A hydrogen fuel cell vehicle energy management method, device and storage medium

Abstract

The present invention relates to an energy management method, device and storage medium for a hydrogen fuel cell vehicle, belonging to the technical field of hydrogen fuel cell energy management. The management method includes: obtaining the load parameter and braking duration when the vehicle brakes; determining the braking energy recovery level during braking according to the load parameter; accumulating the braking durations at each braking energy recovery level within the current charging period to obtain the cumulative braking duration; if the sum of the cumulative braking durations at all low recovery levels reaches a preset time threshold, the vehicle enters the next charging period and determines the charging mode as the fast charging mode; if the sum of the cumulative braking durations at all high recovery levels reaches a preset time threshold, the vehicle enters the next charging period and determines the charging mode as the economic mode. The management method in the present invention can adjust the coordination relationship between braking energy recovery and the hydrogen fuel cell system during the charging process of the power battery system, so as to balance the power performance and economy of the vehicle.

Description

Technical Field

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

[0002] A hydrogen fuel cell vehicle has two power sources, namely 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 performance of the whole vehicle.

[0003] Regarding the charging power of the hydrogen fuel cell system, the existing mainstream control strategy usually controls the hydrogen fuel cell system to output at a corresponding fixed power point according to the interval range where the SOC (State of Charge) of the power battery system is located. However, when the vehicle can use the regenerative braking 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 regenerative braking energy, which may cause energy waste and increase hydrogen consumption or insufficient power performance of the whole vehicle, affecting driving. Summary of the Invention

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

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

[0006] In a first aspect, the present invention provides an energy management method for a hydrogen fuel cell vehicle, which includes:

[0007] Obtain the load parameter and braking duration when the vehicle brakes;

[0008] Determine the regenerative braking energy level during braking according to the load parameter;

[0009] Accumulate the braking durations at each regenerative braking energy level within the current charging period to obtain the cumulative braking duration; each regenerative braking energy level is divided into a low recovery level and a high recovery level;

[0010] If the sum of the cumulative braking durations at all low recovery levels reaches a preset time threshold, the vehicle enters the next charging period and determines the charging mode of the hydrogen fuel cell system as the fast charging mode;

[0011] If the sum of the cumulative braking durations at all high recovery levels reaches a preset time threshold, the vehicle enters the next charging period and determines the charging mode of the hydrogen fuel cell system as the economic mode.

[0012] Optionally, the load parameters include deceleration and gross vehicle weight. Determining the braking energy recovery level during braking according to the load parameters includes:

[0013] Set a maximum threshold for the deceleration, and set multiple deceleration intervals below the maximum threshold of the deceleration;

[0014] Determine the deceleration interval in which the deceleration during braking is located as the first target interval;

[0015] Set a maximum threshold for the gross vehicle weight, and set multiple gross vehicle weight intervals below the maximum threshold of the gross vehicle weight;

[0016] Determine the gross vehicle weight interval in which the gross vehicle weight during braking is located as the second target interval;

[0017] Determine the braking energy recovery level according to the first target interval and the second target interval.

[0018] Optionally, determining the braking energy recovery level according to the first target interval and the second target interval includes:

[0019] If the range of the first target interval is a≤a 1 , and the range of the second target interval is m≤m 1 , then determine the braking energy recovery level as the first level;

[0020] If the range of the first target interval is a 1 <a≤a 2 and the range of the second target interval is m≤m 1 , or the range of the first target interval is a≤a 1 and the range of the second target interval is m1<m≤m 2 ; then determine the braking energy recovery level as the second level;

[0021] If the range of the first target interval is a≤a 1 and the range of the second target interval is m 2 <m≤m 3 , or the range of the first target interval is a 1 <a≤a 2 and the range of the second target interval is m 1 <m≤m 2 , or the range of the first target interval is a 2 <a≤a 3 and the range of the second target interval is m≤m 1 ; then determine the braking energy recovery level as the third level;

[0022] If the range of the first target interval is a 2 < a ≤ a 3 and the range of the second target interval is m 1 < m ≤ m 2 , then determine that the braking energy recovery level is the fourth level;

[0023] If the range of the first target interval is a 1 < a ≤ a 2 and the range of the second target interval is m 2 < m ≤ m 3 , then determine that the braking energy recovery level is the fifth level;

[0024] If the range of the first target interval is a 2 < a ≤ a 3 and the range of the second target interval is m 2 < m ≤ m 3 , then determine that the braking energy recovery level is the sixth level;

[0025] wherein, a represents the deceleration during braking, and m represents the total vehicle weight during braking; a 1 , a 2 , a 3 are the first preset deceleration, the second preset deceleration, and the third preset deceleration respectively, and the first preset deceleration, the second preset deceleration, and the third preset deceleration increase gradually; the third preset deceleration is the maximum threshold of the deceleration; m 1 , m 2 , m 3 are the first preset total weight, the second preset total weight, and the third preset total weight respectively, and the first preset total weight, the second preset total weight, and the third preset total weight increase gradually, and the third preset total weight is the maximum threshold of the total vehicle weight.

[0026] Optionally, the low recovery levels include the first level, the second level, and the third level; the high recovery levels include the fourth level, the fifth level, and the sixth level.

[0027] Optionally, the sum of the cumulative braking durations of all the low recovery levels is the low-level recovery weighted duration, and the calculation method of the low-level recovery weighted duration includes:

[0028] Performing weighted summation on the cumulative braking durations at the first level, the second level, and the third level to obtain the low-level recovery weighted duration;

[0029] wherein, the weight of the cumulative braking duration at the first level > the weight of the cumulative braking duration at the second level > the weight of the cumulative braking duration at the third level;

[0030] The sum of the cumulative braking durations of all high recovery levels is the high-level recovery weighted duration, and the calculation method of the high-level recovery weighted duration includes:

[0031] Weighted sum the cumulative braking durations at the fourth, fifth, and sixth levels to obtain the high-level recovery weighted duration;

[0032] Among them, the weight of the cumulative braking duration at the sixth level > the weight of the cumulative braking duration at the fifth level > the weight of the cumulative braking duration at the fourth level.

[0033] Optionally, when the charging mode is the fast charging mode or the economy mode, the charging method of the hydrogen fuel cell system includes:

[0034] Determine the charging power of the hydrogen fuel cell system according to the SOC of the power battery system;

[0035] Obtain the braking energy recovery power and the recharge power of the power battery, and calculate 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;

[0036] Send the smaller value of the charging power and the difference power to the hydrogen fuel cell system as the target power.

[0037] Optionally, when the charging mode is the fast charging mode, the determining the charging power of the hydrogen fuel cell system according to the SOC of the power battery system includes:

[0038] Set multiple SOC intervals within the preset SOC range, and determine the SOC interval where the SOC of the power battery system is located as the SOC target interval;

[0039] Determine the charging power of the hydrogen fuel cell system according to the SOC target interval;

[0040] When the range of the SOC target interval is SOC < X 1 Obtain the first output power of the hydrogen fuel cell system as the charging power;

[0041] When the range of the SOC target interval is X 1 <SOC<X 2 Obtain the second output power of the hydrogen fuel cell system as the charging power;

[0042] When the range of the SOC target interval is X 2 <SOC, determine that the hydrogen fuel cell system stops outputting power, and the charging power is 0;

[0043] The X 1 and X2 They are the first fast charging preset SOC and the second fast charging preset SOC respectively; the first output power > the second output power.

[0044] Optionally, when the charging mode is the economy mode, determining the charging power of the hydrogen fuel cell system according to the SOC of the power battery system includes:

[0045] Set multiple SOC intervals within the preset SOC range, and determine the SOC interval where the SOC of the power battery system is located as the SOC target interval;

[0046] Determine the charging power of the hydrogen fuel cell system according to the SOC target interval;

[0047] When the range of the SOC target interval is SOC < Y 1 Obtain the third output power of the hydrogen fuel cell system as the charging power;

[0048] When the range of the SOC target interval is Y 2 <SOC<Y 3 Obtain the fourth output power of the hydrogen fuel cell system as the charging power;

[0049] When the range of the SOC target interval is Y 4 <SOC<Y 5 Obtain the fifth output power of the hydrogen fuel cell system as the charging power;

[0050] When the range of the SOC target interval is Y 6 <SOC<Y 7 Obtain the sixth output power of the hydrogen fuel cell system as the charging power;

[0051] When the range of the SOC target interval is Y 7 <SOC, determine that the hydrogen fuel cell system stops outputting power and the charging power is 0;

[0052] When the range of the SOC target interval is Y 1 <SOC<Y 2 or Y 3 <SOC<Y 4 or Y 5 <SOC<Y 6 Obtain the charging power determined in the previous time of the hydrogen fuel cell system as the charging power of the current SOC target interval;

[0053] Among them, the Y 1 、Y 2 、Y 3 、Y4 and Y 5 and Y 6 and Y 7 are 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 respectively; the third output power > the fourth output power > the fifth output power > the sixth output power.

[0054] In a second aspect, the present invention provides a hydrogen fuel cell vehicle energy management device, which includes:

[0055] An acquisition module, configured to acquire the load parameter and braking duration when the vehicle brakes;

[0056] A first determination module, configured to determine the braking energy recovery level during braking according to the load parameter;

[0057] An accumulation module, configured to respectively accumulate the braking durations at each braking energy recovery level within the current charging period to obtain the accumulated braking durations at each braking energy recovery level; each of the braking energy recovery levels is divided into a low recovery level and a high recovery level;

[0058] A first control module, configured to control the vehicle to enter the next charging period and determine that the charging mode of the hydrogen fuel cell system is the fast charging mode if the sum of the accumulated braking durations of all low recovery levels reaches a preset time threshold;

[0059] A second control module, configured 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 durations of all high recovery levels reaches a preset time threshold.

[0060] In a third aspect, the present invention provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the hydrogen fuel cell vehicle energy management method described in the first aspect.

[0061] Compared with the prior art, the beneficial effects achieved by the present invention:

[0062] The management method in the present invention can divide the driving process of the vehicle into multiple continuous charging periods, and determine the switching timing to the next charging period and the charging mode of the next charging period according to the cumulative duration of each braking energy recovery level within the current charging period. During the entire driving process, there is no need for the driver to make manual selections. Among them, the cumulative duration of each braking energy recovery level within the current charging period can directly reflect the amount of charging energy recovered by braking within the current charging period, and the amount of charging energy can reflect the risk of the state of charge (SOC) of the power battery system dropping to the power limit threshold. The management method of the present invention determines the switching timing and the charging mode based on the risk. When the risk is relatively high, a fast charging mode is adopted to quickly raise the SOC of the power battery to ensure power performance. When the risk is relatively low, an economic mode is adopted 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 performance and economy of the whole vehicle can be taken into account during the vehicle driving process. Description of the Drawings

[0063] Figure 1 The figure shows a flowchart of an energy management method for a hydrogen fuel cell vehicle provided in Embodiment 1. Detailed Description of the Embodiment

[0064] It should be noted that:

[0065] The technical solution of the present invention will be described in detail below through the 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. Without conflict, the technical features in the embodiments of the present invention and the embodiments can be combined with each other.

[0066] The term "and / or" is merely a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " generally represents an "or" relationship between the front and rear associated objects.

[0067] Embodiment 1

[0068] This embodiment introduces an energy management method for a hydrogen fuel cell vehicle. In a hydrogen fuel vehicle, a hydrogen fuel cell system and a power battery system are used together to provide energy for the whole vehicle, and the hydrogen fuel cell system can be used as an auxiliary power source.

[0069] The power battery can be various batteries, such as a lithium battery, etc. During the vehicle driving process, in order to ensure that the state of charge (SOC) of the power battery is maintained above the limit threshold, it is necessary to use the hydrogen fuel cell system and the recovered energy (such as vehicle braking recovered energy) to charge the power battery.

[0070] However, the charging current of the power battery needs to be within the range allowed by the battery management system (BMS). There is an upper threshold for the charging power of the power battery. Therefore, when the vehicle control unit (VCU) charges the power battery by coordinating the hydrogen fuel cell system and vehicle braking energy recovery, the two need to be coordinated to optimize the vehicle economy while ensuring power performance.

[0071] Combined with Figure 1 , the management method includes:

[0072] Step S1: Obtain the load parameter and braking duration when the vehicle brakes.

[0073] Wherein, in this embodiment, the load parameter is the deceleration and the total vehicle weight; the calculation formulas for the deceleration and the total vehicle weight are:

[0074] ;

[0075] In the formula, is the vehicle driving force, is the motor output torque, is the transmission ratio, is the reduction ratio, is the driveline efficiency, is the tire rolling radius, is the deceleration during braking, is the initial vehicle speed, is the final vehicle speed, is the time when the vehicle speed is , is the time when the vehicle speed is ; m is the total vehicle weight during braking.

[0076] Step S2: Determine the braking energy recovery level according to the load parameter.

[0077] Step S21: Set the maximum threshold of the deceleration, and set multiple deceleration intervals below the maximum threshold of the deceleration; determine the deceleration interval where the deceleration in the current braking state is located as the first target interval.

[0078] Step S22: Set the maximum threshold of the total vehicle weight, and set multiple total vehicle weight intervals below the maximum threshold of the total vehicle weight; determine the total vehicle weight interval where the total vehicle weight in the current braking state is located as the second target interval.

[0079] Step S23: Determine the braking energy recovery level according to the first target interval and the second target interval.

[0080] Since different vehicle weights require different braking forces, in this embodiment, the weight and deceleration are used as load parameters, and the braking energy recovery level is divided into six levels. A corresponding upper limit value of the motor auxiliary braking torque is set for each braking energy recovery level. The higher the braking energy recovery level, the higher the upper limit value of the braking torque and the higher the braking recovery power.

[0081] By setting the braking energy recovery level in this way, the braking feeling of the driver under different loads can be kept relatively consistent, thus ensuring that the braking energy recovery process does not affect the driver's normal driving feeling.

[0082] Further, in combination with Table 1, the specific division of the first target interval, the second target interval and the corresponding braking energy recovery level is as follows:

[0083] Table 1: Braking Energy Recovery Level Division Table

[0084] 。

[0085] Specifically, if the range of the first target interval is a ≤ a 1 and the range of the second target interval is m ≤ m 1 , then the braking energy recovery level is determined to be the first level (Level I in the table);

[0086] If the range of the first target interval is a 1 <a ≤ a 2 and the range of the second target interval is m ≤ m 1 , or the range of the first target interval is a ≤ a 1 and the range of the second target interval is m1 < m ≤ m 2 ; then the braking energy recovery level is determined to be the second level (Level II in the table);

[0087] If the range of the first target interval is a ≤ a 1 and the range of the second target interval is m 2 <m ≤ m 3 , or the range of the first target interval is a 1 <a ≤ a 2 and the range of the second target interval is m 1 <m ≤ m 2 , or the range of the first target interval is a 2 <a ≤ a 3 and the range of the second target interval is m ≤ m 1 ; then the braking energy recovery level is determined to be the third level (Level III in the table);

[0088] If the range of the first target interval is a 2 < a ≤ a 3 and the range of the second target interval is m 1 < m ≤ m 2 , then determine that the braking energy recovery level is the fourth level (level IV in the table);

[0089] If the range of the first target interval is a 1 < a ≤ a 2 and the range of the second target interval is m 2 < m ≤ m 3 , then determine that the braking energy recovery level is the fifth level (level V in the table);

[0090] If the range of the first target interval is a 2 < a ≤ a 3 and the range of the second target interval is m 2 < m ≤ m 3 , then determine that the braking energy recovery level is the sixth level (level VI in the table);

[0091] where a represents the deceleration during braking, and m represents the total vehicle weight during braking; a 1 , a 2 , a 3 are the first preset deceleration, the second preset deceleration, and the third preset deceleration respectively, and the first preset deceleration, the second preset deceleration, and the third preset deceleration increase gradually; the third preset deceleration is the maximum threshold of the deceleration; m 1 , m 2 , m 3 are the first preset total weight, the second preset total weight, and the third preset total weight respectively, and the first preset total weight, the second preset total weight, and the third preset total weight increase gradually, and the third preset total weight is the maximum threshold of the total vehicle weight. a 1 , a 2 , a 3 and m 1 , m 2 , m 3 are all obtained by pre - calibration, and the specific values calibrated for different vehicles may be different.

[0092] Step S3: Accumulate the braking durations at each braking energy recovery level during the current charging period respectively to obtain the cumulative braking durations at each braking energy recovery level; each braking energy recovery level is divided into a low - recovery level and a high - recovery level;

[0093] 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 quantity for adjusting the charging mode, it is easy to cause the charging mode to be adjusted frequently, which has an adverse impact on the loss of the hydrogen fuel cell itself. Moreover, there may also be interference from false signals during a single braking. Therefore, in this embodiment, the method of accumulating the braking duration is adopted. On the one hand, it can avoid frequent triggering of changes in the charging mode, and on the other hand, it can also avoid interference from false signals to ensure the authenticity of the duration.

[0094] The management method of this embodiment divides the vehicle driving process into multiple continuous charging periods, and each charging period is determined with a corresponding charging mode. When to enter the next period from the current charging period and which charging mode to adopt in the next period are both determined by the accumulated braking duration at each braking energy recovery level within the current charging period. The specific determination method is as follows:

[0095] In a specific embodiment, the low recovery levels include the first level, the second level, and the third level; the high recovery levels include the fourth level, the fifth level, and the sixth level.

[0096] Step S4: If the sum of the accumulated braking durations 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;

[0097] If the sum of the accumulated braking durations of all high 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 economic mode.

[0098] It can be understood that the braking energy recovery level can represent the magnitude of the braking energy recovery intensity. According to the braking energy recovery level (divided into low levels and high levels) and the corresponding accumulated braking duration, the low-level recovery duration and the high-level recovery duration within the current charging period can be determined. In essence, this embodiment determines whether the charging amount of the braking recovered energy for the power battery system within the current charging period is sufficient by comparing the low-level recovery duration and the high-level recovery duration within the current charging period.

[0099] If the high-level recovery duration > the low-level recovery duration, it can be determined that the charging amount in the current charging period is relatively sufficient, and the risk of the power battery SOC dropping to the power limit threshold is also relatively small. In the next charging period, the hydrogen fuel cell system can operate in the economic mode to reduce hydrogen consumption and improve economy.

[0100] If the high-level recovery duration < the low-level recovery duration, it can be determined that the charging amount in the current charging period is relatively insufficient, and the risk of the power battery SOC dropping to the power limit threshold is also relatively large. In the next charging period, the hydrogen fuel cell system needs to operate in the fast charging mode to raise the SOC of the power battery system to ensure the vehicle's power performance.

[0101] Based on this comparison strategy, in this embodiment, a preset time threshold is used for judgment. Among the high-level recovery duration and the low-level recovery duration, the recovery duration that reaches the preset time threshold first is undoubtedly longer. This method can not only simplify the control and eliminate the need for the comparison and judgment steps of the high-level recovery duration and the low-level recovery duration, but also determine the switching timing of the charging period, so that the management method in this embodiment can continuously control until the vehicle runs out of power during the vehicle driving process. Specifically, if the sum of the cumulative braking durations at the low recovery level within the current charging period reaches the preset time threshold, it can be determined that the high-level recovery duration < the low-level recovery duration within the current charging period, the charging amount of the current charging period is relatively insufficient, and the hydrogen fuel cell needs to work in the fast charging mode in the next charging period to quickly increase the SOC of the power battery, so that the power battery system can maintain a relatively high SOC value range in real time and ensure sufficient power performance when the whole vehicle climbs a long slope.

[0102] If the sum of the cumulative braking durations at the high recovery level within the current charging period reaches the preset time threshold, it can be determined that the high-level recovery duration > the low-level recovery duration within the current charging period, the charging amount of the current charging period is relatively sufficient, and the risk of the power battery SOC dropping to the power limit threshold is small. Therefore, it is determined that the hydrogen fuel cell works in the economic mode in the next charging period to optimize the economy of the whole vehicle and reduce the hydrogen consumption of the vehicle on the premise of ensuring sufficient power performance.

[0103] It can be understood that the cumulative braking durations in this embodiment are all limited to the current charging period. After entering the next charging period, the cumulative braking durations are all reset to zero and re-timed, and then the above steps are repeated, so as to continuously control during the entire driving process of the vehicle and reduce the workload of the driver.

[0104] Therefore, the sum of the cumulative braking durations 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 continuously control and manage during the vehicle driving process, but also be used to determine the charging mode of the next charging period to ensure the power performance and economy of the whole vehicle, and the practicability is better.

[0105] In one embodiment, the sum of the cumulative 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:

[0106] Weighted sum the cumulative braking durations at the first level, the second level and the third level to obtain the low-level recovery weighted duration;

[0107] Among them, the weight of the cumulative braking duration at the first level > the weight of the cumulative braking duration at the second level > the weight of the cumulative braking duration at the third level;

[0108] Because in the normal state, the average braking energy recovery power corresponding to the first level is the lowest among all levels. During a charging period, the longer the duration of the first level, the greater the risk that the SOC of the power battery drops to the power limit threshold. Therefore, in this embodiment, a high weight is assigned to the cumulative braking duration of the first level. If the duration of the first level is relatively long, the vehicle will trigger the preset time threshold earlier to enter the next charging period and rapidly increase the SOC value in the fast charging mode, thereby further avoiding the risk of dynamic performance.

[0109] The sum of the cumulative braking durations of all high recovery levels is the high-level recovery weighted duration. The calculation method for adding the high-level recovery weighted duration includes:

[0110] Weighted sum of the cumulative braking durations at the fourth, fifth, and sixth levels to obtain the high-level recovery weighted duration;

[0111] Among them, the weight of the cumulative braking duration at the sixth level > the weight of the cumulative braking duration at the fifth level > the weight of the cumulative braking duration at the fourth level.

[0112] Because in the normal state, the average braking energy recovery power corresponding to the sixth level is the highest among all levels. During a charging period, the longer the duration of the sixth level, the smaller the risk that the SOC of the power battery drops to the power limit threshold. Therefore, in this embodiment, a high weight is assigned to the cumulative braking duration of the sixth level. If the duration of the sixth level is relatively long, the vehicle will trigger the preset time threshold earlier to enter the next charging period and charge the power battery system in the economy mode, thereby further reducing the hydrogen consumption on the premise of ensuring the dynamic performance.

[0113] In a specific embodiment, when the charging mode is the fast charging mode or the economy mode, the charging method of the hydrogen fuel cell system includes:

[0114] Step 1: Determine the charging power of the hydrogen fuel cell system according to the SOC of the power battery system;

[0115] Step 2: Obtain the braking energy recovery power and the recharge power of the power battery, and calculate 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;

[0116] 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 the situation of power overload. Under normal conditions, the hydrogen fuel cell system operates at the charging power determined in Step 1.

[0117] Specifically, when the charging mode is the fast charging mode, step 1 includes:

[0118] Set multiple SOC intervals within the preset SOC range, and determine the SOC interval where the SOC of the power battery system is located as the SOC target interval;

[0119] Determine the charging power of the hydrogen fuel cell system according to the SOC target interval;

[0120] When the range of the SOC target interval is SOC < X 1 Obtain the first output power of the hydrogen fuel cell system as the charging power;

[0121] When the range of the SOC target interval is X 1 <SOC<X 2 Obtain the second output power of the hydrogen fuel cell system as the charging power;

[0122] When the range of the SOC target interval is X 2 <SOC, determine that the hydrogen fuel cell system stops outputting power and the charging power is 0;

[0123] The X 1 and X 2 are the first fast charging preset SOC and the second fast charging preset SOC respectively; the first output power > the second output power.

[0124] Combined with Table 2, in a specific embodiment, the preset range of the SOC is 0~100%, the X 1 is 75%, and the X 2 is 85%. The first output power is 155KW, and the second output power is the preset transition power, which can be set as the idle power.

[0125] In the fast charging mode, as long as the SOC is lower than X 1 , the hydrogen fuel cell quickly charges the power battery system with the first output power to rapidly increase the SOC of the power battery system, thereby ensuring the vehicle power performance.

[0126] Table 2: Corresponding table of SOC and hydrogen fuel cell system power in fast charging mode

[0127] .

[0128] When the charging mode is the economy mode, step 1 includes:

[0129] Set multiple SOC intervals within the SOC preset range, and determine the SOC interval where the SOC of the power battery system is located as the SOC target interval;

[0130] Determine the charging power of the hydrogen fuel cell system according to the SOC target interval;

[0131] When the range of the SOC target interval is SOC < Y 1 Obtain the third output power of the hydrogen fuel cell system as the charging power;

[0132] When the range of the SOC target interval is Y 2 <SOC<Y 3 Obtain the fourth output power of the hydrogen fuel cell system as the charging power;

[0133] When the range of the SOC target interval is Y 4 <SOC<Y 5 Obtain the fifth output power of the hydrogen fuel cell system as the charging power;

[0134] When the range of the SOC target interval is Y 6 <SOC<Y 7 Obtain the sixth output power of the hydrogen fuel cell system as the charging power;

[0135] When the range of the SOC target interval is Y 7 <SOC, determine that the hydrogen fuel cell system stops outputting power and the charging power is 0;

[0136] When the range of the SOC target interval is Y 1 <SOC<Y 2 or Y 3 <SOC<Y 4 or Y 5 <SOC<Y 6 Obtain the charging power determined by the hydrogen fuel cell system last time as the charging power for the current SOC target interval;

[0137] Among them, the Y 1 、Y 2 、Y 3 、Y 4 、Y 5 、Y 6 、Y 7They are 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 respectively; 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 on the premise of ensuring power performance.

[0138] In this embodiment, Y 1 <SOC<Y 2 or Y 3 <SOC<Y 4 or Y 5 <SOC<Y 6 These intervals are used as the hysteresis zones. 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 this SOC interval, the charging power of the hydrogen fuel cell system remains unchanged until the SOC enters the next SOC interval. This can effectively reduce the change frequency of the charging power to reduce the adverse effects of frequent power changes of the hydrogen fuel cell system on the hydrogen fuel cell system itself.

[0139] Combined with Table 3, in a specific embodiment, the preset range of the SOC is 0~100%, and Y 1 , Y 2 , Y 3 , Y 4 , Y 5 , Y 6 , Y 7 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.

[0140] Table 3: Corresponding Table of SOC and Hydrogen Fuel Cell System Power in Economic Mode

[0141] .

[0142] Embodiment 2

[0143] Based on the same inventive concept as Embodiment 1, this embodiment introduces an energy management device for a hydrogen fuel cell vehicle, including:

[0144] An acquisition module for acquiring the load parameter and braking duration when the vehicle brakes;

[0145] A first determination module for determining the braking energy recovery level during braking according to the load parameter;

[0146] An accumulation module for accumulating the braking durations at each braking energy recovery level within the current charging period to obtain an accumulated braking duration; each of the braking energy recovery levels is divided into a low recovery level and a high recovery level;

[0147] A first control module for controlling the vehicle to enter the next charging period and determining that the charging mode of the hydrogen fuel cell system is a fast charging mode if the sum of the accumulated braking durations at all low recovery levels reaches a preset time threshold;

[0148] A second control module for controlling the vehicle to enter the next charging period and determining that the charging mode of the hydrogen fuel cell system is an economic mode if the sum of the accumulated braking durations at all high recovery levels reaches a preset time threshold.

[0149] Embodiment 3

[0150] This embodiment provides a computer program product, including a computer program / instructions, which when executed by a processor implement the steps of a hydrogen fuel cell vehicle energy management method as described in Embodiment 1.

[0151] Those skilled in the art should understand that the embodiments of the present invention can be provided as a method, a system, or a computer program product. Therefore, the present invention can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention can 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.

[0152] The present invention is described with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to the embodiments of the present invention. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of flows and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing devices generate means for implementing the functions specified in Figure 1 one or more flows or multiple flows and / or blocks Figure 1 one or more blocks or multiple blocks.

[0153] These computer program instructions can also be stored in a computer-readable memory capable of guiding a computer or other programmable data processing device to work in a specific manner, such that the instructions stored in the computer-readable memory generate a manufactured article including instruction means, and the instruction means implement the functions in the flowFigure 1 one process or multiple processes and / or boxes Figure 1 the functions specified in one box or multiple boxes

[0154] These computer program instructions can also be loaded onto a computer or other programmable data processing device, so that a series of operation steps are executed on the computer or other programmable device to generate a computer-implemented process. Thus, the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in Figure 1 one process or multiple processes and / or boxes Figure 1 one box or multiple boxes

[0155] The embodiments of the present invention have been described above in conjunction with the accompanying drawings. However, the present invention is not limited to the above specific embodiments. The above specific embodiments are merely illustrative and not restrictive. Under the inspiration of the present invention, those of ordinary skill in the art can also make many forms without departing from the spirit and scope protected by the claims of the present invention. All of these fall within the protection scope 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 time of all high 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 economic mode; 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; determining the braking energy recovery level according to the first target interval and the second target interval; 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.

2. The hydrogen fuel cell vehicle energy management method according to claim 1, 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.

3. The hydrogen fuel cell vehicle energy management method according to claim 2, 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.

4. The hydrogen fuel cell vehicle energy management method according to claim 3, 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.

5. The hydrogen fuel cell vehicle energy management method according to claim 4, 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.

6. The hydrogen fuel cell vehicle energy management method according to claim 4, 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.

7. A hydrogen fuel cell vehicle energy management device, characterized in that: Used to execute the hydrogen fuel cell vehicle energy management method according to any one of claims 1 to 6, the management device comprises: 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.

8. 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 to 6 is implemented.

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