Hydrogen fuel cell vehicle energy management method and device and storage medium

Abstract

The invention relates to a hydrogen fuel cell vehicle energy management method and device and a storage medium, and belongs to the technical field of hydrogen fuel cell energy management.The management method comprises the steps that load parameters and braking duration during vehicle braking are obtained; according to the load parameters, the braking energy recovery level during braking is determined; accumulating the braking duration under each braking energy recovery level in the current charging time period to obtain an accumulated braking duration; if the sum of the accumulated braking durations of all the low recovery grades reaches a preset time threshold value, the vehicle enters the next charging time period, and the charging mode is determined to be a fast charging mode; and if the sum of the accumulated braking durations of all the high recovery grades reaches a preset time threshold value, the vehicle enters the next charging period, and the charging mode is determined to be an economic mode. According to the management method, in the charging process of the power battery system, the cooperative relation between braking energy recovery and the hydrogen fuel battery system can be adjusted, so that the dynamic property and the economical efficiency of the vehicle are both considered.

Description

Technical Field

[0001] The present invention relates to a hydrogen fuel cell vehicle energy management method, device and storage medium, belonging to the technical field of hydrogen fuel cell energy management. Background Art

[0002] Hydrogen fuel cell vehicles have two power sources: a hydrogen fuel cell system and a power battery system. The hydrogen fuel cell system can charge the power battery system to ensure the power of the entire vehicle.

[0003] For the charging power of the hydrogen fuel cell system, the existing mainstream control strategy is usually to control the hydrogen fuel cell system to output at a corresponding fixed power point according to the range of the SOC (State of Charge) of the power battery system. However, when the vehicle can use the braking recovery energy to charge the power battery system, the existing control strategy is difficult to adaptively adjust the charging mode of the hydrogen fuel cell system power according to the braking recovery energy, which may cause energy waste and increase hydrogen consumption or insufficient vehicle power and affect driving. Summary of the invention

[0004] The purpose of the present invention is to provide an energy management method for hydrogen fuel cell vehicles, which adaptively adjusts the charging mode of the hydrogen fuel cell system according to the vehicle's braking recovery level, thereby achieving the purpose of taking into account the power performance of the vehicle while optimizing the economy of the vehicle.

[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 a hydrogen fuel cell vehicle energy management method, comprising: Obtain the load parameters and braking duration of the vehicle during braking; determining a braking energy recovery level during braking according to the load parameter; The braking time at each braking energy recovery level in the current charging period is accumulated to obtain an accumulated braking time; each braking energy recovery level is divided into a low recovery level and a high recovery level; If the sum of the accumulated braking time of all low recovery levels reaches the preset time threshold, the vehicle enters the next charging period and determines that the charging mode of the hydrogen fuel cell system is the fast charging mode; If the sum of the accumulated braking times of all high recovery levels reaches a preset time threshold, the vehicle enters the next charging period and determines that the charging mode of the hydrogen fuel cell system is the economic mode.

[0007] Optionally, the load parameters include deceleration and gross vehicle weight, and determining the braking energy recovery level during braking according to the load parameters includes: Setting a maximum threshold of the deceleration, and setting a plurality of deceleration intervals below the maximum threshold of the deceleration; determining a deceleration interval in which the deceleration during braking is located as a first target interval; Setting a maximum threshold of the gross vehicle weight, and setting a plurality of gross vehicle weight intervals below the maximum threshold of the gross vehicle weight; determining a gross vehicle weight interval in which the gross vehicle weight during braking is located as a second target interval; The braking energy recovery level is determined according to the first target interval and the second target interval.

[0008] Optionally, determining the braking energy recovery level according to the first target interval and the second target interval includes: If the range of the first target interval is a≤a1 and the range of the second target interval is m≤m1, the braking energy recovery level is determined to be the first level; If the range of the first target interval is a1<a≤a2 and the range of the second target interval is m≤m1, or the range of the first target interval is a≤a1 and the range of the second target interval is m1<m≤m2; then the braking energy recovery level is determined to be the second level; If the range of the first target interval is a≤a1 and the range of the second target interval is m2<m≤m3, or the range of the first target interval is a1<a≤a2 and the range of the second target interval is m1<m≤m2, or the range of the first target interval is a2<a≤a3 and the range of the second target interval is m≤m1; then the braking energy recovery level is determined to be the third level; If the range of the first target interval is a2<a≤a3 and the range of the second target interval is m1<m≤m2, then determining the braking energy recovery level to be the fourth level; If the range of the first target interval is a1<a≤a2 and the range of the second target interval is m2<m≤m3, then the braking energy recovery level is determined to be the fifth level; If the range of the first target interval is a2<a≤a3 and the range of the second target interval is m2<m≤m3, then the braking energy recovery level is determined to be the sixth level; Among them, a represents the deceleration during braking, m represents the gross weight of the vehicle during braking; a1, a2, a3 are respectively the first preset deceleration, the second preset deceleration and the third preset deceleration, which gradually increase; the third preset deceleration is the maximum threshold of the deceleration; m1, m2, m3 are respectively the first preset total weight, the second preset total weight and the third preset total weight, which gradually increase, and the third preset total weight is the maximum threshold of the gross weight of the vehicle.

[0009] Optionally, the low recycling level includes a first level, a second level and a third level; and the high recycling level includes a fourth level, a fifth level and a sixth level.

[0010] Optionally, the sum of the accumulated braking durations of all low recovery levels is the low-level recovery weighted duration, and the calculation method of the low-level recovery weighted duration includes: The weighted sum of the accumulated braking times at the first level, the second level and the third level is obtained to obtain a low-level recovery weighted time; Among them, the cumulative braking time weight at the first level> the cumulative braking time weight at the second level> the cumulative braking time weight at the third level; The sum of the accumulated braking durations of all high recovery levels is the high-level recovery weighted duration. The calculation method of the high-level recovery weighted duration includes: The accumulated braking time at the fourth level, the fifth level and the sixth level is weightedly summed to obtain a high-level recovery weighted time; Among them, the accumulated braking time weight at the sixth level is greater than the accumulated braking time weight at the fifth level and greater than the accumulated braking time weight at the fourth level.

[0011] Optionally, when the charging mode is a fast charging mode or an economic mode, the charging method of the hydrogen fuel cell system includes: Determine the charging power of the hydrogen fuel cell system according to the SOC of the power battery system; Obtaining the braking energy recovery power and the recharge power of the power battery, and calculating the difference power between the recharge power and the braking energy recovery power; the upper limit of the braking energy recovery power is determined according to the braking energy recovery level; The smaller value between the charging power and the difference power is sent to the hydrogen fuel cell system as the target power.

[0012] Optionally, when the charging mode is a fast charging mode, determining the charging power of the hydrogen fuel cell system according to the SOC of the power battery system includes: Setting a plurality of SOC intervals within a preset SOC range, and determining the SOC interval in which the SOC of the power battery system is located as a SOC target interval; Determining a charging power of the hydrogen fuel cell system according to the SOC target interval; When the range of the SOC target interval is SOC<X1, obtaining a first output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is X1<SOC<X2, obtaining a second output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is X2<SOC, it is determined that the hydrogen fuel cell system stops outputting power, and the charging power is 0; X1 and X2 are respectively the first fast charge preset SOC and the second fast charge preset SOC; the first output power is greater than the second output power.

[0013] Optionally, when the charging mode is the economic mode, determining the charging power of the hydrogen fuel cell system according to the SOC of the power battery system includes: Setting a plurality of SOC intervals within a preset SOC range, and determining the SOC interval in which the SOC of the power battery system is located as a SOC target interval; Determining a charging power of the hydrogen fuel cell system according to the SOC target interval; When the range of the SOC target interval is SOC<Y1, obtaining a third output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is Y2<SOC<Y3, obtaining a fourth output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is Y4<SOC<Y5, obtaining the fifth output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is Y6<SOC<Y7, obtaining a sixth output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is Y7<SOC, it is determined that the hydrogen fuel cell system stops outputting power, and the charging 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 charging power of the hydrogen fuel cell system determined last time as the charging power of the current SOC target interval; Among them, Y1, Y2, Y3, Y4, Y5, Y6, and Y7 are respectively the first economic SOC, the second economic SOC, the third economic SOC, the fourth economic SOC, the fifth economic SOC, the sixth economic SOC, and the seventh economic SOC; the third output power>the fourth output power>the fifth output power>the sixth output power.

[0014] In a second aspect, the present invention provides a hydrogen fuel cell vehicle energy management device, comprising: An acquisition module is used to acquire load parameters and braking duration of the vehicle during braking; A first determination module, used to determine a braking energy recovery level during braking according to the load parameter; An accumulation module, used to accumulate the braking time at each braking energy recovery level in the current charging period to obtain the accumulated braking time at each braking energy recovery level; each braking energy recovery level is divided into a low recovery level and a high recovery level; A first control module is used to control the vehicle to enter the next charging period and determine that the charging mode of the hydrogen fuel cell system is a fast charging mode if the sum of the accumulated braking time of all low recovery levels reaches a preset time threshold; The second control module is used to control the vehicle to enter the next charging period and determine that the charging mode of the hydrogen fuel cell system is the economic mode if the sum of the accumulated braking time of all high recovery levels reaches a preset time threshold.

[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 a hydrogen fuel cell vehicle energy management method as described in the first aspect.

[0016] Compared with the prior art, the present invention has the following beneficial effects: The management method of the present invention can divide the driving process of the vehicle into multiple uninterrupted charging periods, and determine the switching time to enter the next charging period and the charging mode of the next charging period according to the cumulative duration of each braking energy recovery level in the current charging period, and the driver does not need to make manual selections during the entire driving process. Among them, the cumulative duration of each braking energy recovery level in the current charging period can directly reflect the amount of charging of braking energy recovery in the current charging period, and the amount of charging can reflect the risk of the SOC of the power battery system falling to the power limit threshold. The management method of the present invention determines the switching time and the charging mode based on the risk. When the risk is relatively large, the fast charging mode is used to quickly raise the SOC of the power battery to ensure power. When the risk is relatively small, the economic mode is used to reduce hydrogen consumption and improve economy; then after entering the next charging period, the control can be continued according to the above strategy, so that the power and economy of the whole vehicle can be taken into account during the driving process of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 Shown is a flow chart of a hydrogen fuel cell vehicle energy management method provided in Example 1. DETAILED DESCRIPTION

[0018] It should be noted that: 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.

[0019] 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.

[0020] Example 1 This embodiment introduces a hydrogen fuel cell vehicle energy management method. In a hydrogen fuel cell vehicle, a hydrogen fuel cell system and a power battery system are used together to provide energy for the entire vehicle. The hydrogen fuel cell system can be used as an auxiliary power source.

[0021] The power battery can be a variety of batteries, such as lithium batteries. During vehicle driving, in order to ensure that the SOC (State Of Charging) of the power battery is maintained above a limited threshold, it is necessary to use a hydrogen fuel cell system and recovered energy (such as vehicle braking recovery energy) to charge the power battery.

[0022] However, the recharge current of the power battery needs to be within the range allowed by the battery management system BMS (Battery Management System). There is an upper limit threshold for the recharge power of the power battery. Therefore, when the vehicle controller VCU uses the hydrogen fuel cell system and vehicle braking energy recovery to charge the power battery in coordination, the two need to be managed in a coordinated manner to ensure power while optimizing the economy of the vehicle.

[0023] Combination Figure 1 , the management method comprises: Step S1, obtaining load parameters and braking duration of the vehicle during braking.

[0024] In this embodiment, the load parameters are deceleration and gross vehicle weight; the calculation formulas for deceleration and gross vehicle weight are: ; In the formula, As the driving force of the vehicle, is the motor output torque, is the gearbox ratio, Speed ​​ratio of reducer, is the transmission efficiency, is the tire rolling radius, is the deceleration during braking, is the vehicle initial velocity, is the final speed of the vehicle, The vehicle speed is time, The vehicle speed is The time when the braking is started is m, and m is the gross vehicle weight during braking.

[0025] Step S2: determining the braking energy recovery level during braking according to the load parameter.

[0026] Step S21, setting a maximum threshold of the deceleration, setting a plurality of deceleration intervals below the maximum threshold of the deceleration; and determining the deceleration interval in which the deceleration under the current braking state is located as a first target interval.

[0027] Step S22, setting a maximum threshold of the gross vehicle weight, setting a plurality of gross vehicle weight intervals below the maximum threshold of the gross vehicle weight; and determining the gross vehicle weight in which the gross vehicle weight under the current braking state is located as a second target interval.

[0028] Step S23: determining the braking energy recovery level according to the first target interval and the second target interval.

[0029] Because different vehicle weights require different braking forces, in this embodiment, weight and deceleration are used as load parameters to divide the braking energy recovery level into six levels. A corresponding upper limit value of the motor-assisted braking torque is set for each braking energy recovery level. The higher the braking recovery level, the higher the upper limit value of the braking torque, and the higher the braking recovery power.

[0030] By setting the brake energy recovery level in this way, the driver's braking feeling under different loads can be kept relatively consistent, thereby ensuring that the brake energy recovery process will not affect the driver's normal driving experience.

[0031] Furthermore, in combination with Table 1, the specific division of the first target interval and the second target interval and the corresponding braking energy recovery level is as follows: Table 1: Braking energy recovery level classification table .

[0032] Specifically, if the range of the first target interval is a≤a1 and the range of the second target interval is m≤m1, the braking energy recovery level is determined to be the first level (level I in the table); If the range of the first target interval is a1<a≤a2 and the range of the second target interval is m≤m1, or the range of the first target interval is a≤a1 and the range of the second target interval is m1<m≤m2; then the braking energy recovery level is determined to be the second level (level II in the table); If the range of the first target interval is a≤a1 and the range of the second target interval is m2<m≤m3, or the range of the first target interval is a1<a≤a2 and the range of the second target interval is m1<m≤m2, or the range of the first target interval is a2<a≤a3 and the range of the second target interval is m≤m1; then the braking energy recovery level is determined to be the third level (Level III in the table); If the range of the first target interval is a2<a≤a3 and the range of the second target interval is m1<m≤m2, the braking energy recovery level is determined to be the fourth level (level IV in the table); If the range of the first target interval is a1<a≤a2 and the range of the second target interval is m2<m≤m3, the braking energy recovery level is determined to be the fifth level (level V in the table); If the range of the first target interval is a2<a≤a3 and the range of the second target interval is m2<m≤m3, the braking energy recovery level is determined to be the sixth level (VI level in the table); Wherein, a represents the deceleration during braking, m represents the gross vehicle weight during braking; a1, a2, a3 are respectively the first preset deceleration, the second preset deceleration and the third preset deceleration, which gradually increase; the third preset deceleration is the maximum threshold of deceleration; m1, m2, m3 are respectively the first preset gross weight, the second preset gross weight and the third preset gross weight, which gradually increase, and the third preset gross weight is the maximum threshold of the gross vehicle weight. a1, a2, a3 and m1, m2, m3 are all obtained by pre-calibration, and the specific values ​​obtained by different vehicle calibrations may be different.

[0033] Step S3, accumulating the braking time at each braking energy recovery level in the current charging period to obtain the accumulated braking time at each braking energy recovery level; each braking energy recovery level is divided into a low recovery level and a high recovery level; Since braking is usually intermittent and the duration of a single braking is short, if the duration of a single braking is directly used as the judgment amount for adjusting the charging mode, it is easy to cause the charging mode adjustment to be frequently triggered, which has an adverse effect on the loss of the hydrogen fuel cell itself, and a single braking may also cause false signal interference. Therefore, this embodiment adopts the method of accumulating braking duration, which can avoid frequent triggering of charging mode changes on the one hand, and avoid false signal interference on the other hand to ensure the authenticity of the duration.

[0034] The management method of this embodiment divides the vehicle driving process into multiple uninterrupted charging periods, and each charging period has a corresponding charging mode. When the current charging period enters the next period and which charging mode is used in the next period are determined by the accumulated braking time at each braking energy recovery level in the current charging period. The specific determination method is as follows: In a specific embodiment, the low recycling level includes a first level, a second level, and a third level; the high recycling level includes a fourth level, a fifth level, and a sixth level.

[0035] Step S4: If the sum of the accumulated braking time of all low recovery levels reaches the preset time threshold, the vehicle enters the next charging period and determines that the charging mode of the hydrogen fuel cell system is the fast charging mode; If the sum of the accumulated braking times of all high recovery levels reaches a preset time threshold, the vehicle enters the next charging period and determines that the charging mode of the hydrogen fuel cell system is the economic mode.

[0036] It can be understood that the braking energy recovery level can represent the strength of the braking energy recovery. According to the braking energy recovery level (divided into low level and high level) and the corresponding accumulated braking time, the low level recovery time and the high level recovery time in the current charging period can be determined. This embodiment essentially compares the low level recovery time and the high level recovery time in the current charging period to determine whether the braking energy recovery in the current charging period is sufficient to charge the power battery system.

[0037] If the high-level recovery time is greater than the low-level recovery time, it can be determined that the charge amount in the current charging period is sufficient, and the risk of the power battery SOC dropping to the power limiting threshold is relatively small. In the next charging period, the hydrogen fuel cell system can operate in economic mode to reduce hydrogen consumption and improve economy.

[0038] If the high-level recovery time is less than the low-level recovery time, it can be determined that the charging amount in the current charging period is insufficient, and the risk of the power battery SOC dropping to the power limiting threshold is relatively large. In the next charging period, the hydrogen fuel cell system needs to operate in fast charging mode to increase the SOC of the power battery system to ensure the power of the entire vehicle.

[0039] Based on this comparison strategy, this embodiment adopts a preset time threshold for judgment. Among the high-level recovery time and the low-level recovery time, the recovery time that reaches the preset time threshold first is undoubtedly longer. This method can not only simplify the control, without the need for the comparison and judgment steps of the high-level recovery time and the low-level recovery time, but also determine the switching timing of the charging period, so that the management method in this embodiment can continue to control the vehicle during driving until the vehicle is powered off. Specifically, if the sum of the accumulated braking time of the low recovery level in the current charging period reaches the preset time threshold, it can be determined that the high-level recovery time in the current charging period is less than the low-level recovery time, and the charging amount in the current charging period is relatively insufficient. In the next charging period, the hydrogen fuel cell needs to work in the fast charging mode to quickly raise the power battery SOC, so that the power battery system can maintain a higher SOC value range in real time to ensure that the vehicle has sufficient power performance when climbing long distances.

[0040] If the sum of the accumulated braking times of the high recovery level in the current charging period reaches the preset time threshold, it can be determined that the high-level recovery time in the current charging period is greater than the low-level recovery time, the charging amount in the current charging period is sufficient, and the risk of the power battery SOC dropping to the power limiting threshold is relatively small. Therefore, it is determined that the hydrogen fuel cell in the next charging period will operate in economic mode to optimize the economy of the entire vehicle while ensuring sufficient power and reduce the vehicle's hydrogen consumption.

[0041] It can be understood that the cumulative braking time in this embodiment is limited to the current charging period. After entering the next charging period, the cumulative braking time is reset to zero and then repeated, thereby performing uninterrupted control throughout the entire driving process of the vehicle and reducing the driver's workload.

[0042] Therefore, the sum of the accumulated braking time of the low recovery level or the high recovery level in this embodiment can not only be used to determine the switching timing of the charging period so that the management method can continue to control and manage during the vehicle driving process, but also can be used to determine the charging mode of the next charging period to ensure the power and economy of the whole vehicle, and has better practicality.

[0043] In one embodiment, the sum of the accumulated braking durations of all low recovery levels is the low-level recovery weighted duration, and the calculation method of the added low-level recovery weighted duration includes: The weighted sum of the accumulated braking times at the first level, the second level and the third level is obtained to obtain a low-level recovery weighted time; Among them, the cumulative braking time weight at the first level> the cumulative braking time weight at the second level> the cumulative braking time weight at the third level; Because the average braking energy recovery power corresponding to the first level is the lowest among all levels under normal conditions, the longer the first level lasts in a charging period, the greater the risk of the power battery SOC falling to the power limit threshold. Therefore, in this embodiment, the accumulated braking time of the first level is given a high weight. If the first level lasts for a long time, the vehicle will trigger the preset time threshold earlier to enter the next charging period and quickly raise the SOC value in the fast charging mode, thereby further avoiding power performance risks.

[0044] The sum of the accumulated braking time of all high recovery levels is the high-level recovery weighted time. The calculation method of the added high-level recovery weighted time includes: The accumulated braking time at the fourth level, the fifth level and the sixth level is weightedly summed to obtain a high-level recovery weighted time; Among them, the accumulated braking time weight at the sixth level is greater than the accumulated braking time weight at the fifth level and greater than the accumulated braking time weight at the fourth level.

[0045] Because the average braking energy recovery power corresponding to the sixth level is the highest among all levels under normal conditions, the longer the sixth level lasts in a charging period, the lower the risk of the power battery SOC falling to the power limit threshold. Therefore, in this embodiment, the accumulated braking time of the sixth level is given a high weight. If the sixth level lasts for a long time, the vehicle will trigger the preset time threshold earlier to enter the next charging period and charge the power battery system in economic mode, thereby further reducing hydrogen consumption while ensuring power.

[0046] In a specific embodiment, when the charging mode is a fast charging mode or an economic mode, the charging method of the hydrogen fuel cell system includes: Step 1: Determine the charging power of the hydrogen fuel cell system according to the SOC of the power battery system; Step 2: obtaining the braking energy recovery power and the recharging power of the power battery, and calculating the difference power between the recharging power and the braking energy recovery power; the upper limit of the braking energy recovery power is determined according to the braking energy recovery level; Step 3: Send the smaller value of the charging power and the difference power as the target power of the hydrogen fuel cell system to the hydrogen fuel cell system. Using the smaller value of the charging power and the difference power as the target power for control can avoid power overload. Under normal conditions, the hydrogen fuel cell system works at the charging power determined in step 1.

[0047] Specifically, when the charging mode is the fast charging mode, the step 1 includes: Setting a plurality of SOC intervals within a preset SOC range, and determining the SOC interval in which the SOC of the power battery system is located as a SOC target interval; Determining a charging power of the hydrogen fuel cell system according to the SOC target interval; When the range of the SOC target interval is SOC<X1, obtaining a first output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is X1<SOC<X2, obtaining a second output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is X2<SOC, it is determined that the hydrogen fuel cell system stops outputting power, and the charging power is 0; X1 and X2 are respectively the first fast charge preset SOC and the second fast charge preset SOC; the first output power is greater than the second output power.

[0048] In conjunction with Table 2, in a specific embodiment, the preset range of the SOC is 0-100%, the X1 is 75%, and the X2 is 85%. The first output power is 155KW, and the second output power is a preset transition power, which can be set to idle power.

[0049] In the fast charging mode, as long as the SOC is lower than X1, the hydrogen fuel cell will quickly charge the power battery system at the first output power to quickly increase the SOC of the power battery system, thereby ensuring the power of the entire vehicle.

[0050] Table 2: Correspondence between SOC and hydrogen fuel cell system power in fast charging mode .

[0051] When the charging mode is the economic mode, step 1 includes: Setting a plurality of SOC intervals within a preset SOC range, and determining the SOC interval in which the SOC of the power battery system is located as a SOC target interval; Determining a charging power of the hydrogen fuel cell system according to the SOC target interval; When the range of the SOC target interval is SOC<Y1, obtaining a third output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is Y2<SOC<Y3, obtaining a fourth output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is Y4<SOC<Y5, obtaining the fifth output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is Y6<SOC<Y7, obtaining a sixth output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is Y7<SOC, it is determined that the hydrogen fuel cell system stops outputting power, and the charging 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 charging power of the hydrogen fuel cell system determined last time as the charging power of the current SOC target interval; Among them, Y1, Y2, Y3, Y4, Y5, Y6, and Y7 are respectively the first economic SOC, the second economic SOC, the third economic SOC, the fourth economic SOC, the fifth economic SOC, the sixth economic SOC, and the seventh economic SOC; the third output power> the fourth output power> the fifth output power> the sixth output power. For different SOC target intervals, the charging power of the hydrogen fuel cell system is different. As the SOC increases, the corresponding charging power of the hydrogen fuel cell system decreases, which can further reduce hydrogen consumption while ensuring power.

[0052] 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 and enters these intervals, the charging power determined last time is used as the current charging power. That is, after the SOC of the power battery system enters the SOC interval, the charging power of the hydrogen fuel cell system does not change until the SOC enters the next SOC interval. This can effectively reduce the frequency of changes in the charging power, thereby reducing the adverse effects of frequent changes in the power of the hydrogen fuel cell system on the hydrogen fuel cell system itself.

[0053] In combination with Table 3, 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 third output power, the fourth output power, the fifth output power, and the sixth output power are 155KW, 110KW, 80KW, and 50KW respectively.

[0054] Table 3: Correspondence between SOC and hydrogen fuel cell system power in economic mode .

[0055] Example 2 Based on the same inventive concept as Example 1, this example introduces an energy management device for a hydrogen fuel cell vehicle, including: An acquisition module is used to acquire load parameters and braking duration of the vehicle during braking; A first determination module, used to determine a braking energy recovery level during braking according to the load parameter; An accumulation module, used for accumulating the braking time at each braking energy recovery level in the current charging period to obtain an accumulated braking time; each braking energy recovery level is divided into a low recovery level and a high recovery level; A first control module is used to control the vehicle to enter the next charging period and determine that the charging mode of the hydrogen fuel cell system is a fast charging mode if the sum of the accumulated braking time of all low recovery levels reaches a preset time threshold; The second control module is used to control the vehicle to enter the next charging period and determine that the charging mode of the hydrogen fuel cell system is the economic mode if the sum of the accumulated braking time of all high recovery levels reaches a preset time threshold.

[0056] Example 3 This embodiment provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps of a hydrogen fuel cell vehicle energy management method as described in Example 1.

[0057] 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.

[0058] 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.

[0059] 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 comprising 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.

[0060] 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. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0061] 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 hydrogen fuel cell vehicle energy management method, characterized in that: The method comprises: Obtain the load parameters and braking duration of the vehicle during braking; determining a braking energy recovery level during braking according to the load parameter; Accumulating the braking time at each braking energy recovery level in the current charging period to obtain the accumulated braking time at each braking energy recovery level; each braking energy recovery level is divided into a low recovery level and a high recovery level; If the sum of the accumulated braking time of all low recovery levels reaches the preset time threshold, the vehicle enters the next charging period and determines that the charging mode of the hydrogen fuel cell system is the fast charging mode; If the sum of the accumulated braking times of all high recovery levels reaches a preset time threshold, the vehicle enters the next charging period and determines that the charging mode of the hydrogen fuel cell system is the economic mode.

2. The hydrogen fuel cell vehicle energy management method according to claim 1, characterized in that: The load parameters include deceleration and gross vehicle weight, and determining the braking energy recovery level during braking according to the load parameters includes: Setting a maximum threshold of the deceleration, and setting a plurality of deceleration intervals below the maximum threshold of the deceleration; determining a deceleration interval in which the deceleration during braking is located as a first target interval; Setting a maximum threshold of the gross vehicle weight, and setting a plurality of gross vehicle weight intervals below the maximum threshold of the gross vehicle weight; determining a gross vehicle weight interval in which the gross vehicle weight during braking is located as a second target interval; The braking energy recovery level is determined according to the first target interval and the second target interval.

3. The hydrogen fuel cell vehicle energy management method according to claim 2, characterized in that: Determining the braking energy recovery level according to the first target interval and the second target interval includes: If the range of the first target interval is a≤a1 and the range of the second target interval is m≤m1, determining the braking energy recovery level to be the first level; If the range of the first target interval is a1<a≤a2 and the range of the second target interval is m≤m1, or the range of the first target interval is a≤a1 and the range of the second target interval is m1<m≤m2; then the braking energy recovery level is determined to be the second level; If the range of the first target interval is a≤a1 and the range of the second target interval is m2<m≤m3, or the range of the first target interval is a1<a≤a2 and the range of the second target interval is m1<m≤m2, or the range of the first target interval is a2<a≤a3 and the range of the second target interval is m≤m1; then the braking energy recovery level is determined to be the third level; If the range of the first target interval is a2<a≤a3 and the range of the second target interval is m1<m≤m2, then determining the braking energy recovery level to be the fourth level; If the range of the first target interval is a1<a≤a2 and the range of the second target interval is m2<m≤m3, then the braking energy recovery level is determined to be the fifth level; If the range of the first target interval is a2<a≤a3 and the range of the second target interval is m2<m≤m3, then the braking energy recovery level is determined to be the sixth level; Among them, a represents the deceleration during braking, m represents the gross weight of the vehicle during braking; a1, a2, a3 are respectively the first preset deceleration, the second preset deceleration and the third preset deceleration, which gradually increase; the third preset deceleration is the maximum threshold of the deceleration; m1, m2, m3 are respectively the first preset total weight, the second preset total weight and the third preset total weight, which gradually increase, and the third preset total weight is the maximum threshold of the gross weight of the vehicle.

4. The hydrogen fuel cell vehicle energy management method according to claim 3, characterized in that: The low recycling levels include the first level, the second level and the third level; the high recycling levels include the fourth level, the fifth level and the sixth level.

5. The hydrogen fuel cell vehicle energy management method according to claim 4, characterized in that: The sum of the accumulated braking durations of all low-level recovery levels is the low-level recovery weighted duration. The calculation method of the low-level recovery weighted duration includes: The weighted sum of the accumulated braking times at the first level, the second level and the third level is obtained to obtain a low-level recovery weighted time; Among them, the cumulative braking time weight at the first level> the cumulative braking time weight at the second level> the cumulative braking time weight at the third level; The sum of the accumulated braking durations of all high recovery levels is the high-level recovery weighted duration. The calculation method of the high-level recovery weighted duration includes: The accumulated braking time at the fourth level, the fifth level and the sixth level is weightedly summed to obtain a high-level recovery weighted time; Among them, the accumulated braking time weight at the sixth level is greater than the accumulated braking time weight at the fifth level and greater than the accumulated braking time weight at the fourth level.

6. The hydrogen fuel cell vehicle energy management method according to claim 5, characterized in that: When the charging mode is a fast charging mode or an economic mode, the charging method of the hydrogen fuel cell system includes: Determine the charging power of the hydrogen fuel cell system according to the SOC of the power battery system; Obtaining the braking energy recovery power and the recharge power of the power battery, and calculating the difference power between the recharge power and the braking energy recovery power; the upper limit of the braking energy recovery power is determined according to the braking energy recovery level; The smaller value between the charging power and the difference power is sent to the hydrogen fuel cell system as the target power.

7. The hydrogen fuel cell vehicle energy management method according to claim 6, characterized in that: When the charging mode is the fast charging mode, determining the charging power of the hydrogen fuel cell system according to the SOC of the power battery system includes: Setting a plurality of SOC intervals within a preset SOC range, and determining the SOC interval in which the SOC of the power battery system is located as a SOC target interval; Determining a charging power of the hydrogen fuel cell system according to the SOC target interval; When the range of the SOC target interval is SOC<X1, obtaining a first output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is X1<SOC<X2, obtaining a second output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is X2<SOC, it is determined that the hydrogen fuel cell system stops outputting power, and the charging power is 0; X1 and X2 are respectively the first fast charge preset SOC and the second fast charge preset SOC; the first output power is greater than the second output power.

8. The hydrogen fuel cell vehicle energy management method according to claim 6, characterized in that: When the charging mode is the economic mode, determining the charging power of the hydrogen fuel cell system according to the SOC of the power battery system includes: Setting a plurality of SOC intervals within a preset SOC range, and determining the SOC interval in which the SOC of the power battery system is located as a SOC target interval; Determining a charging power of the hydrogen fuel cell system according to the SOC target interval; When the range of the SOC target interval is SOC<Y1, obtaining a third output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is Y2<SOC<Y3, obtaining a fourth output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is Y4<SOC<Y5, obtaining the fifth output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is Y6<SOC<Y7, obtaining a sixth output power of the hydrogen fuel cell system as the charging power; When the range of the SOC target interval is Y7<SOC, it is determined that the hydrogen fuel cell system stops outputting power, and the charging 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 charging power of the hydrogen fuel cell system determined last time as the charging power of the current SOC target interval; Among them, Y1, Y2, Y3, Y4, Y5, Y6, and Y7 are respectively the first economic SOC, the second economic SOC, the third economic SOC, the fourth economic SOC, the fifth economic SOC, the sixth economic SOC, and the seventh economic SOC; the third output power>the fourth output power>the fifth output power>the sixth output power.

9. A hydrogen fuel cell vehicle energy management device, characterized in that: include: An acquisition module is used to acquire load parameters and braking duration of the vehicle during braking; A first determination module, used to determine a braking energy recovery level during braking according to the load parameter; An accumulation module, used for accumulating the braking time at each braking energy recovery level in the current charging period to obtain an accumulated braking time; each braking energy recovery level is divided into a low recovery level and a high recovery level; A first control module is used to control the vehicle to enter the next charging period and determine that the charging mode of the hydrogen fuel cell system is a fast charging mode if the sum of the accumulated braking time of all low recovery levels reaches a preset time threshold; The second control module is used to control the vehicle to enter the next charging period and determine that the charging mode of the hydrogen fuel cell system is the economic mode if the sum of the accumulated braking time of all high recovery levels reaches a preset time threshold.

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

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