiment of the present invention is described. The program product 400 may be a portable compact disc read-only memory (CD-ROM) and include program code, and may be run on a terminal device, such as a personal computer. However, the program product of the present invention is not limited thereto. In this document, a readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0127] The program product may utilize any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or component, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: an electrical connection having one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0128] A computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium that can transmit, propagate, or transfer a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0129] The program code embodied on the readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0130] Program code for performing the operations of the present invention can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code can be executed entirely on the user computing device, partially on the user device, as a stand-alone software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server. In the case of a remote computing device, the remote computing device can be connected to the user computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0131] Furthermore, the above-described figures are merely illustrative of the processes included in the method according to exemplary embodiments of the present invention and are not intended to be limiting. It is readily understood that the processes illustrated in the above-described figures do not indicate or limit the temporal order of these processes. Furthermore, it is readily understood that these processes may be executed synchronously or asynchronously, for example, in multiple modules.

[0132] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

[0133] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

Claims

1. A fuel cell energy control method for a ramp scenario, characterized in that: include: Calculate the total heat dissipation requirement of the fuel cell based on the required power of the fuel cell and the time it takes for the vehicle to travel from its current position to the top of the slope; Determine the heat dissipation required per unit time of the fuel cell using the total heat dissipation requirement; Determining the power of the fuel cell thermal management system according to the required heat dissipation per unit time of the fuel cell to manage the energy of the fuel cell vehicle; wherein the heat dissipation requirement corresponding to the required power of the fuel cell is determined by looking up a table; Calculate the time it takes for the vehicle to travel from its current position to the top of the slope based on the distance from the vehicle's starting point to the end point, the distance from the vehicle's current position to the slope entry point, and the current vehicle speed. The total heat dissipation demand of the fuel cell is calculated using the formula: Q = H (L1 + L2) / s, where H is the heat dissipation demand corresponding to the required power of the fuel cell, L1 is the distance from the vehicle's current position to the entry point, L2 is the distance from the vehicle's entry point to the top of the slope, and s is the average vehicle speed within the preset time. Obtain the current water temperature of the fuel cell system cooling water inlet, the maximum cooling water inlet temperature that the fuel cell system can withstand, the specific heat capacity of the coolant, and the total mass of the coolant; According to the formula: h=[Q-Cm( - )]s / (L1+L2), determine the required heat dissipation of the fuel cell per unit time, where C is the specific heat capacity of the coolant, m is the total mass of the coolant, The maximum cooling water inlet temperature that the fuel cell system can withstand. The current water temperature at the fuel cell system cooling water inlet.

2. The method according to claim 1, characterized in that The method further includes the step of calculating the required power of the fuel cell, which comprises: Based on the acquired road elevation and driving distance along the way, the road slope value is calculated, and the slope power consumption coefficient is determined by the road slope value; Calculate the total energy consumption of driving to the top of the slope based on the vehicle power consumption, power consumption coefficient and travel distance during the preset time; Calculate the maximum allowable discharge capacity of the power battery based on the current SOC value, the minimum allowable SOC value of the power battery, and the power of the equipped electric battery; The required power of the fuel cell is determined according to the total energy consumption, the maximum discharge capacity allowed by the current power battery, and the time it takes for the entire vehicle to travel from the current position to the top of the slope.

3. The method according to claim 2, characterized in that include: The road slope value is calculated according to the formula: i = tan {arcsin [(E2 - E1) / L2]} × 100%, where E1 is the road elevation at the vehicle entry point, E2 is the road elevation at the top sampling point, and L2 is the distance from the vehicle entry point to the top of the slope. Calculate the total energy consumption from driving to the top of the slope using the formula: E = W*L1 / 100+aW*L2 / 100, where W is the vehicle's power consumption during the preset time, a is the power consumption coefficient, L1 is the distance from the vehicle's current position to the entry point, and L2 is the distance from the entry point to the top of the slope. According to the formula: e=( - )* , calculate the maximum discharge capacity allowed by the current power battery, where, is the current SOC value, The minimum SOC value allowed for the power battery, The power of the equipped power battery; According to the formula: P=[(Ee)s] / (L1+ L2), calculate the required power of the fuel cell.

4. The method according to claim 1, wherein The power of the fuel cell thermal management system is determined based on the heat dissipation required per unit time of the fuel cell to manage the energy of the fuel cell vehicle, including Sending the required heat dissipation per unit time of the fuel cell to the fuel cell stack FCU, and using the FCU to calculate the power of the fuel cell thermal management system, wherein the power of the fuel cell thermal management system includes: a cooling fan and a circulating water pump; The power of the fuel cell thermal management system is sent to the controller system TMS so that the fuel cell vehicle energy is managed through the TMS.

5. The method according to claim 1, characterized in that Also includes: When the vehicle reaches the top of the slope, the required power of the fuel cell is adjusted to the preset power, and the energy management strategy is restored after the downhill journey is completed.

6. A fuel cell energy control device for a ramp scenario, characterized in that: include: a calculation module for calculating the total heat dissipation requirement of the fuel cell based on the required power of the fuel cell and the time it takes for the vehicle to travel from the current position to the top of the slope; a determination module, configured to determine a heat dissipation amount required per unit time for the fuel cell using the total heat dissipation requirement; A management module, which is used to determine the power of the fuel cell thermal management system according to the heat dissipation required per unit time of the fuel cell, so as to manage the energy of the fuel cell vehicle; The calculation module is further used to determine the heat dissipation demand corresponding to the required power of the fuel cell by looking up a table; Calculate the time it takes for the vehicle to travel from its current position to the top of the slope based on the distance from the vehicle's starting point to the end point, the distance from the vehicle's current position to the slope entry point, and the current vehicle speed. The total heat dissipation demand of the fuel cell is calculated using the formula: Q = H (L1 + L2) / s, where H is the heat dissipation demand corresponding to the required power of the fuel cell, L1 is the distance from the vehicle's current position to the entry point, L2 is the distance from the vehicle's entry point to the top of the slope, and s is the average vehicle speed within the preset time. The determination module is also used to obtain the current water temperature of the cooling water inlet of the fuel cell system, the maximum tolerable cooling water inlet temperature of the fuel cell system, the specific heat capacity of the coolant and the total mass of the coolant; According to the formula: h=[Q-Cm( - )]s / (L1+L2), determine the required heat dissipation of the fuel cell per unit time, where C is the specific heat capacity of the coolant, m is the total mass of the coolant, The maximum cooling water inlet temperature that the fuel cell system can withstand. The current water temperature at the fuel cell system cooling water inlet.

7. An electronic device, characterized in that: The electronic device comprises: processor; A memory having computer-readable instructions stored thereon, wherein when the computer-readable instructions are executed by the processor, the method according to any one of claims 1 to 5 is implemented.

8. A computer-readable storage medium, characterized in that The computer program instructions are stored therein, and when the computer program instructions are executed by a computer, the computer is caused to execute the method according to any one of claims 1 to 5.

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