A method, apparatus and medium for optimizing power distribution in hydrogen fuel cell vehicles

Abstract

This invention relates to a method and apparatus for optimizing power allocation in hydrogen fuel cell vehicles, belonging to the field of power allocation technology for hydrogen fuel cell vehicles. The method includes: obtaining the current power demand; determining the life cycle stage of the hydrogen fuel cell engine based on its operating data; determining the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery based on the power range of the hydrogen fuel cell engine, the maximum power change rate, and the state of charge (SOC) threshold; and allocating the required power based on the power sequence of the hydrogen fuel cell engine and the power battery. This invention allows the hydrogen fuel cell engine to operate within a relatively wide power range in its initial stage, while restricting it to a narrower power range in the middle or late stages of its life cycle, thus extending the engine's service life.

Description

Technical Field

[0001] This invention relates to a method, apparatus, and medium for optimizing power distribution in hydrogen fuel cell vehicles, belonging to the field of power distribution technology for hydrogen fuel cell vehicles. Background Technology

[0002] Compared with pure electric heavy-duty trucks, hydrogen fuel cell hybrid heavy-duty trucks have advantages such as higher energy density, lower weight, faster refueling, and resistance to low temperatures. They also have high operating efficiency and are suitable for fixed routes, convenient hydrogen refueling, medium and long-distance trunk lines, and high-load scenarios.

[0003] Because hydrogen fuel cell hybrid heavy-duty trucks have two power sources—a power battery and a hydrogen fuel cell engine—the lifespan of each is closely related to their respective operating modes. The characteristics of the hydrogen fuel cell engine dictate that its lifespan can only be extended within a medium-load power range; faster loading and unloading rates will reduce its lifespan. The lifespan of the power battery is related to its depth of discharge; the greater the depth of discharge, the faster the battery lifespan decreases.

[0004] The vehicle's driving power is provided by the battery and the hydrogen fuel cell engine, and the sum of these two needs to meet the real-time operating requirements. Clearly, allocating power from both energy sources—meeting operating requirements while simultaneously extending the lifespan of both, especially the hydrogen fuel cell engine—is contradictory. Current technologies utilize a minimum hydrogen consumption limit strategy (ECMS) to allocate power to the driver's needs, but this only considers the minimum hydrogen consumption related to economics, leading to rapid degradation of the hydrogen fuel cell's lifespan. Summary of the Invention

[0005] The purpose of this invention is to improve the lifespan of hydrogen fuel cell engines by employing different power distribution limiting strategies for hydrogen fuel cell engines at different stages of their life cycle.

[0006] To achieve the above objectives, the present invention is implemented using the following technical solution.

[0007] In a first aspect, the present invention provides a method for optimizing power distribution in a hydrogen fuel cell vehicle, comprising:

[0008] Obtain the power demand at the current moment;

[0009] Based on the operating data of the hydrogen fuel cell engine, the life cycle stage of the hydrogen fuel cell engine is determined, wherein the life cycle stage includes the initial stage, the middle stage and the final stage.

[0010] Based on the aforementioned life cycle stage, the power range of the hydrogen fuel cell engine, the maximum power change rate of the hydrogen fuel cell engine, and the SOC threshold of the power battery are determined. The power range of the hydrogen fuel cell engine in the initial stage, the power range of the hydrogen fuel cell engine in the middle stage, and the power range of the hydrogen fuel cell engine in the final stage are progressively narrowed. The power range of the hydrogen fuel cell engine in the middle stage and the final stage does not include the low life cycle power range.

[0011] The power sequence of the hydrogen fuel cell engine and the power sequence of the power battery are determined based on the power range of the hydrogen fuel cell engine, the maximum power change rate, and the SOC threshold.

[0012] Based on the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery, the required power is allocated.

[0013] Optionally, based on the operating data of the hydrogen fuel cell engine, the life cycle stage of the hydrogen fuel cell engine is determined, including:

[0014] If the operating data of the hydrogen fuel cell engine is within the range of the initial stage operating data, then the hydrogen fuel cell engine is in the initial stage.

[0015] If the operating data of the hydrogen fuel cell engine is within the range of the operating data of the intermediate stage, then the hydrogen fuel cell engine is in the intermediate stage.

[0016] If the operating data of the hydrogen fuel cell engine is within the range of operating data in the final stage, then the hydrogen fuel cell engine is in the final stage.

[0017] Optionally, the operating data is the cumulative running time of the hydrogen fuel cell engine or the driving mileage of the vehicle while the hydrogen fuel cell engine is running.

[0018] Methods for obtaining cumulative runtime include:

[0019] Obtain the actual operating time of the hydrogen fuel cell engine;

[0020] The actual runtime is divided into a first duration of operation in the low-lifetime power range and a second duration of operation in the other power range.

[0021] The cumulative runtime is obtained by weighted summation of all first and second durations; where the weight of the first duration is greater than the threshold and the weight of the second duration is equal to the threshold.

[0022] Optionally, determining the maximum power change rate and the SOC threshold of the power battery based on the life cycle stage includes:

[0023] If the life cycle stage is the initial stage, the maximum power change rate is the first change rate, and the SOC threshold is the first SOC threshold;

[0024] If the life cycle stage is the mid-term stage, the maximum power change rate is the second change rate, and the SOC threshold is the second SOC threshold;

[0025] If the life cycle stage is the final stage, the maximum power change rate is the third change rate, and the SOC threshold is the third SOC threshold;

[0026] The first rate of change, the second rate of change, and the third rate of change decrease sequentially; the first SOC threshold, the second SOC threshold, and the third SOC threshold decrease sequentially.

[0027] Optionally, determining the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery based on the power range of the hydrogen fuel cell engine, the maximum power change rate, and the SOC threshold includes:

[0028] The power sequence of the hydrogen fuel cell engine is determined based on the power range of the hydrogen fuel cell engine and the maximum power change rate.

[0029] A preliminary power battery power sequence is obtained by subtracting the hydrogen fuel cell engine power sequence from the required power.

[0030] The power range of the power battery is determined based on the SOC threshold.

[0031] Power points outside the power range of the power battery power sequence are discarded to obtain the final power battery power sequence.

[0032] Optionally, the step of allocating demand power based on the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery includes:

[0033] Based on the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery, determine the actual hydrogen consumption sequence of the hydrogen fuel cell engine and the equivalent hydrogen consumption sequence of the power battery.

[0034] The total hydrogen consumption sequence is obtained based on the actual hydrogen consumption sequence and the equivalent hydrogen consumption sequence. The minimum hydrogen consumption is selected from the total hydrogen consumption sequence, and the power of the hydrogen fuel cell engine and the power of the power battery corresponding to the minimum hydrogen consumption are used as allocation amounts. The required power is allocated according to the allocation amounts.

[0035] Optionally, it further includes: determining the correspondence between the power battery power sequence and the equivalent hydrogen consumption sequence based on the life cycle stage;

[0036] Under the same power battery capacity, the equivalent hydrogen consumption in the initial stage is greater than the equivalent hydrogen consumption in the middle or final stage.

[0037] In a second aspect, the present invention provides a power distribution optimization device for a hydrogen fuel cell vehicle, comprising:

[0038] The power acquisition module is used to acquire the power demand at the current moment;

[0039] The first determining module is used to determine the life cycle stage of the hydrogen fuel cell engine based on the operating data of the hydrogen fuel cell engine, wherein the life cycle stage includes the initial stage, the middle stage and the final stage.

[0040] The second determining module is used to determine the power range of the hydrogen fuel cell engine, the maximum power change rate of the hydrogen fuel cell engine, and the SOC threshold of the power battery based on the life cycle stage; the power range of the hydrogen fuel cell engine in the initial stage, the power range of the hydrogen fuel cell engine in the middle stage, and the power range of the hydrogen fuel cell engine in the final stage are progressively narrowed; the power range of the hydrogen fuel cell engine in the middle stage and the final stage does not include the low life cycle power range.

[0041] The third determining module is used to determine the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery based on the power range of the hydrogen fuel cell engine, the maximum power change rate and the SOC threshold.

[0042] The power allocation module is used to allocate the required power according to the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery.

[0043] Thirdly, the present invention provides 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 the aforementioned hydrogen fuel cell vehicle power distribution optimization method.

[0044] Fourthly, the present invention provides a computer device comprising:

[0045] Memory, used to store instructions;

[0046] A processor is configured to execute the instructions, causing the device to perform operations that implement the power distribution optimization method for hydrogen fuel cell vehicles.

[0047] Compared with the prior art, the beneficial effects achieved by the present invention are as follows:

[0048] 1. The power allocation optimization method in this invention determines different power ranges at different stages of the hydrogen fuel cell engine's life cycle. In the initial stage, the hydrogen fuel cell engine can operate within a relatively wide power range and can appropriately operate in the low-life-capacity but high-efficiency operating range (low-life-capacity range) according to the driver's power demand, thereby achieving the goal of saving hydrogen consumption. In the middle or late stages of the hydrogen fuel cell engine's life cycle, the engine is restricted to operating within a narrower power range, excluding the low-life-capacity power range, to extend the engine's service life.

[0049] 2. This invention utilizes the operating data of hydrogen fuel cell engines as the basis for determining the life cycle stage. Furthermore, when using cumulative operating time as the operating data for judgment, this invention assigns different weights to the operating time at different hydrogen fuel cell engine power levels and uses the weighted sum as the cumulative operating time for judgment. The weighted cumulative operating time can more realistically reflect the lifespan degradation of hydrogen fuel cell engines, thus making the determined life cycle stage more accurate.

[0050] 3. This invention also sets different maximum power change rates according to different stages of the hydrogen fuel cell's life cycle. In the initial stage, the power change limit of the hydrogen fuel cell engine is small, allowing for faster response to the driver's power requests and saving hydrogen consumption. In the middle and later stages of the life cycle, the power change of the hydrogen fuel cell engine is more limited, further reducing the adverse effects of frequent operating point changes on the lifespan of the hydrogen fuel cell engine. Attached Figure Description

[0051] Figure 1 The diagram shown is a schematic flowchart of the power distribution optimization method for hydrogen fuel cell vehicles in Example 1.

[0052] Figure 2 This is a graph showing the relationship between the weight of the hydrogen fuel cell engine's operating time and its power in Example 1.

[0053] Figure 3 This is a schematic diagram showing the operating range of the hydrogen fuel cell engine power and power change rate under different life cycles in Example 1;

[0054] Figure 4 This is a schematic diagram of the power operating point distribution (initial stage) of the hydrogen fuel cell engine in Example 1;

[0055] Figure 5 This is a schematic diagram showing the distribution of power operating points of the hydrogen fuel cell engine in Example 1 (initial stage);

[0056] Figure 6This is a schematic diagram of the power operating point distribution (final stage) of the hydrogen fuel cell engine in Example 1;

[0057] Figure 7 This is a schematic diagram showing the distribution of power operating points (stages) of the hydrogen fuel cell engine in Example 1;

[0058] Figure 8 This is a schematic diagram showing the relationship between demanded power (driver's requested power in the figure), equivalent hydrogen consumption factor and total hydrogen consumption in Example 1.

[0059] Figure 9 This is a schematic diagram showing the relationship between total hydrogen consumption, equivalent hydrogen consumption factor, and hydrogen fuel cell engine power in Example 1. Detailed Implementation

[0060] It should be noted that:

[0061] The technical solution of the present invention will be described in detail below with reference to 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 thereof. In the absence of conflict, the embodiments of the present invention and the technical features in the embodiments can be combined with each other.

[0062] The term "and / or" simply describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. Additionally, the character " / " generally indicates that the preceding and following related objects have an "or" relationship. Example 1

[0063] Combination Figure 1 This embodiment introduces a power distribution optimization method for hydrogen fuel cell vehicles. The power system of the hydrogen fuel cell vehicle includes a hydrogen fuel cell engine and a power battery. The method includes:

[0064] Step S1: Obtain the power demand at the current moment;

[0065] The vehicle control unit (VCU) of the hydrogen fuel cell vehicle collects real-time signals from the driver's accelerator pedal opening, brake pedal opening, brake switch, vehicle speed, and gear position. The torque management module calculates the appropriate drive or braking torque. This torque is then subjected to appropriate low-pass filtering to ultimately calculate a smooth power demand (its value is unique at any given time).

[0066] Step S2: Based on the operating data of the hydrogen fuel cell engine, determine the life cycle stage of the hydrogen fuel cell engine, wherein the life cycle stage includes the initial stage, the middle stage and the final stage.

[0067] The operating data here can be parameters closely related to the operation of the hydrogen fuel cell engine, such as the cumulative operating time of the hydrogen fuel cell engine, which can accurately reflect the degree of wear and tear on the hydrogen fuel cell engine, or the driving range of the vehicle while the hydrogen fuel cell engine is operating.

[0068] Specifically, the process for determining the life cycle stage includes:

[0069] If the operating data of the hydrogen fuel cell engine is within the range of the initial stage operating data, then the hydrogen fuel cell engine is in the initial stage.

[0070] If the operating data of the hydrogen fuel cell engine is within the range of the operating data of the intermediate stage, then the hydrogen fuel cell engine is in the intermediate stage.

[0071] If the operating data of the hydrogen fuel cell engine falls within the range of operating data for the final stage, then the hydrogen fuel cell engine is in the final stage. The specific range of operating data can be determined based on experience and specific vehicle parameters.

[0072] In one specific embodiment, the operating data refers to the cumulative operating time of the hydrogen fuel cell engine. Given the operating characteristics of the hydrogen fuel cell engine, its operating power range directly affects the rate of lifespan degradation. Typically, the power range of the hydrogen fuel cell engine can be divided into at least a high-lifespan power range, a normal-lifespan power range, and a low-lifespan power range based on the rate of lifespan degradation.

[0073] Typically, the high lifespan power range is the middle range of the power range that a hydrogen fuel cell engine can achieve, roughly set between 25% and 75% of the rated power. The low lifespan power range is typically the two ends of the power range that a hydrogen fuel cell engine can achieve, roughly set between zero power and idle power and between 85% and 90% of the rated power. The ranges other than the high lifespan power range and the low lifespan power range are considered the normal power range.

[0074] When a hydrogen fuel cell engine operates in its low-power-life range, its lifespan decays rapidly. Therefore, this embodiment employs a weighted summation method in calculating the cumulative runtime to ensure that the cumulative runtime more accurately reflects the lifespan of the hydrogen fuel cell engine.

[0075] Specifically, the method for obtaining the cumulative runtime includes:

[0076] Step 2.1: Obtain the actual running time of the hydrogen fuel cell engine;

[0077] Step 2.2: Divide the actual runtime into a first runtime of operating in the low-lifetime power range and a second runtime of operating in the other power range;

[0078] Step 2.3: Perform a weighted sum of all first and second durations to obtain the cumulative runtime; where the weight of the first duration is greater than the threshold, and the weight of the second duration is equal to the threshold. The threshold here can be 1, or it can be flexibly selected according to the actual vehicle situation.

[0079] In one specific embodiment, combined with Figure 2 The actual runtime corresponding to different hydrogen fuel cell engine power is assigned different weight coefficients, and the cumulative runtime is obtained by weighted summation. The cumulative runtime obtained in this way can more accurately reflect the lifespan of the hydrogen fuel cell engine.

[0080] return Figure 1 Step S3: Based on the life cycle stage, determine the power range of the hydrogen fuel cell engine, the maximum power change rate of the hydrogen fuel cell engine, and the SOC threshold of the power battery.

[0081] Step S3.1: Determine the power range of the hydrogen fuel cell engine based on the aforementioned life cycle stage:

[0082] The power range of hydrogen fuel cell engines decreases sequentially from the initial stage to the mid-stage and the final stage. Furthermore, the power ranges for the mid-stage and final stages do not include the low-lifespan power range.

[0083] Through the above allocation method, in the initial stage, the hydrogen fuel cell engine itself has a low performance degradation rate and a strong ability to respond to power demands. Furthermore, in the initial stage, the lifespan degradation rate of the hydrogen fuel cell engine within each lifespan power range is slower compared to the mid- and late-stage stages. Therefore, the control strategy of this embodiment imposes less restriction on the power range of the hydrogen fuel cell engine during this period. The hydrogen fuel cell engine can appropriately operate in a low-lifespan power range with lower remaining lifespan but higher efficiency. During the power demand allocation process, the hydrogen fuel cell engine bears a larger share of the allocation compared to the power battery, thereby meeting the vehicle's power requirements while reducing hydrogen consumption to improve economy, and preventing the hydrogen fuel cell engine's lifespan degradation from becoming too rapid.

[0084] During the mid-term and late-term stages, the performance degradation rate of the hydrogen fuel cell engine itself is relatively high, its ability to respond to power demands is poor, and its lifespan decays rapidly. Therefore, the control strategy of this embodiment narrows the power range of the hydrogen fuel cell engine relative to the initial stage during this period, and the hydrogen fuel cell engine will not operate in the low lifespan power range during this period.

[0085] In the entire power demand distribution process, the hydrogen fuel cell engine undertakes a smaller share of the power distribution compared to the power battery, which can effectively reduce the lifespan degradation rate of the hydrogen fuel cell engine, while the power battery system will undertake a larger share of the power distribution to ensure the overall vehicle power performance.

[0086] As a specific embodiment, the power range of the hydrogen fuel cell engine in the initial, intermediate, and final stages of step S3 is as follows:

[0087] If the hydrogen fuel cell engine is in its initial stage, the lower limit of the power range of the hydrogen fuel cell engine is determined to be zero power, and the upper limit is determined to be 90% of the rated power of the hydrogen fuel cell engine;

[0088] If the hydrogen fuel cell engine is in the mid-term stage, the lower limit of the power range of the hydrogen fuel cell engine is determined to be the idle power, and the upper limit is determined to be 85% of the rated power;

[0089] If the hydrogen fuel cell engine is in its final stage, the lower limit of the power range of the hydrogen fuel cell engine is determined to be 25% of the rated power, and the upper limit is determined to be 75% of the rated power.

[0090] The percentages set in the allocatable power range are preset ratios and can be flexibly set according to different vehicles and operating conditions.

[0091] Step S3.2: Determine the maximum power change rate of the hydrogen fuel cell engine based on the aforementioned life cycle stage.

[0092] When the life cycle stage is the initial stage, the maximum power change rate is the first change rate;

[0093] When the life cycle stage is the mid-term stage, the maximum power change rate is the second change rate;

[0094] When the life cycle stage is the final stage, the maximum power change rate is the third change rate;

[0095] The first rate of change, the second rate of change, and the third rate of change decrease sequentially.

[0096] Combination Figure 3From the initial stage to the final stage, the range of power change rate of hydrogen fuel cell engines gradually decreases, and the maximum power change rate also gradually decreases.

[0097] The purpose of this approach is to minimize the performance degradation and slow lifespan decline of hydrogen fuel cell engines in the initial stages. During this period, the focus is on utilizing the hydrogen fuel cell engine to respond to power demands, thereby reducing hydrogen consumption and improving the overall vehicle economy. Therefore, the maximum power variation rate of the hydrogen fuel cell engine is also relatively large, further reducing its operational limitations.

[0098] During the mid-term and late-stages, hydrogen fuel cell engines experience significant performance degradation and rapid lifespan decline. Therefore, the focus during this period is on limiting the engine's operation to extend its lifespan. Consequently, the maximum power change rate of the hydrogen fuel cell engine is relatively small during this phase to mitigate the adverse effects of excessive power change rate on the engine's lifespan.

[0099] In one specific embodiment, the first rate of change is the maximum possible load rate of the hydrogen fuel cell engine; the second rate of change is 75% of the maximum possible load rate; and the third power rate of change is 50% of the maximum possible load rate. The 75% and 50% are preset percentages and can be flexibly set according to different vehicles and operating conditions.

[0100] Step S3.3: Determine the SOC threshold of the power battery based on the aforementioned life cycle stage;

[0101] When a hydrogen fuel cell engine is in the mid- or late-stages of its lifecycle, its power range narrows, its maximum power change rate decreases, and its ability to respond to power demands declines. To meet power demands, this embodiment determines the SOC threshold of the power battery according to the lifecycle stage of the hydrogen fuel cell engine, thereby compensating for the power gap caused by the limited operation of the hydrogen fuel cell engine. The SOC threshold is the allowable discharge cutoff threshold of the power battery.

[0102] When the lifecycle stage is the initial stage, the SOC threshold is the first SOC threshold;

[0103] When the lifecycle stage is the mid-stage, the SOC threshold is the second SOC threshold;

[0104] When the life cycle stage is the final stage, the SOC threshold is the third SOC threshold;

[0105] The first SOC threshold, the second SOC threshold, and the third SOC threshold decrease sequentially.

[0106] This adjustment method is mainly to adapt to the changes in the life cycle stage of hydrogen fuel cell engines. Specifically, in the initial stage, the operation of hydrogen fuel cell engines is less restricted, the SOC threshold of the power battery is higher, the power battery is more restricted, and the hydrogen fuel cell engine takes on a larger share of the power demand allocation. While utilizing the hydrogen fuel cell engine to quickly respond to power demand, it can also reduce hydrogen consumption.

[0107] In the mid-term and late-term stages, the operation of the hydrogen fuel cell engine is significantly limited, the SOC threshold gradually decreases, the power battery is less limited, and the power battery takes on a larger share of the power demand, thereby ensuring sufficient power for the whole vehicle after the hydrogen fuel cell engine is limited.

[0108] Furthermore, this adjustment method results in high wear and tear on the hydrogen fuel cell engine and low wear and tear on the power battery in the initial stage; and low wear and tear on the hydrogen fuel cell engine and high wear and tear on the power battery in the mid-term and final stages, thus enabling the hydrogen fuel cell engine and the power battery to reach their lifespan limits simultaneously to a certain extent.

[0109] In one specific embodiment, the first SOC threshold is 55%; the second SOC threshold is 40%; and the third SOC threshold is 30%. Each percentage is a preset ratio and can be flexibly set according to different vehicles and operating conditions.

[0110] return Figure 1 Step S4: Determine the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery based on the power range of the hydrogen fuel cell engine, the maximum power change rate and the SOC threshold.

[0111] Step S4.1: Determine the power sequence of the hydrogen fuel cell engine based on the power range of the hydrogen fuel cell engine and the maximum power change rate;

[0112] The power range of the hydrogen fuel cell engine determines the upper and lower power thresholds of the power sequence, and the maximum power change rate determines the maximum power interval between adjacent sequence points in the power sequence. The power sequence of the hydrogen fuel cell engine is determined based on the upper and lower power thresholds and the maximum power interval. Under normal circumstances, the sequence point interval in the power sequence of the hydrogen fuel cell engine is 2KW-8KW.

[0113] Step S4.2: Subtract the power sequence of the hydrogen fuel cell engine from the required power to obtain a preliminary power battery power sequence;

[0114] Step S4.3: Determine the power range of the power battery based on the SOC threshold; determine the maximum power of the power battery under the SOC threshold based on the SOC threshold, and use the maximum power as the upper limit of the power range of the power battery.

[0115] Step S4.4: Discard power points in the power battery power sequence that are outside the power battery power range to obtain the final power battery power sequence; all power points in the initial power battery power sequence that exceed the upper limit are discarded. Then, determine the corresponding hydrogen fuel cell engine power sequence based on the final power battery power sequence.

[0116] Since some sequence points in the power battery power sequence are discarded, the corresponding hydrogen fuel cell engine sequence points also need to be removed. Therefore, the corresponding hydrogen fuel cell engine power sequence is finally determined based on the final power battery power sequence.

[0117] return Figure 1 Step S5: Based on the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery, the required power is allocated; in this embodiment, the minimum hydrogen consumption strategy commonly used in the art is applied to allocate the required power; specifically,

[0118] Step S5.1: Determine the actual hydrogen consumption sequence and the equivalent hydrogen consumption sequence based on the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery;

[0119] Step S5.2: Obtain the total hydrogen consumption sequence based on the actual hydrogen consumption sequence and the equivalent hydrogen consumption sequence. Select the minimum hydrogen consumption from the total hydrogen consumption sequence. Use the power of the hydrogen fuel cell engine and the power of the power battery corresponding to the minimum hydrogen consumption as the allocation amount. Allocate the required power according to the allocation amount.

[0120] The actual hydrogen consumption sequence in step S5.1 can be obtained directly by looking up a table using the power of the hydrogen fuel cell engine.

[0121] The calculation method for the equivalent hydrogen consumption sequence mentioned in step S5.1 is as follows:

[0122] Step S5.1.1: Determine the life cycle stage of the hydrogen fuel cell engine;

[0123] Step S5.1.2: If the life cycle stage is the initial stage, the correspondence between the equivalent hydrogen consumption and the power battery power is the first correspondence.

[0124] If the life cycle stage is the mid-term or end-term stage, the correspondence between the equivalent hydrogen consumption and the power battery power is the second correspondence:

[0125] By using different calculation methods under different correspondences, two different equivalent hydrogen consumptions can be calculated under the same power battery power, thereby directly changing the equivalent hydrogen consumption sequence and the final allocation will also change accordingly.

[0126] In this embodiment, to meet control expectations at different stages, in the initial stage, the focus is on utilizing the hydrogen fuel cell engine to handle a larger share of the fuel cell load, thereby improving economic efficiency without significantly impacting its lifespan. In the mid- and late-stages, the focus is on reducing the proportion of fuel cell load handled by the hydrogen fuel cell engine, thereby extending its lifespan. To achieve the control objectives at these different stages, the equivalent hydrogen consumption obtained in the initial stage is greater than the equivalent hydrogen consumption obtained in the mid- or late-stages at the same power output.

[0127] Specifically, in the initial stage of the hydrogen fuel cell engine's life cycle, the engine is less constrained and can respond to power demands. At this time, the calculated equivalent hydrogen consumption corresponding to the battery power is relatively high, and the minimum hydrogen consumption control strategy will tend to allocate the required power to the hydrogen fuel cell engine. In the middle or late stage of the hydrogen fuel cell engine's life cycle, the engine is more constrained, while the battery is less constrained. At this time, the calculated equivalent hydrogen consumption corresponding to the battery power is relatively low, and the minimum hydrogen consumption control strategy will tend to allocate the required power to the battery, thereby ensuring that the allocation meets expectations (in the initial stage, the hydrogen fuel cell engine undertakes a larger allocation; in the middle and late stages, the battery undertakes a larger allocation).

[0128] As a specific embodiment, if the life cycle stage is the initial stage, the correspondence between the equivalent hydrogen consumption and the power battery power is the first correspondence.

[0129] The calculation method for the first correspondence is as follows: ; In the formula, s act Indicates the equivalent hydrogen consumption factor; t Indicates time; SOC(t) express t The actual value of the power battery's SOC at any given time; s nom Standard values ​​representing the equivalent hydrogen consumption factor; f SOC Standard value representing the equivalent hydrogen consumption factor s nom Adjustment coefficient function; f soc，I This represents the filtered signal. SOC ref This indicates the control reference value for the state of charge (SOC) of the power battery. SOC min This indicates the lower limit of the range of SOC variation for the power battery. SOC th This represents the difference between the upper and lower limits of the SOC range of the power battery; △ t Indicates the sampling period; q The exponent coefficient is a positive integer; S * nom Standard value representing the equivalent hydrogen consumption factor s nom The constant part; x Standard value representing the equivalent hydrogen consumption factor s nom The adaptive adjustment part; This indicates the instantaneous equivalent hydrogen consumption of the power battery; u Indicates control signal, This indicates that hydrogen has a low calorific value; Indicates the efficiency of the power battery charging and discharging path system; Indicates the power battery capacity;

[0130] In the formula SOC ref Depending on the vehicle's operating mode, the control strategy during the battery maintenance phase will cause the battery's State of Charge (SOC) to fluctuate within a certain control range. Therefore, the control reference value for the battery's SOC will vary. SOC ref It is usually set to a fixed value; if the vehicle operates in the hydrogen hybrid stage, and the control strategy in the hydrogen hybrid stage cannot control the power battery SOC within a range, then the control reference value for the power battery SOC is... SOC ref This value is typically set to vary with mileage, and the specific value can be calibrated for different vehicle conditions and usage scenarios. Other parameter values ​​in the formula can be obtained from the vehicle's own parameters, actual calibration, or set based on experience.

[0131] Combination Figure 4 and Figure 5 Through this calculation method, in the early stages of hydrogen fuel cell engine development, the hydrogen fuel cell engine can handle a larger share of the workload, which is in line with expectations.

[0132] If the life cycle of the hydrogen fuel cell engine is determined to be in the mid-term or late-term stage, the calculation method for the second correspondence between the equivalent hydrogen consumption and the power battery is as follows:

[0133] ; In the formula,s act Indicates the equivalent hydrogen consumption factor. t Indicates time; SOC(t) express t The actual value of the SOC of the power battery at any given time; s0 represents the constant part of the equivalent hydrogen consumption factor; K1 and K2 represent the coefficients of the equivalent hydrogen consumption factor; SOC ref This indicates the control reference value for the state of charge (SOC) of the power battery. This indicates the instantaneous equivalent hydrogen consumption of the power battery; u Indicates control signal, This indicates that hydrogen has a low calorific value; Indicates the efficiency of the power battery charging and discharging path system; This indicates the power of the battery.

[0134] Combination Figure 6 and Figure 7 According to this calculation method, when the hydrogen fuel cell engine is in the mid-term or late-term stage, the amount of distribution undertaken by the hydrogen fuel cell engine is less, which is in line with expectations; the operation of the hydrogen fuel cell engine is limited, and it only operates within a small range, and it will not operate at low lifespan power, thereby effectively extending the service life of the hydrogen fuel cell engine.

[0135] At the same power, the equivalent hydrogen consumption obtained by the two calculation methods are different, the total hydrogen consumption sequence is also different, and the allocation corresponding to the minimum hydrogen consumption in the total hydrogen consumption sequence is also different. This embodiment adopts different calculation methods according to different life cycle stages of the hydrogen fuel cell engine, which can ensure that the allocation of each life cycle stage meets the expectations, so as to achieve the purpose of extending the hydrogen fuel cell engine.

[0136] As a specific implementation, under the same operating conditions, calculating the equivalent hydrogen consumption and allocating the required power using the first and second correspondences will yield the following results: Figure 4 (Initial stage) Figure 6 Distribution of operating points of hydrogen fuel cell engines in the (final stage) and Figure 5 (Initial stage) Figure 7 The percentage of work points in the (final stage).

[0137] Figures 4 to 7 The difference in control results obtained by applying the two correspondences in this embodiment to the minimum hydrogen consumption strategy can be intuitively displayed. The two control results are respectively in line with the expected allocation of hydrogen fuel cell engine in the initial stage and the final stage (middle stage).

[0138] The method for calculating the total hydrogen consumption in step S5.2 is as follows: ; In the formula, Indicates total hydrogen consumption; This indicates the instantaneous, real hydrogen consumption of a hydrogen fuel cell engine.

[0139] Combination Figure 8 In one specific embodiment, after determining the total hydrogen consumption and required power, the equivalent hydrogen consumption factor can be determined directly by looking up a table.

[0140] Then, combine Figure 9 After determining the total hydrogen consumption and the equivalent hydrogen consumption factor, the allocated power of the hydrogen fuel cell engine can be determined directly by looking up a table. Looking up the table significantly reduces the computational workload. Example 2

[0141] This embodiment provides a power distribution optimization device for hydrogen fuel cell vehicles, which includes:

[0142] The power acquisition module is used to acquire the power demand at the current moment;

[0143] The first determining module is used to determine the life cycle stage of the hydrogen fuel cell engine based on the operating data of the hydrogen fuel cell engine, wherein the life cycle stage includes the initial stage, the middle stage and the final stage.

[0144] The second determining module is used to determine the power range of the hydrogen fuel cell engine, the maximum power change rate of the hydrogen fuel cell engine, and the SOC threshold of the power battery based on the life cycle stage; the power range of the hydrogen fuel cell engine in the initial stage, the power range of the hydrogen fuel cell engine in the middle stage, and the power range of the hydrogen fuel cell engine in the final stage are progressively narrowed; the power range of the hydrogen fuel cell engine in the middle stage and the final stage does not include the low life cycle power range.

[0145] The third determining module is used to determine the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery based on the power range of the hydrogen fuel cell engine, the maximum power change rate and the SOC threshold.

[0146] The power allocation module is used to allocate the required power according to the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery. Example 3

[0147] This embodiment provides a computer-readable storage medium storing a computer program thereon. When the computer program is executed by a processor, it implements the power distribution optimization method for hydrogen fuel cell vehicles described in Embodiment 1. Example 4

[0148] This embodiment provides a computer device, which includes:

[0149] Memory, used to store instructions;

[0150] A processor is configured to execute the instructions, causing the device to perform operations that implement the power distribution optimization method for hydrogen fuel cell vehicles as described in Embodiment 1.

[0151] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0152] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations 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, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0153] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0154] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0155] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the protection scope of the present invention.

Claims

1. A method for optimizing power distribution in hydrogen fuel cell vehicles, characterized in that: include: Obtain the power demand at the current moment; Based on the operating data of the hydrogen fuel cell engine, the life cycle stage of the hydrogen fuel cell engine is determined, wherein the life cycle stage includes the initial stage, the middle stage and the final stage. Based on the aforementioned life cycle stage, the power range of the hydrogen fuel cell engine, the maximum power change rate of the hydrogen fuel cell engine, and the SOC threshold of the power battery are determined. The power range of the hydrogen fuel cell engine in the initial stage, the power range of the hydrogen fuel cell engine in the middle stage, and the power range of the hydrogen fuel cell engine in the final stage are progressively narrowed. The power range of the hydrogen fuel cell engine in the middle stage and the final stage does not include the low life cycle power range. The power sequence of the hydrogen fuel cell engine and the power sequence of the power battery are determined based on the power range of the hydrogen fuel cell engine, the maximum power change rate, and the SOC threshold. Based on the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery, the required power is allocated.

2. The method for optimizing power distribution in a hydrogen fuel cell vehicle according to claim 1, characterized in that: Based on the operating data of the hydrogen fuel cell engine, determine the life cycle stage of the hydrogen fuel cell engine, including: If the operating data of the hydrogen fuel cell engine is within the range of the initial stage operating data, then the hydrogen fuel cell engine is in the initial stage. If the operating data of the hydrogen fuel cell engine is within the range of the operating data of the intermediate stage, then the hydrogen fuel cell engine is in the intermediate stage. If the operating data of the hydrogen fuel cell engine is within the range of operating data in the final stage, then the hydrogen fuel cell engine is in the final stage.

3. The method for optimizing power distribution in a hydrogen fuel cell vehicle according to claim 2, characterized in that: The operating data refers to the cumulative running time of the hydrogen fuel cell engine or the mileage of the vehicle while the hydrogen fuel cell engine is running. Methods for obtaining cumulative runtime include: Obtain the actual operating time of the hydrogen fuel cell engine; The actual runtime is divided into a first duration of operation in the low-lifetime power range and a second duration of operation in the other power range. The cumulative runtime is obtained by weighted summation of all first and second durations; where the weight of the first duration is greater than the threshold and the weight of the second duration is equal to the threshold.

4. The method for optimizing power distribution in a hydrogen fuel cell vehicle according to claim 1, characterized in that: Determining the maximum power change rate and the SOC threshold of the power battery based on the life cycle stage includes: If the life cycle stage is the initial stage, the maximum power change rate is the first change rate, and the SOC threshold is the first SOC threshold; If the life cycle stage is the mid-term stage, the maximum power change rate is the second change rate, and the SOC threshold is the second SOC threshold; If the life cycle stage is the final stage, the maximum power change rate is the third change rate, and the SOC threshold is the third SOC threshold; The first rate of change, the second rate of change, and the third rate of change decrease sequentially; the first SOC threshold, the second SOC threshold, and the third SOC threshold decrease sequentially.

5. The method for optimizing power distribution in a hydrogen fuel cell vehicle according to claim 4, characterized in that: The step of determining the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery based on the power range of the hydrogen fuel cell engine, the maximum power change rate, and the SOC threshold includes: The power sequence of the hydrogen fuel cell engine is determined based on the power range of the hydrogen fuel cell engine and the maximum power change rate. A preliminary power battery power sequence is obtained by subtracting the hydrogen fuel cell engine power sequence from the required power. The power range of the power battery is determined based on the SOC threshold. Power points outside the power range of the power battery power sequence are discarded to obtain the final power battery power sequence.

6. The method for optimizing power distribution in a hydrogen fuel cell vehicle according to claim 5, characterized in that: The step of allocating demand power based on the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery includes: Based on the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery, determine the actual hydrogen consumption sequence of the hydrogen fuel cell engine and the equivalent hydrogen consumption sequence of the power battery. The total hydrogen consumption sequence is obtained based on the actual hydrogen consumption sequence and the equivalent hydrogen consumption sequence. The minimum hydrogen consumption is selected from the total hydrogen consumption sequence, and the power of the hydrogen fuel cell engine and the power of the power battery corresponding to the minimum hydrogen consumption are used as allocation amounts. The required power is allocated according to the allocation amounts.

7. The method for optimizing power distribution in a hydrogen fuel cell vehicle according to claim 6, characterized in that: Also includes: The correspondence between the power battery power sequence and the equivalent hydrogen consumption sequence is determined based on the life cycle stage; Under the same power battery capacity, the equivalent hydrogen consumption in the initial stage is greater than the equivalent hydrogen consumption in the middle or final stage.

8. A power distribution optimization device for hydrogen fuel cell vehicles, characterized in that: include: The power acquisition module is used to acquire the power demand at the current moment; The first determining module is used to determine the life cycle stage of the hydrogen fuel cell engine based on the operating data of the hydrogen fuel cell engine, wherein the life cycle stage includes the initial stage, the middle stage and the final stage. The second determining module is used to determine the power range of the hydrogen fuel cell engine, the maximum power change rate of the hydrogen fuel cell engine, and the SOC threshold of the power battery based on the life cycle stage; the power range of the hydrogen fuel cell engine in the initial stage, the power range of the hydrogen fuel cell engine in the middle stage, and the power range of the hydrogen fuel cell engine in the final stage are progressively narrowed; the power range of the hydrogen fuel cell engine in the middle stage and the final stage does not include the low life cycle power range. The third determining module is used to determine the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery based on the power range of the hydrogen fuel cell engine, the maximum power change rate and the SOC threshold. The power allocation module is used to allocate the required power according to the power sequence of the hydrogen fuel cell engine and the power sequence of the power battery.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the power distribution optimization method for hydrogen fuel cell vehicles as described in any one of claims 1-8.

10. A computer device, characterized in that, include: Memory, used to store instructions; A processor is configured to execute the instructions, causing the device to perform operations that implement the power distribution optimization method for hydrogen fuel cell vehicles as described in any one of claims 1-8.

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