Multi-stack hydrogen fuel cell vehicle energy management method, device and medium

Abstract

The invention relates to the technical field of hydrogen fuel cell vehicle energy management, in particular to a multi-stack hydrogen fuel cell vehicle energy management method and device and a medium, and the method comprises the steps: obtaining the required power of a vehicle and the SOC of a power battery; determining a distribution quantity according to the SOC of the power battery, and distributing the required power to power of the power battery and power of a fuel battery system according to the distribution quantity; according to the operation data of each electric pile of the fuel cell system in the previous vehicle operation time period, determining the total performance attenuation rate of each electric pile in the previous vehicle operation time period; determining the service life type of each electric pile according to the total performance attenuation rate; and distributing the fuel cell system power to the electric piles participating in the power distribution after the electric piles participating in the power distribution are determined in the current vehicle running time period. The difference of the working states of the electric piles is small, and the service lives of the electric piles are more balanced, so that the service life of the fuel cell is prolonged.

Description

Technical Field

[0001] The present invention relates to the technical field of hydrogen fuel cell vehicle energy management, and in particular to a multi-stack hydrogen fuel cell vehicle energy management method, device and medium. Background Art

[0002] With the promotion of hydrogen energy policies and the development of the industrial chain, the market share of hydrogen fuel cell vehicles is growing year by year. With the development of hydrogen fuel cell technology, the power of hydrogen fuel cell systems has gradually increased to more than 200kW. Automotive high-power hydrogen fuel mainly adopts multi-stack multi-system and multi-stack single-system technical routes. With the continuous iteration and upgrading of technology, single-stack single-system will also become possible.

[0003] Due to the complex operating environment and changing scenarios of the entire vehicle, multiple high-power hydrogen fuel cell systems frequently experience load changes. The working conditions of multiple stacks in the fuel cell system vary greatly. Some stacks that continuously bear a large workload are prone to rapid life decay, and the life of the entire fuel cell system will be reduced as a result. Summary of the invention

[0004] The purpose of the present invention is to provide an energy management method for a multi-stack hydrogen fuel cell vehicle, which divides the life type of each stack according to the total performance decay rate of the previous vehicle operation period, and allocates the power of the fuel cell system according to the life type classification during the current vehicle operation period, so as to avoid some stacks continuously bearing a large workload, thereby achieving the purpose of balancing the life loss of each stack to extend the life of the entire fuel cell system.

[0005] To achieve the above object, the present invention is implemented by adopting the following technical solutions.

[0006] In a first aspect, the present invention provides an energy management method for a multi-stack hydrogen fuel cell vehicle, comprising: Obtain the vehicle's required power and power battery SOC; Determine an allocation amount according to the power battery SOC, and allocate the required power to the power battery power and the fuel cell system power according to the allocation amount; Determine the total performance attenuation rate of each fuel cell stack in the previous vehicle operation period according to the operation data of each fuel cell stack in the fuel cell system in the previous vehicle operation period; Determining the life type of each fuel cell stack according to the total performance decay rate of each fuel cell stack; During the current vehicle operation period, the fuel cell stacks participating in power distribution are determined according to the fuel cell system power and the life types of the various fuel cell stacks, and the fuel cell system power is distributed to the fuel cell stacks participating in power distribution.

[0007] Optionally, in determining the total performance attenuation rate of each battery stack in the previous vehicle operation period according to the operation data of each battery stack in the previous vehicle operation period, the total performance attenuation rate of each battery stack is calculated as follows: Calculate the performance decay rate of the battery stack per hour during the previous vehicle operation period; The total performance decay rate of the battery stack during the previous vehicle operation period is calculated based on the hourly performance decay rate.

[0008] Optionally, the calculation formula for the single-hour performance decay rate is: ; Where: is the single-hour performance decay rate of the ith battery stack at the mth hour, is the voltage decay rate of each start and stop of the i-th stack, is the number of starts and stops of the i-th battery stack in that hour, is the voltage change rate of the stack caused by the i-th stack load condition, is the number of times the i-th battery stack is loaded within the hour, is the voltage change rate of the stack caused by the ith stack idle condition, is the idling time of the i-th battery stack in that hour, is the voltage change rate of the stack caused by the rated operating condition of the i-th stack, is the rated operating time of the ith battery stack in that hour, is the voltage attenuation rate of the i-th stack caused by the j-th variable operating condition, is the number of times the jth operating condition of the ith stack changes within the hour, is the voltage decay rate of the stack caused by the kth stable operating condition of the i-th stack, is the operating time of the kth stable operating condition of the ith fuel cell stack within that hour.

[0009] Optionally, the calculation formula for the total performance attenuation rate is: ; In the formula, B i represents the total performance attenuation rate of the ith battery stack during the previous vehicle operation period, is the single-hour performance decay rate of the ith battery stack in the mth hour.

[0010] Optionally, determining the life type of each fuel cell stack according to the total performance decay rate of each fuel cell stack includes: Calculating an estimated life span of each fuel cell stack according to the total performance attenuation rate of each fuel cell stack during the previous vehicle operation period; The calculation formula for the estimated life span is: ; In the formula, t Lfi represents the estimated life span of the i-th battery stack, represents the initial voltage of the i-th battery stack; If the estimated life span of the battery stack falls within the short life span range, the battery stack is determined to be a short life battery stack; If the estimated life span of the fuel cell stack falls within the medium life span range, the fuel cell stack is determined to be a medium life fuel cell stack; If the estimated life span of the fuel cell stack falls within the long life range, the fuel cell stack is determined to be a long life fuel cell stack.

[0011] Optionally, the lifespan type includes a short-life stack, a medium-life stack, and a long-life stack; and determining the stacks participating in power distribution according to the fuel cell system power and the lifespan type of each stack includes: If the fuel cell system power is less than or equal to the first preset threshold, all fuel cell stacks do not participate in power distribution; If the first preset threshold value is less than the fuel cell system power and less than the second preset threshold value, the fuel cell stacks participating in power distribution are all long-life fuel cell stacks; If the second preset threshold value < the fuel cell system power ≤ the third preset threshold value, the fuel cell stacks participating in power distribution are all long-life fuel cell stacks and medium-life fuel cell stacks; If the third preset threshold value is less than the fuel cell system power, the fuel cell stacks participating in power distribution are all long-life fuel cell stacks, medium-life fuel cell stacks and short-life fuel cell stacks.

[0012] Optionally, the method of distributing the power of the fuel cell system to the fuel cell stacks participating in the power distribution is average distribution.

[0013] Optionally, determining the allocation amount according to the power battery SOC, and allocating the required power to the power battery power and the fuel cell system power according to the allocation amount comprises: Determining the power of the fuel cell system according to the power battery SOC; Determining the power of the power battery according to the required power and the power of the fuel cell system; Wherein, determining the power of the fuel cell system according to the power battery SOC includes: Setting multiple SOC intervals within the preset SOC range, and determining the SOC interval in which the power battery SOC is located as the SOC target interval; Determining the fuel cell system power according to the SOC target interval; When the range of the SOC target interval is SOC≤Y1, determining that the fuel cell system power is a first preset power; When the range of the SOC target interval is Y2<SOC≤Y3, determining that the fuel cell system power is a second preset power; When the range of the SOC target interval is Y4<SOC≤Y5, determining that the fuel cell system power is a third preset power; When the range of the SOC target interval is Y6<SOC≤Y7, determining that the fuel cell system power is a fourth preset power; When the range of the SOC target interval is Y7≤SOC, determining that the fuel cell system power is 0; When the range of the SOC target interval is Y1<SOC≤Y2 or Y3<SOC≤Y4 or Y5<SOC≤Y6, obtaining the power of the fuel cell system determined last time as the fuel cell system power of the current SOC target interval; Among them, Y1, Y2, Y3, Y4, Y5, Y6, and Y7 are respectively the first SOC, the second SOC, the third SOC, the fourth SOC, the fifth SOC, the sixth SOC, and the seventh SOC; the first preset power> the second preset power> the third preset power> the fourth preset power.

[0014] In a second aspect, the present invention provides an energy management device for a multi-stack hydrogen fuel cell vehicle, comprising: An acquisition module is used to obtain the required power and power battery SOC of the vehicle; A first determination module, configured to determine an allocation amount according to the power battery SOC, and allocate the required power to the power battery power and the fuel cell system power according to the allocation amount; A second determination module is used to determine the total performance attenuation rate of each fuel cell stack in the previous vehicle operation period according to the operation data of each fuel cell stack in the previous vehicle operation period; A third determination module is used to determine the life type of each fuel cell stack according to the total performance decay rate of each fuel cell stack; The allocation module is used to determine the fuel cell stacks participating in power allocation according to the fuel cell system power and the life type of each fuel cell stack during the current vehicle operation period; and allocate the fuel cell system power to the fuel cell stacks participating in power allocation.

[0015] In a third aspect, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the energy management method for a multi-stack hydrogen fuel cell vehicle.

[0016] Compared with the prior art, the present invention has the following beneficial effects: (1) The present invention divides the vehicle's driving process into multiple vehicle operation periods, and the power allocation strategy in each vehicle operation period is based on the total performance decay rate of each battery stack in the previous vehicle operation period. In the previous vehicle operation period, the battery stack with a high total performance decay rate will be classified as a short-life battery stack. In the current operation period, the power allocation strategy will reduce the power allocation of the short-life battery stack, while the battery stack with a low total performance decay rate in the previous operation period will be classified as a long-life battery stack. In the current operation period, the long-life battery stack will bear more power allocation, thereby avoiding the situation where a single battery stack rapidly decays due to continuous bearing of a large power allocation. Under the management method of the present invention, each battery stack will be divided into different life types in different vehicle operation periods, and the corresponding power allocation will also be different. Therefore, during the vehicle driving process, the working state of each battery stack is less different and the life loss is more balanced, which can effectively extend the service life of the fuel cell.

[0017] (2) The present invention does not need to adjust the life type of each fuel cell stack in real time during the current vehicle operation period. After determining the fuel cell stacks involved in the allocation, the power can be directly evenly allocated without adjusting the power allocation ratio between the fuel cells. The control process is simple, the reliability is strong, and the function of balancing the life loss of the fuel cell stacks can be better achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 Shown is a schematic flow chart of a multi-stack hydrogen fuel cell vehicle energy management method in Example 1. DETAILED DESCRIPTION

[0019] The technical solution of the present invention is described in detail below through the accompanying drawings and specific embodiments. It should be understood that the embodiments of the present invention and the specific features in the embodiments are detailed descriptions of the technical solution of the present invention, rather than limitations on the technical solution of the present invention. The embodiments of the present invention and the technical features in the embodiments may be combined with each other unless there is a conflict.

[0020] The term "and / or" is only a description of the association relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " generally indicates that the related objects are in an "or" relationship.

[0021] Example 1 Combination Figure 1 This embodiment provides a multi-stack hydrogen fuel cell vehicle energy management method, which includes: Step S1, obtaining the required power of the vehicle and the power battery SOC; the power battery SOC can be directly obtained through the battery system controller.

[0022] In a specific embodiment, the method for obtaining the required power is: The motor torque is obtained according to the vehicle longitudinal dynamics driving equation, which is: Where: F t F is the driving force; f is the rolling resistance; F i is the slope resistance; F w is air resistance; F j is the acceleration resistance; T tq is the motor torque; i g is the transmission ratio of the transmission; i0 is the transmission ratio of the main reducer; is the transmission efficiency of the vehicle transmission system; r is the rolling radius of the tire; m is the vehicle mass; g is the acceleration of gravity; f is the friction coefficient; α is the road slope; C D is the drag coefficient; A is the frontal area; ρ is the air density; u is the vehicle climbing speed; t is the time; is the conversion factor for the vehicle's rotational mass.

[0023] At this time, the calculation formula for the vehicle's required power is:

[0024] Where P represents the required power and n represents the motor speed.

[0025] In another specific embodiment, the required power is obtained in the following manner: during the driving process of the vehicle, the vehicle control system VCU can collect the driver's accelerator pedal opening, brake pedal opening, brake switch, vehicle speed and gear position signals in real time, and the torque management module calculates the appropriate driving or braking torque. The torque is reasonably and necessary low-pass filtered, and then the smoothed required power is calculated (its value is unique at any time).

[0026] return Figure 1 , step S2, determining an allocation amount according to the power battery SOC, and allocating the required power to the power battery power and the fuel cell system power according to the allocation amount; Step S21, determining the fuel cell system power according to the power battery SOC; Step S22: determining the power battery power according to the required power and the fuel cell system power; the difference between the required power and the fuel cell system power is the power battery power allocated to the power battery.

[0027] In this embodiment, step S21 includes: Setting multiple SOC intervals within the preset SOC range, and determining the SOC interval in which the power battery SOC is located as the SOC target interval; Determining the fuel cell system power according to the SOC target interval; When the range of the SOC target interval is SOC≤Y1, determining that the fuel cell system power is a first preset power; When the range of the SOC target interval is Y2<SOC≤Y3, determining that the fuel cell system power is a second preset power; When the range of the SOC target interval is Y4<SOC≤Y5, determining that the fuel cell system power is a third preset power; When the range of the SOC target interval is Y6<SOC≤Y7, determining that the fuel cell system power is a fourth preset power; When the range of the SOC target interval is Y7≤SOC, determining that the fuel cell system power is 0; When the range of the SOC target interval is Y1<SOC≤Y2 or Y3<SOC≤Y4 or Y5<SOC≤Y6, obtaining the power of the fuel cell system determined last time as the fuel cell system power of the current SOC target interval; Among them, Y1, Y2, Y3, Y4, Y5, Y6, and Y7 are respectively the first SOC, the second SOC, the third SOC, the fourth SOC, the fifth SOC, the sixth SOC, and the seventh SOC; the first preset power> the second preset power> the third preset power> the fourth preset power.

[0028] Specifically, for different SOC target ranges, the power of the fuel cell system is different. As the SOC increases, the power output capacity of the power battery system increases, the power battery system can bear more required power allocation, and the corresponding fuel cell system power can be appropriately reduced, thereby extending the service life of the fuel cell system by reducing the workload of the fuel cell system.

[0029] In this embodiment, the intervals of Y1<SOC≤Y2 or Y3<SOC≤Y4 or Y5<SOC≤Y6 are used as hysteresis areas. When the SOC increases or decreases into these intervals, the fuel cell system power determined last time is used as the fuel cell system power of the current SOC target interval. That is, after the power battery SOC enters the SOC interval, the fuel cell system power does not change until the power battery SOC enters the next SOC interval, which can effectively reduce the frequency of changes in the fuel cell system power, so as to reduce the adverse effects of frequent changes in the fuel cell system power on the fuel cell system itself.

[0030] In combination with the following table, in a specific embodiment, the preset range of the SOC is 0~100%, Y1, Y2, Y3, Y4, Y5, Y6, and Y7 are 35%, 40%, 50%, 55%, 65%, 70%, and 85%, respectively, and the first preset power, the second preset power, the third preset power, and the fourth preset power are 155KW, 110KW, 80KW, and 50KW, respectively.

[0031] Table 1 SOC interval and fuel cell system power correspondence table SOC (%) Fuel cell system power (KW) 0<SOC≤35 155 35<SOC≤40 Hysteresis zone, keep the previous state 40<SOC≤50 110 50<SOC≤55 Hysteresis zone, keep the previous state 55<SOC≤65 80 65<SOC≤70 Hysteresis zone, keep the previous state 70<SOC≤85 50 85<SOC≤100 Downtime return Figure 1 Step S3: determining the total performance attenuation rate of each fuel cell stack in the previous vehicle operation period according to the operation data of each fuel cell stack in the previous vehicle operation period; In a specific embodiment, the vehicle operation period can be a preset determined time period, such as X hours, where X can be selected as a corresponding typical value according to the specific vehicle, or the vehicle start-stop period can be used as the vehicle operation period. The power allocation in each vehicle operation period is performed based on the operation data of the previous vehicle operation period.

[0032] Step S31, calculating the performance decay rate of the battery stack per hour during the previous vehicle operation period; Step S32: determining the total performance decay rate of the fuel cell stack during the previous vehicle operation period according to the hourly performance decay rate.

[0033] In a specific embodiment, the calculation formula of the hourly performance decay rate in step S31 is:

[0034] Where: is the single-hour performance decay rate of the ith battery stack at the mth hour, is the voltage decay rate of each start and stop of the i-th stack, is the number of starts and stops of the i-th battery stack in that hour, is the voltage change rate of the stack caused by the i-th stack load condition, is the number of times the i-th battery stack is loaded within the hour, is the voltage change rate of the stack caused by the ith stack idle condition, is the idling time of the i-th battery stack in that hour, is the voltage change rate of the stack caused by the rated operating condition of the i-th stack, is the rated operating time of the ith battery stack in that hour, is the voltage attenuation rate of the i-th stack caused by the j-th variable operating condition, is the number of times the jth operating condition of the ith stack changes within the hour, is the voltage decay rate of the stack caused by the kth stable operating condition of the i-th stack, is the operating time of the kth stable operating condition of the ith fuel cell stack within that hour.

[0035] The variable working condition and the stable working condition are set to j and k types respectively, and are determined according to the relevant provisions of the national standard evaluation method for comprehensive working conditions. The unit of the operating time is minute (min).

[0036] The calculation formula for the single-hour performance decay rate described in this embodiment adopts the standard formula of the national standard evaluation method, see GBT38914-2020.

[0037] In another specific embodiment, the hourly performance decay rate of each fuel cell stack can also be directly estimated based on the time the fuel cell stack participates in power distribution within the hour. The longer the time participating in power distribution, the higher the hourly performance decay rate. The specific corresponding relationship can be a preset proportional relationship or curve relationship.

[0038] Step S32: the calculation formula of the total performance attenuation rate in the previous vehicle operation period is:

[0039] In the formula, B i represents the total performance attenuation rate of the ith battery stack during the previous vehicle operation period, is the single-hour performance decay rate of the ith battery stack in the mth hour.

[0040] return Figure 1 , step S4, determining the life type of each battery stack according to the total performance decay rate of each battery stack; Specifically, the management method in this embodiment divides the vehicle's driving process into multiple vehicle operation periods, and in each vehicle operation period, power distribution control is performed according to the life type of each battery stack obtained in the previous operation period. This is equivalent to updating the life type of each battery stack once every operation period.

[0041] It is worth noting that the life type described in this embodiment does not correspond to the actual life of each fuel cell stack, but is merely used to characterize the degree of life loss of each fuel cell stack in the previous operating period, thereby serving as a basis for power allocation in the next operating period.

[0042] If a battery stack has a high total performance decay rate and a large degree of life loss in the previous vehicle operation period, then the battery stack will be classified as a short-life battery stack. In the next vehicle operation period, the power allocation borne by the battery stack will be reduced, thereby avoiding the situation where a battery stack continues to bear a large power allocation and its life decays too quickly.

[0043] Step S41, calculating the estimated life span of each battery stack according to the total performance attenuation rate of each battery stack; the calculation formula of the estimated life span is:

[0044] In the formula, t Lfi represents the estimated life span of the i-th battery stack, t Lfi The unit is hour (h), is the initial voltage of the ith stack, The unit is volt (V).

[0045] Step S42: if the estimated life span of the battery stack is within the short life span range, the battery stack is determined to be a short life battery stack; If the estimated life span of the fuel cell stack falls within the medium life span range, the fuel cell stack is determined to be a medium life fuel cell stack; If the estimated life span of the fuel cell stack falls within the long life range, the fuel cell stack is determined to be a long life fuel cell stack.

[0046] The short life range, the medium life range and the long life range are all predetermined based on parameters provided by the manufacturer or determined based on pre-calibration.

[0047] If the estimated life span interval spans two life span ranges, the life span type is determined based on the life span range with the larger proportion.

[0048] It can be understood that the purpose of the management method in this embodiment is to balance the life loss of each battery stack. Therefore, in this embodiment, the corresponding estimated life interval is determined by the total performance decay rate, and then the life type of the battery stack is divided according to the estimated life interval. Such a division result is more conducive to achieving the purpose of balancing the life loss of each battery stack.

[0049] Moreover, the estimated life range here is not the actual estimated life range of each fuel cell stack, but only the estimated life range under the performance decay rate, which is used to characterize the life loss of the fuel cell stack in the previous operating period.

[0050] return Figure 1Step S5: During the current vehicle operation period, determine the fuel cell stacks participating in power distribution according to the fuel cell system power and the life types of the various fuel cell stacks, and distribute the fuel cell system power to the fuel cell stacks participating in power distribution.

[0051] If the fuel cell system power is ≤ the first preset threshold, all fuel cell stacks remain idle and all fuel cell stacks do not participate in power distribution.

[0052] If the first preset threshold value is less than the fuel cell system power and less than the second preset threshold value, the fuel cell stacks participating in power distribution are all long-life fuel cell stacks; If the second preset threshold value < the fuel cell system power ≤ the third preset threshold value, the fuel cell stacks participating in power distribution are all long-life fuel cell stacks and medium-life fuel cell stacks; If the third preset threshold is less than the fuel cell system power, the fuel cell stacks participating in power distribution are all long-life fuel cell stacks, medium-life fuel cell stacks and short-life fuel cell stacks; Combining the above distribution principle, when the power of the fuel cell system is greater than the first preset threshold, all long-life stacks start to participate in power distribution first, and only when the power of the fuel cell system is greater than the third preset threshold, all short-life stacks start to participate in power distribution. As a result, during the current vehicle operation period, all long-life stacks will bear more workload than all short-life stacks to balance the differences in the working states of each stack during the previous vehicle operation period.

[0053] In a specific embodiment, the first preset threshold is the minimum value of the fuel cell system power, which can be set according to specific working conditions. Because hydrogen fuel cell vehicles usually have two power sources, a power battery system and a fuel cell system, in order to balance the working conditions of the two power sources, in actual work, the range of the fuel cell system power can be set according to the power battery SOC to meet the power and economy requirements of the vehicle. The second preset threshold and the third preset threshold are both within the range of the fuel cell system power.

[0054] During the current vehicle operation period, the fuel cell system power is distributed according to the above distribution method. The fuel cell system power is distributed to the battery stacks participating in the power distribution in an even distribution manner, thereby further simplifying the control and improving the reliability of the management method while balancing the battery stack life.

[0055] Specifically, under the control strategy of this embodiment, the life type classification of each battery stack in each vehicle operation period is also different accordingly, and the life type of the same battery stack in different operation periods will also be different according to the operation data in the previous operation period. Therefore, the same battery stack will not be classified as a long-life battery stack in each vehicle operation period, resulting in rapid attenuation of its life.

[0056] The control strategy in this embodiment can effectively avoid excessive differences in the working conditions of the various fuel cell stacks, making the losses of the various fuel cell stacks more balanced, thereby extending the working life of the entire fuel cell system.

[0057] Moreover, the control strategy in this embodiment only needs to evenly distribute the power of the fuel cell system after determining the battery stacks involved in the distribution. There is no need to adjust the power distribution ratio between each battery stack according to the actual working conditions. The control method is simple and can better achieve the function of balancing the battery stack losses.

[0058] Example 2 Based on the same inventive concept as that of Example 1, this embodiment provides an energy management device for a multi-stack hydrogen fuel cell vehicle, which includes: An acquisition module is used to obtain the required power and power battery SOC of the vehicle; A first determination module, configured to determine an allocation amount according to the power battery SOC, and allocate the required power to the power battery power and the fuel cell system power according to the allocation amount; A second determination module is used to determine the total performance attenuation rate of each fuel cell stack in the previous vehicle operation period according to the operation data of each fuel cell stack in the previous vehicle operation period; A third determination module is used to determine the life type of each battery stack according to the total performance decay rate of each battery stack; The allocation module is used to determine the fuel cell stacks participating in power allocation according to the fuel cell system power and the life type of each fuel cell stack, and allocate the fuel cell system power to the fuel cell stacks participating in power allocation.

[0059] Example 3 Based on the same inventive concept as Example 1, this embodiment provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, it implements the hydrogen fuel cell electric vehicle energy management method for extending the life of a hydrogen fuel cell as described in Example 1.

[0060] It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0061] 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 flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, 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 flowchart and / or block diagram. 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.

[0062] These computer program instructions may also be stored in a computer readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0063] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process in the computer or other programmable device. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0064] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the enlightenment of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the purpose of the present invention and the claims, which all fall within the protection of the present invention.

Claims

1. A multi-stack hydrogen fuel cell vehicle energy management method, characterized in that: include: Obtain the vehicle's required power and power battery SOC; Determine an allocation amount according to the power battery SOC, and allocate the required power to the power battery power and the fuel cell system power according to the allocation amount; Determine the total performance attenuation rate of each fuel cell stack in the previous vehicle operation period according to the operation data of each fuel cell stack in the fuel cell system in the previous vehicle operation period; Determining the life type of each fuel cell stack according to the total performance decay rate of each fuel cell stack; During the current vehicle operation period, the fuel cell stacks participating in power distribution are determined according to the fuel cell system power and the life types of the various fuel cell stacks, and the fuel cell system power is distributed to the fuel cell stacks participating in power distribution.

2. The multi-stack hydrogen fuel cell vehicle energy management method according to claim 1, characterized in that: According to the operation data of each battery stack in the previous vehicle operation period, the total performance attenuation rate of each battery stack in the previous vehicle operation period is determined. The calculation method of the total performance attenuation rate of each battery stack is: Calculate the performance decay rate of the battery stack per hour during the previous vehicle operation period; The total performance decay rate of the battery stack during the previous vehicle operation period is calculated based on the hourly performance decay rate.

3. The multi-stack hydrogen fuel cell vehicle energy management method according to claim 2 is characterized in that: The calculation formula for the single-hour performance decay rate is: ; Where: is the single-hour performance decay rate of the ith battery stack at the mth hour, is the voltage decay rate of each start and stop of the i-th stack, is the number of starts and stops of the i-th battery stack in that hour, is the voltage change rate of the stack caused by the i-th stack load condition, is the number of times the i-th battery stack is loaded within the hour, is the voltage change rate of the stack caused by the ith stack idle condition, is the idling time of the i-th battery stack in that hour, is the voltage change rate of the stack caused by the rated operating condition of the i-th stack, is the rated operating time of the ith battery stack in that hour, is the voltage attenuation rate of the i-th stack caused by the j-th variable operating condition, is the number of times the jth operating condition of the ith stack changes within the hour, is the voltage decay rate of the stack caused by the kth stable operating condition of the i-th stack, is the operating time of the kth stable operating condition of the ith fuel cell stack within that hour.

4. The multi-stack hydrogen fuel cell vehicle energy management method according to claim 3 is characterized in that: The calculation formula of the total performance attenuation rate is: ; In the formula, B i represents the total performance attenuation rate of the ith battery stack during the previous vehicle operation period, is the single-hour performance decay rate of the ith battery stack in the mth hour.

5. The multi-stack hydrogen fuel cell vehicle energy management method according to claim 4, characterized in that: Determining the life type of each battery stack according to the total performance attenuation rate of each battery stack includes: Calculating an estimated life span of each fuel cell stack according to the total performance attenuation rate of each fuel cell stack during the previous vehicle operation period; The calculation formula for the estimated life span is: ; In the formula, t Lfi represents the estimated life span of the i-th battery stack, represents the initial voltage of the i-th battery stack; If the estimated life span of the battery stack falls within the short life span range, the battery stack is determined to be a short life battery stack; If the estimated life span of the fuel cell stack falls within the medium life span range, the fuel cell stack is determined to be a medium life fuel cell stack; If the estimated life span of the fuel cell stack falls within the long life range, the fuel cell stack is determined to be a long life fuel cell stack.

6. The multi-stack hydrogen fuel cell vehicle energy management method according to claim 1, characterized in that: The life types include short-life battery stacks, medium-life battery stacks, and long-life battery stacks; and determining the battery stacks participating in power distribution according to the fuel cell system power and the life types of each battery stack includes: If the fuel cell system power is less than or equal to the first preset threshold, all fuel cell stacks do not participate in power distribution; If the first preset threshold value is less than the fuel cell system power and less than the second preset threshold value, the fuel cell stacks participating in power distribution are all long-life fuel cell stacks; If the second preset threshold value < the fuel cell system power ≤ the third preset threshold value, the fuel cell stacks participating in power distribution are all long-life fuel cell stacks and medium-life fuel cell stacks; If the third preset threshold value is less than the fuel cell system power, the fuel cell stacks participating in power distribution are all long-life fuel cell stacks, medium-life fuel cell stacks and short-life fuel cell stacks.

7. The multi-stack hydrogen fuel cell vehicle energy management method according to claim 6, characterized in that: The method of distributing the power of the fuel cell system to the fuel cell stacks participating in power distribution is average distribution.

8. The multi-stack hydrogen fuel cell vehicle energy management method according to claim 1, characterized in that: The determining of the allocation amount according to the power battery SOC and allocating the required power to the power battery power and the fuel cell system power according to the allocation amount comprises: Determining the power of the fuel cell system according to the power battery SOC; Determining the power of the power battery according to the required power and the power of the fuel cell system; Wherein, determining the power of the fuel cell system according to the power battery SOC includes: Setting multiple SOC intervals within the preset SOC range, and determining the SOC interval in which the power battery SOC is located as the SOC target interval; Determining the fuel cell system power according to the SOC target interval; When the range of the SOC target interval is SOC≤Y1, determining that the fuel cell system power is a first preset power; When the range of the SOC target interval is Y2<SOC≤Y3, determining that the fuel cell system power is a second preset power; When the range of the SOC target interval is Y4<SOC≤Y5, determining that the fuel cell system power is a third preset power; When the range of the SOC target interval is Y6<SOC≤Y7, determining that the fuel cell system power is a fourth preset power; When the range of the SOC target interval is Y7≤SOC, determining that the fuel cell system power is 0; When the range of the SOC target interval is Y1<SOC≤Y2 or Y3<SOC≤Y4 or Y5<SOC≤Y6, obtaining the power of the fuel cell system determined last time as the fuel cell system power of the current SOC target interval; Among them, Y1, Y2, Y3, Y4, Y5, Y6, and Y7 are respectively the first SOC, the second SOC, the third SOC, the fourth SOC, the fifth SOC, the sixth SOC, and the seventh SOC; the first preset power> the second preset power> the third preset power> the fourth preset power.

9. A multi-stack hydrogen fuel cell vehicle energy management device, characterized in that: include: An acquisition module is used to obtain the required power and power battery SOC of the vehicle; A first determination module, configured to determine an allocation amount according to the power battery SOC, and allocate the required power to the power battery power and the fuel cell system power according to the allocation amount; A second determination module is used to determine the total performance attenuation rate of each fuel cell stack in the previous vehicle operation period according to the operation data of each fuel cell stack in the previous vehicle operation period; A third determination module is used to determine the life type of each fuel cell stack according to the total performance decay rate of each fuel cell stack; A distribution module, used to determine the fuel cell stacks participating in power distribution according to the fuel cell system power and the life type of each fuel cell stack during the current vehicle operation period; The fuel cell system power is distributed to the fuel cell stacks participating in the power distribution.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, it implements a multi-stack hydrogen fuel cell vehicle energy management method as described in any one of claims 1-8.

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