Battery system operation method, control system and vehicle

Abstract

The embodiment of the invention provides a battery system operation method, a control system and a vehicle, and relates to the technical field of fuel cell vehicles. In a battery system operation method, a braking system recovery method can improve the energy utilization rate of a power battery, reduce the dependence on fuel and increase the endurance mileage; according to the acceleration energy management control method, the acceleration can be adjusted by combining a plurality of driving working condition parameters, unnecessary energy loss is reduced, and efficient operation can also be achieved under complex working conditions; according to the SOC power management control method for the power battery, the power battery and the fuel battery can be fully utilized, the flexibility and the high efficiency of power supply of the whole vehicle are ensured, and the safety and the service life of the power battery are also ensured; according to the stack gas flow and drainage control method, the hydrogen consumption in the drainage process can be reduced, and fuel is saved. According to the multiple methods, real-time accurate response of the whole vehicle power is achieved through test verification, and the power performance and the driving experience are improved.

Description

Technical Field

[0001] The present application relates to the technical field of fuel cell vehicles, and in particular to a method for operating a battery system. Background Art

[0002] A fuel cell vehicle is a car that uses an on-board fuel cell to generate electricity. The on-board fuel cell can directly convert the chemical energy of fuel (such as hydrogen) and oxidant (such as oxygen) into electrical energy through electrode reactions. This electrical energy can directly provide energy for the drive motor, driving the drive motor to work. The drive motor drives the mechanical transmission structure in the car, and then drives the car's front axle (or rear axle) and other walking mechanical structures to work, thereby driving the electric car forward.

[0003] The vehicle-mounted fuel cell can also be combined with a power battery (the power battery can be a lithium battery) to provide energy for the drive motor and drive the drive motor to work.

[0004] The energy efficiency and endurance of fuel cell vehicles are the core of their future development. Therefore, how to improve the energy efficiency and endurance of fuel cell vehicles is a technical problem that needs to be solved. Summary of the invention

[0005] The purpose of this application is to provide a battery system operating method, a control system and a vehicle to solve the technical problem of how to improve the energy efficiency and endurance of fuel cell vehicles in the prior art.

[0006] To achieve the above objectives, the embodiments of the present application adopt the following technical solutions.

[0007] In a first aspect, an embodiment of the present application provides a battery system operation method, the battery system operation method is used in a control system of a vehicle, the vehicle comprising a fuel cell and a power battery;

[0008] The battery system operation method includes a braking system recovery method, an acceleration energy management control method, a power battery SOC power management control method, and a stack gas flow and drainage control method;

[0009] The braking system recovery method comprises: converting the kinetic energy of the vehicle into electrical energy in a braking state and / or a coasting state and storing the electrical energy in the power battery;

[0010] The acceleration energy management control method comprises: controlling the acceleration of the powertrain according to driving condition parameters;

[0011] The power battery SOC power management control method comprises: determining a corresponding working mode according to the interval in which the SOC of the power battery is located;

[0012] The method for controlling gas flow and drainage of a fuel cell stack includes: adjusting the valve opening according to the pressure parameters of the fuel cell during vehicle driving and when the power is turned off.

[0013] Optionally, the braking system recovery method includes:

[0014] When a brake pedal travel signal is received, a first recovery torque is determined according to the brake pedal signal and the rotation speed, and a second recovery torque is obtained according to the available power of the power battery;

[0015] The drive motor is controlled to generate electricity according to the smaller torque between the first recovery torque and the second recovery torque, and the electric energy is stored in the power battery.

[0016] Optionally, the braking system recovery method further includes:

[0017] When it is detected that the accelerator pedal is released and the brake pedal is not activated, the coasting recovery basic torque at the current speed is determined according to a preset curve, and the second recovery torque is obtained according to the available power of the power battery;

[0018] The driving motor is controlled to generate electricity according to the smaller torque between the coasting recovery basic torque and the second recovery torque.

[0019] Optionally, the acceleration energy management control method includes:

[0020] The acceleration of the powertrain is controlled according to the vehicle speed, accelerator pedal signal, motor power, power battery power and fuel cell power.

[0021] Optionally, the acceleration energy management control method further includes: increasing or decreasing the output power of the fuel cell according to road condition information; the road condition information includes slope.

[0022] Optionally, the stack gas flow and drainage control method includes:

[0023] When the fuel cell is in the startup state, when the pressure is detected to be greater than the first pressure threshold, the opening of the valve is adjusted to discharge the water and ensure that the pressure is greater than the second pressure threshold, which is less than the first pressure threshold.

[0024] Optionally, the duration of each drainage is less than or equal to 6 seconds.

[0025] Optionally, the power battery SOC power management control method includes:

[0026] Detecting the SOC of the power battery;

[0027] If the power battery SOC is in the first interval, the fuel cell provides energy to the vehicle first, and the remaining energy of the fuel cell is used to charge the power battery. When the vehicle power demand exceeds the maximum power of the fuel cell, the fuel cell stops charging the power battery and the power battery does not discharge.

[0028] If the power battery SOC is in the second interval, the fuel cell will give priority to supplying energy to the vehicle, and the surplus energy of the fuel cell will be used to charge the power battery. When the power demand of the vehicle exceeds the maximum power of the fuel cell, the power battery will provide auxiliary power supply;

[0029] If the power battery SOC is in the third interval, the fuel cell and the power battery jointly supply power to the vehicle, and as the power battery SOC decreases, the power of the fuel cell increases;

[0030] If the power battery SOC is in the fourth interval, the fuel cell maintains an idle state, and the power battery supplies power to the vehicle;

[0031] The upper limit of the first interval is less than or equal to the lower limit of the second interval;

[0032] The upper limit of the second interval is less than or equal to the lower limit of the third interval;

[0033] The upper limit of the third interval is less than or equal to the lower limit of the fourth interval;

[0034] The upper limit of the first interval is greater than or equal to the power battery SOC threshold;

[0035] The power battery SOC threshold is determined according to the energy required for starting the fuel cell.

[0036] In a second aspect, an embodiment of the present application provides a control system, which is used to execute the battery system operation method of the first aspect.

[0037] In a third aspect, an embodiment of the present application provides a vehicle, the vehicle comprising a control system, the control system being used to execute the battery system operating method of the first aspect.

[0038] Compared with the prior art, this application has the following beneficial effects:

[0039] In the battery system operation method provided in the embodiment of the present application, the braking system recovery method can improve the energy utilization rate of the power battery, reduce the dependence on fuel, and increase the cruising range; the acceleration energy management control method can adjust the acceleration in combination with multiple driving condition parameters, reduce unnecessary energy loss, and achieve efficient operation under complex conditions; the power battery SOC power management control method can make full use of the power battery and fuel cell to ensure the flexibility and efficiency of the power supply of the whole vehicle, and also ensure the safety and service life of the power battery; the gas flow and drainage control method of the battery stack can reduce the hydrogen consumption in the drainage process and save fuel. Combining the above multiple methods, after testing and verification, the real-time and accurate response of the power of the whole vehicle is achieved, and the power performance and driving experience are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0041] Figure 1 A schematic diagram of the synergistic effect of electromagnetic braking and mechanical braking in a braking state provided in an embodiment of the present application;

[0042] Figure 2 A schematic diagram of a method for implementing a braking system recovery in a gliding state provided in an embodiment of the present application;

[0043] Figure 3 A schematic diagram of calculating the minimum reserved SOC of a power battery provided in an embodiment of the present application;

[0044] Figure 4 A schematic diagram of a gas flow and drainage structure of a fuel cell stack provided in an embodiment of the present application;

[0045] Figure 5 A schematic diagram of a fuel cell vehicle simulation model for hybrid drive mode built with the help of AVL-Cruise software;

[0046] Figure 6 This is a schematic diagram of the simulation output results;

[0047] Figure 7 A schematic diagram of the CLTC-P operating condition selected for a vehicle range test provided in an embodiment of the present application. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. The described embodiments are part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described in the drawings here can be arranged and designed in various different configurations.

[0049] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for which protection is sought, but merely represents selected embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application. In the absence of conflict, the following embodiments and features in the embodiments may be combined with each other.

[0050] In the description of this application, it should be noted that relational terms such as first and second, etc. are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations.

[0051] The embodiment of the present application provides a battery system operation method, which is used in a control system of a vehicle, wherein the vehicle includes a fuel cell and a power battery. The fuel of the fuel cell may be hydrogen.

[0052] The vehicle control system can be a combination of multiple control devices, such as a battery management system, a vehicle control unit (VCU), etc.

[0053] The battery system operation method includes a braking system recovery method, an acceleration energy management control method, a power battery SOC power management control method, and a stack gas flow and drainage control method. Each method is described below.

[0054] Regarding the braking system recovery method, the braking system recovery method is the electromagnetic braking part of the entire wheel end braking. The entire wheel end braking is achieved through the synergistic effect of electromagnetic braking and mechanical braking.

[0055] like Figure 1 Regarding mechanical braking, when the ESC (Electronic Stability Control) receives the brake pedal travel signal, it adjusts the master cylinder pressure of the brake system to achieve precise braking of the wheel end. The process of adjusting the master cylinder pressure of the brake system consumes electrical energy.

[0056] Electromagnetic braking focuses on the recovery of braking energy. In the braking state, electromagnetic braking can be performed in the following way: the vehicle's kinetic energy is converted into electrical energy and stored in the power battery.

[0057] Regarding the power generation power or the torque of the drive motor, it can be specifically determined based on the brake pedal signal, the rotational speed and the available power of the power battery: when the brake pedal travel signal is received, the first recovery torque is determined based on the brake pedal signal and the rotational speed, and the second recovery torque is obtained based on the available power of the power battery; the drive motor is controlled to generate power based on the smaller torque between the first recovery torque and the second recovery torque, and the electric energy generated by the drive motor is stored in the power battery.

[0058] The electrical energy recovered in this process can be used to supply power when not braking. Through this dual braking system that combines electromagnetic braking with mechanical braking, the vehicle achieves a more efficient and environmentally friendly braking method, effectively reduces hydrogen consumption, improves energy utilization and cruising range, and optimizes the economy of the entire vehicle.

[0059] In addition to being able to be set to implement the braking system recovery method in a braking state, the braking system recovery method can also be implemented in a coasting state. The braking system recovery method can also include converting the kinetic energy of the vehicle into electrical energy in the coasting state and storing it in a power battery.

[0060] Regarding the power generation or torque of the drive motor, such as Figure 2 Specifically, it can be determined according to the accelerator pedal signal, speed and preset curve: when it is detected that the accelerator pedal is released and the brake pedal is not activated, the coasting recovery basic torque at the current speed is determined according to the preset curve, and the second recovery torque is obtained according to the available power of the power battery; the drive motor is controlled to generate electricity according to the smaller torque between the coasting recovery basic torque and the second recovery torque. The preset curve can be a curve of the relationship between the speed and the coasting recovery basic torque. This process also significantly improves the economy of the whole vehicle and realizes the efficient reuse of kinetic energy.

[0061] After testing, under the CLTC-P (China Light-duty Vehicle Test Cycle-Passenger car, passenger car test in China's light vehicle driving conditions), the vehicle can significantly improve energy utilization efficiency through efficient use of gliding energy recovery and braking energy recovery mechanisms, achieving significant improvements in vehicle hydrogen consumption and saving up to 30% of hydrogen. In other words, during each driving process, whether it is smooth gliding or necessary braking, it can effectively convert the originally wasted energy into usable electricity, thereby greatly reducing the dependence on hydrogen fuel.

[0062] Regarding the acceleration energy management control method, the acceleration energy management control method includes: controlling the acceleration of the powertrain according to multiple driving condition parameters. The core concept is to intelligently adjust the output power of the motor by comprehensively analyzing the driver's driving habits, current road conditions and the vehicle's own power requirements, thereby greatly reducing unnecessary energy loss and improving the energy efficiency of the vehicle. When driving on the highway, the system may choose a smoother acceleration curve to reduce the sudden increase in energy caused by rapid acceleration; while in congested urban roads, more flexible acceleration control may be adopted to adapt to frequent starts and stops.

[0063] Multiple driving condition parameters may include vehicle speed, accelerator pedal signal, motor power, power battery power and fuel cell power. The acceleration of the powertrain may be controlled based on the vehicle speed, accelerator pedal signal, motor power, power battery power and fuel cell power.

[0064] In addition, road condition information is also an important factor in system decision-making. The acceleration energy management control method can also include increasing or decreasing the output power of the fuel cell according to the road condition information; the road condition information includes the slope.

[0065] By sensing road conditions in real time, such as slope, road material, and traffic flow, the acceleration energy management system can predict future energy consumption needs and adjust the motor output accordingly. On uphill sections, the output power can be increased to ensure that the vehicle can climb smoothly while avoiding energy waste caused by insufficient power on the halfway slope.

[0066] Regarding the power battery SOC power management control method, the power battery SOC power management control method includes: determining the corresponding battery operating mode according to the interval in which the SOC of the power battery is located. An implementation method is as follows:

[0067] The SOC of the power battery is divided into multiple intervals, for example, four intervals, namely the first interval, the second interval, the third interval and the fourth interval, which have the following relationship:

[0068] The upper limit of the first interval is less than or equal to the lower limit of the second interval;

[0069] The upper limit of the second interval is less than or equal to the lower limit of the third interval;

[0070] The upper limit of the third interval is less than or equal to the lower limit of the fourth interval.

[0071] The four intervals correspond to the four fuel cell working modes: power battery charging mode, power battery fast charging mode, power battery intelligent control mode and power battery discharge mode:

[0072] If the power battery SOC is in the first interval, it corresponds to the power battery charging mode. The vehicle starts and automatically activates the fuel cell to charge the power battery at the maximum power the power battery can bear. As the vehicle travels, the power demand gradually increases, and the fuel cell begins to fully assume the power supply task. The fuel cell gives priority to supplying energy to the vehicle, and the remaining energy of the fuel cell is used to charge the power battery. When the vehicle's required power exceeds the maximum power of the fuel cell, the fuel cell stops charging the power battery, and the power battery does not discharge or the output power of the power battery is limited;

[0073] If the power battery SOC is in the second interval, it corresponds to the power battery fast charging mode. When the vehicle power demand does not exceed the maximum output power of the fuel cell, the fuel cell will give priority to supplying energy to the vehicle, and the remaining energy of the fuel cell will charge the power battery. When the vehicle power demand exceeds the maximum power of the fuel cell, the fuel cell will fully drive the vehicle and suspend charging the power battery. The power battery assists in power supply, which can ensure that the vehicle can operate efficiently and safely in various driving scenarios.

[0074] If the power battery SOC is in the third interval, it corresponds to the power battery intelligent control mode. Based on the economy and demand of the whole vehicle, the whole vehicle controller adjusts the power distribution of the power battery and the fuel cell. The fuel cell and the power battery jointly power the vehicle, and as the SOC of the power battery decreases, the power of the fuel cell increases; if the power required by the whole vehicle does not exceed the limit of the power battery, then the power battery will take the lead, and the fuel cell will operate stably in a low-power state; if the driving power demand is more aggressive, the fuel cell will further release its potential, increase the output power, and ensure the smooth and efficient operation of the vehicle;

[0075] If the power battery SOC is in the fourth interval, it corresponds to the power battery discharge mode, the fuel cell maintains an idle state, and the power battery supplies power to the vehicle.

[0076] The optional values ​​are listed below: the upper limit of the first interval is 35%, the second interval is 35% to 50%, the third interval is 50% to 65%, and the lower limit of the fourth interval is 65%. The above 4 working modes can be referred to the following table:

[0077]

[0078] The upper limit of the first interval is greater than or equal to the power battery SOC threshold, which refers to the energy required to start the fuel cell. The fuel cell contains auxiliary components, such as an air compressor, a hydrogen circulation pump, and a boost DC-DC converter, which consume a certain amount of energy during the startup process. If the energy is insufficient, the fuel cell cannot be started. Therefore, the upper limit of the first interval is greater than or equal to the power battery SOC threshold to ensure that the fuel cell can be started.

[0079] The ambient temperature has a significant impact on the start-up time of the fuel cell. The start-up time varies under different temperature conditions. The control system can also adjust the upper limit of the first interval according to the temperature. Specifically, based on the relationship between temperature and start-up time, the start-up time required for the fuel cell at different temperatures can be calculated, and the corresponding auxiliary component energy consumption can be further calculated according to the start-up time. The calculation of the auxiliary component energy consumption follows the following formula:

[0080] Auxiliary component energy consumption = auxiliary component rated power × start-up time

[0081] like Figure 3 The total power requirement of the auxiliary components is the sum of the rated power consumption of the boost DC-DC converter and the maximum power required for the operation of the air compressor, air circulation pump, etc. At the same time, the determination of the start-up time depends on the change characteristics of the fuel cell start-up time and temperature.

[0082] Regarding the gas flow and drainage control method of the fuel cell stack, the gas flow and drainage control method of the fuel cell stack includes: during the driving of the vehicle, adjusting the valve opening according to the pressure parameters of the fuel cell.

[0083] The stack gas flow and drainage control method includes: in the fuel cell startup state, when the pressure is detected to be greater than a first pressure threshold, adjusting the opening of the valve to discharge water and ensure that the pressure is greater than a second pressure threshold, and the second pressure threshold is less than the first pressure threshold.

[0084] The pressure can be monitored and the water can be drained in time to shorten the duration of each drainage. In this scheme, the duration of each drainage is controlled to be less than or equal to 6 seconds. Compared with the original drainage time of 27 seconds, it can effectively reduce the overall consumption of hydrogen while taking into account the durability of the fuel cell stack.

[0085] The working process of the exhaust system of hydrogen fuel vehicles is a complex system regulation and control process, such as Figure 4 In the hydrogen fuel cell stack, the system adjusts the exhaust back pressure valve to achieve precise control of the exhaust according to the real-time monitoring of pressure and flow information. This step is designed to ensure the stable operation of the fuel cell stack and enable it to effectively provide the required power output under different loads and working conditions.

[0086] While the system is running, the water-gas separator controls the valve opening and drains hydrogen by monitoring the accumulated level of the system's operating power. The function of the intercooler diverter valve is to open synchronously when the water-gas separation valve opens, and the concentration of hydrogen is adjusted through the diverter valve. In general, since the power of the fuel cell stack affects the circulation and emission of hydrogen and oxygen in the system, the exhaust flow in the exhaust system of a hydrogen fuel vehicle is usually positively correlated with the power of the fuel cell stack.

[0087] When the vehicle is powered off for cleaning, the drainage method described above during driving can also be used. There are three stages of power cleaning (the drainage method described above is applied to the second stage):

[0088] The first stage is the cathode drainage oxygen consumption stage: the cathode oxygen consumption and water discharge. The end of this stage is marked by the cathode pressure dropping to 98kPa, and the duration is about 18 seconds.

[0089] The second stage, anode drainage stage: focuses on the discharge of water from the anode. The end sign is that the anode pressure reaches 120kPa. The time required for this stage varies according to the drainage situation (it can be judged by the opening frequency of the drain valve. The higher the frequency, the more water there is in the anode cavity, so the drainage time will be correspondingly extended); at this time, the cathode pressure is stable at 98kPa, and no air enters the cathode cavity. As the anode pressure gradually drops from 160kPa to 120kPa, hydrogen is consumed at a rate of 3mg per second. Hydrogen is mainly used to discharge water from the cathode;

[0090] The third stage is the anode pressurization stage: the stage of pressurizing the anode and maintaining a stable pressure to ensure that the anode pressure is higher than the cathode pressure after the system is shut down. This stage takes about 5 seconds.

[0091] In the entire process of the lower electrical purge, the consumption of hydrogen is mainly affected by the second stage, the anode drainage stage. In this stage, the air intake valve and the back pressure valve are both in a fully closed state (opening degree is 0%), and the air bypass valve maintains an opening degree of 80%. At this time, the cathode pressure is stable at the design value, and no air enters the cathode chamber. As the anode pressure gradually drops from the high pressure point to the design value, hydrogen is consumed at a rate of 3 mg per second, mainly used to discharge water from the anode. In order to improve efficiency, the drainage capacity of the second stage is enhanced through software optimization, with the goal of significantly shortening the time of this stage from 27 seconds to 6 seconds. This improvement is expected to reduce the hydrogen discharge time by 21 seconds, thereby effectively reducing the overall consumption of hydrogen and taking into account the durability of the stack.

[0092] Based on the above embodiments, an embodiment of the present application further provides a vehicle, wherein the vehicle includes a control system, and the control system is used to execute the above battery system operation method.

[0093] Regarding vehicle range verification:

[0094] The applicant conducted simulation analysis and used simulation methods to obtain the necessary data for operating condition characteristic analysis and real-time hydrogen consumption prediction during the model development stage. Specifically, Figure 5With the help of AVL-Cruise software, a fuel cell vehicle simulation model with hybrid drive mode was constructed, and a CLTC (China light-duty vehicle test cycle) simulation scenario was designed to simulate the driving state of fuel cell vehicles under various conditions. Figure 6 ), and determined that the hydrogen consumption rate of the battery system operation method is 0.87 kg per 100 km ( Figure 6 The vehicle is loaded with 5.76 kg of hydrogen, which gives a range of 662.06 km.

[0095] The applicant also conducted field experiments to verify:

[0096] (1) Working condition selection: In the range test of fuel cell electric vehicles, according to the latest Chinese standard GB / T43252-2023, the CLTC-P working condition (such as Figure 7 ) for precise evaluation. This operating condition fully simulates various scenarios of actual driving, effectively reveals the energy management strategies of different models under complex operating conditions, and provides data support for optimizing control algorithms. At the same time, the test also uses energy flow monitoring technology, which comprehensively tracks the flow and conversion of energy through high-precision power analyzers and various sensors.

[0097] (2) Test conclusion: The total cruising range is 652 km, and the hydrogen consumption is 0.87 kg / 100 km. This data not only reflects the rationality of the vehicle's cruising strategy, but also reflects the mature application of hydrogen energy technology.

[0098] In general, this application proposes a battery system operation method, control system and vehicle, which has made breakthrough progress in the field of fuel cell vehicles. By innovatively integrating braking and acceleration energy management strategies and power battery SOC power management, it achieves instant and accurate response of vehicle power, improving the vehicle's operating efficiency and economy. The core advantage of this solution lies in its fine control capability, which can ensure that the fuel cell and various subsystems work together to achieve the optimal energy configuration. At the same time, the fuel cell purge process has been comprehensively optimized. By improving the gas flow and drainage mechanism, the purge time has been effectively shortened, hydrogen consumption has been reduced, and efficiency has been improved, achieving a double leap in energy efficiency and endurance.

[0099] The above-described device and system embodiments are merely illustrative, and some or all of the modules may be selected according to actual needs to achieve the purpose of the present embodiment. A person skilled in the art may understand and implement the present embodiment without creative effort.

[0100] The above are only preferred specific implementations of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with the technical field within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A battery system operation method, characterized in that: The battery system operation method is used in a control system of a vehicle, wherein the vehicle includes a fuel cell and a power battery; The battery system operation method includes a braking system recovery method, an acceleration energy management control method, a power battery SOC power management control method, and a stack gas flow and drainage control method; The braking system recovery method comprises: converting the kinetic energy of the vehicle into electrical energy in a braking state and / or a coasting state and storing the electrical energy in the power battery; The acceleration energy management control method comprises: controlling the acceleration of the powertrain according to driving condition parameters; The power battery SOC power management control method comprises: determining a corresponding working mode according to the interval in which the SOC of the power battery is located; The method for controlling gas flow and drainage of a fuel cell stack includes: adjusting the valve opening according to the pressure parameters of the fuel cell during vehicle driving and when the power is turned off.

2. The battery system operation method according to claim 1, characterized in that: The braking system recovery method comprises: When a brake pedal travel signal is received, a first recovery torque is determined according to the brake pedal signal and the rotation speed, and a second recovery torque is obtained according to the available power of the power battery; The drive motor is controlled to generate electricity according to the smaller torque between the first recovery torque and the second recovery torque, and the electric energy generated by the drive motor is stored in the power battery.

3. The battery system operation method according to claim 2, characterized in that: The braking system recovery method further includes: When it is detected that the accelerator pedal is released and the brake pedal is not activated, the coasting recovery basic torque at the current speed is determined according to a preset curve, and the second recovery torque is obtained according to the available power of the power battery; The driving motor is controlled to generate electricity according to the smaller torque between the coasting recovery basic torque and the second recovery torque.

4. The battery system operation method according to claim 1, characterized in that: The acceleration energy management control method comprises: The acceleration of the powertrain is controlled according to the vehicle speed, accelerator pedal signal, motor power, power battery power and fuel cell power.

5. The battery system operation method according to claim 4, characterized in that: The acceleration energy management control method further includes: increasing or decreasing the output power of the fuel cell according to road condition information; the road condition information includes a slope.

6. The battery system operation method according to claim 1, characterized in that: The stack gas flow and drainage control method comprises: When the fuel cell is in the startup state, when the pressure is detected to be greater than the first pressure threshold, the opening of the valve is adjusted to discharge the water and ensure that the pressure is greater than the second pressure threshold, which is less than the first pressure threshold.

7. The battery system operation method according to claim 6, characterized in that: The duration of each drainage is less than or equal to 6 seconds.

8. The battery system operation method according to claim 1, characterized in that: The power battery SOC power management control method comprises: Detecting the SOC of the power battery; If the power battery SOC is in the first interval, the fuel cell provides energy to the vehicle first, and the remaining energy of the fuel cell is used to charge the power battery. When the vehicle power demand exceeds the maximum power of the fuel cell, the fuel cell stops charging the power battery and the power battery does not discharge. If the power battery SOC is in the second interval, the fuel cell will give priority to supplying energy to the vehicle, and the surplus energy of the fuel cell will be used to charge the power battery. When the power demand of the vehicle exceeds the maximum power of the fuel cell, the power battery will provide auxiliary power supply; If the power battery SOC is in the third interval, the fuel cell and the power battery jointly supply power to the vehicle, and as the power battery SOC decreases, the power of the fuel cell increases; If the power battery SOC is in the fourth interval, the fuel cell maintains an idle state, and the power battery supplies power to the vehicle; The upper limit of the first interval is less than or equal to the lower limit of the second interval; The upper limit of the second interval is less than or equal to the lower limit of the third interval; The upper limit of the third interval is less than or equal to the lower limit of the fourth interval; The upper limit of the first interval is greater than or equal to the power battery SOC threshold; The power battery SOC threshold is determined according to the energy required for starting the fuel cell.

9. A control system, characterized in that: The control system is used to execute the battery system operating method according to any one of claims 1 to 8.

10. A vehicle, characterized in that: The vehicle includes a control system, and the control system is used to execute the battery system operation method according to any one of claims 1 to 8.

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