Method for optimizing energy consumption of whole vehicle through power distribution of fuel cell vehicle

Abstract

The invention relates to a method for optimizing energy consumption of a whole vehicle by power distribution of a fuel cell vehicle, which is used for performing power distribution on target demand power Preq output to a fuel cell system and performing whole vehicle energy distribution in cooperation with a power battery, and comprises the following steps: step 1, analyzing an optimal power point PF of the fuel cell system, step 2, performing charge and discharge limit analysis on the power battery, and step 3, analyzing the energy consumption of the whole vehicle. 3, making a gas-electricity power matrix; and 4, carrying out a control strategy of power distribution. On the basis of each power interval of the electric drive demand power Ptmr of the fuel cell and the SOC percentage of the power cell, a gas-electric power matrix is drawn in combination with charging and discharging zoning of the power cell, the gas-electric power matrix is inquired by collecting the current SOC residual electric quantity percentage and the current Ptmr value, Preq is rapidly output and distributed, energy flow distribution of the whole vehicle is achieved, and energy flow distribution of the whole vehicle is achieved. And the power control of the gas-electric vehicle model is realized more efficiently, so that the energy flow management of the whole vehicle is more economical.

Description

Technical Field

[0001] The present invention relates to the technical field of power distribution of fuel cell vehicles, and more specifically to a method for optimizing the energy consumption of a fuel cell vehicle by power distribution. Background Art

[0002] In existing fuel cell vehicles, power distribution is more controlled by power point. The power point is generally a fixed point or an empirical value. It is not applicable to various vehicle models and different fuel-electric systems. In particular, the control effect on the energy flow management of the whole vehicle is not ideal, and the contribution to the energy consumption of the whole vehicle is low.

[0003] In addition, the power distribution strategy of fuel cell vehicles generally adopts a switching control strategy, that is, when the SOC value of the power battery is less than a certain set value, the fuel cell engine is turned on and maintained at a fixed power point to pursue stable power output of the fuel cell; when the SOC is greater than a certain set value, the fuel cell engine is turned off. This solution has the problem that the entire vehicle system does not operate at the most efficient point, and the energy consumption efficiency of the entire vehicle is low. Summary of the invention

[0004] The purpose of the present invention is to provide a method for optimizing the energy consumption of a fuel cell vehicle by distributing power to the vehicle, so as to solve the above-mentioned problems.

[0005] The present invention adopts the following technical solution: A method for optimizing the energy consumption of a fuel cell vehicle by distributing power to the fuel cell system. req Power distribution is carried out to coordinate with the power battery to distribute the energy of the whole vehicle, including the following steps: Step 1: Optimal power point P of fuel cell system F Analysis: Based on the fuel cell system vehicle power requirement P vehr Power required by high voltage accessories P dfj and electric drive power requirement P tmr The electric drive power required by the vehicle under rated conditions P tmr It is divided into five power ranges from low to high, and the high-voltage accessory power required P of each power range is accumulated. dfj , combined with the working characteristics of the fuel cell system, the electric drive power demand P tmr The optimal power point P of the fuel cell system in each power range F The value of P with the smallest power in each power interval F The value of P Fmin , the largest power P F The value of P Fmax .

[0006] Step 2: Analysis of power battery charge and discharge limit: Based on the charge and discharge current limit curve of the power battery at the SOC percentage, analyze the limit relationship between the power battery SOC percentage and the charge and discharge power, and obtain the maximum charging power P at each SOC percentage. climit and the maximum discharge power P dlimit ; Among them, the SOC percentage is divided into a first percentage, a second percentage and a third percentage from small to large.

[0007] Step 3: Create a fuel-electric power matrix: The electric drive power requirement P based on the fuel cell tmr The fuel-electric power matrix is ​​drawn by combining the power intervals and the power battery SOC percentage. Specifically, the current power battery SOC percentage is collected to calculate the current electric drive demand power P tmr The value of the battery SOC percentage is defined as the Y axis from low to high, and the electric drive demand power P tmr The power range is positioned from low to high as the X-axis, and the target power P output to the fuel cell system req Perform power allocation, including the following logical requirements: (A) When the power battery SOC ≤ the first percentage, the power battery charging is prioritized, the first three power intervals of the X axis are set as the power battery charging partition, the fourth power interval is set as the power battery charging and discharging partition, and the fifth power interval is set as the power battery discharging partition; calculate and obtain the electric drive demand power P of the vehicle under the current driving state tmr , and obtain the P tmr The optimal power point P of the fuel cell system in the corresponding power range F The value of the target power P output to the fuel cell system req =P F ; (B) When the first percentage < power battery SOC ≤ second percentage, the power battery may be in a charging or discharging state, the first two power intervals of the X-axis are set as power battery charging partitions, the third power interval is set as power battery charging and discharging partitions, and the fourth and fifth power intervals are set as power battery discharging partitions; obtain the electric drive demand power P of the vehicle under the current driving state tmr , and obtain the P tmr The optimal power point P of the fuel cell system in the corresponding power range F The value of P F Is it less than the maximum charging power P in the current SOC state? climit , if P F ≤P climit , then P req =P F If P F >P climit , indicating the current PF will cause the power battery to be overcharged, then move to the previous power interval with smaller power, and take the first one that satisfies P F ≤P climit The power range P F The value of P req =P F (RE max ); where P F (RE max ) represents the maximum number of pre-order intervals that can satisfy P F ≤P climit P F value; (C) When the second percentage < power battery SOC ≤ the third percentage, the remaining power of the power battery basically meets the vehicle driving demand, and the battery discharge is given priority. The first power interval of the X-axis is set as the power battery charging partition, the second power interval is set as the power battery charging and discharging partition, and the third to fifth power intervals are set as the power battery discharging partition; the target demand power P output to the fuel cell system is controlled req =P F , and determine P F Whether the value of meets the charging, discharging and discharging partition requirements of the power battery, if not, select the P of the previous power interval that first meets the charging and discharging partition requirements. F If the previous power interval does not meet the value, then P req =P Fmin .

[0008] Step 4: Power distribution control strategy: Based on the vehicle running state, it is divided into normal driving state and high-speed driving state. When the vehicle is in the normal state, the SOC of the current power battery is collected and the current P is calculated. tmr The value of P corresponding to the output is controlled by querying the fuel power matrix obtained in step 3. req ; When the vehicle is in high-speed driving state, the control output corresponds to P req It is the overall optimal efficiency point of the fuel cell system.

[0009] Furthermore, in step 1, the electric drive power required by the vehicle under rated conditions P tmr It is divided into five stages, namely 0-25KW stage, 25-50KW stage, 50-75KW stage, 75-100kW stage and above 100KW stage.

[0010] Furthermore, in step 1, the fuel cell system vehicle power requirement P vehr =P dfj +P req The high voltage accessory requires power P dfj= (UIcosφ×1.732) / Ƞ / 1000, where U is the line voltage, I is the line current, cosφ is the power factor, and Ƞ is the system efficiency.

[0011] Furthermore, the first percentage is 20%, the second percentage is 55%, and the third percentage is 85%.

[0012] Furthermore, in the logical conditions (A), (B) and (C) of step 3, when the P obtained by calculation is tmr ≥P Fmax , then P req =P Fmax .

[0013] Furthermore, in the logical condition (C) of step 3, the obtained P is calculated. tmr ≥P Fmax , then P req =P Fmax , if P Fmax Greater than the maximum charging power P at the current SOC state climit , then it means that taking the minimum pre-order interval can satisfy P F ≤P climit P F Worth it.

[0014] Furthermore, in step 4, the condition for determining the high-speed driving state of the vehicle is that the current vehicle speed is ≥ 60 km / h and the duration is 20 seconds. From the above description of the structure of the present invention, it can be seen that compared with the prior art, the present invention has the following advantages: The electric drive power requirement P of the present invention is based on the fuel cell tmr The various power intervals and the SOC percentage of the power battery are combined with the power battery charging, charging and discharging, and discharging divisions to draw the fuel power matrix. By collecting the current SOC remaining power percentage and the current P tmr By querying the fuel power matrix, the output distribution P req , realize the energy flow distribution of the whole vehicle, from the optimal efficiency of fuel-electricity, combined with battery charging restrictions, through innovative charging and discharging block division, more efficient power control of fuel-electric vehicles can be achieved, making the energy flow management of the whole vehicle more economical. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a graph showing the power generation efficiency of the fuel cell system of the present invention.

[0016] Figure 2-1 It is a theoretical matrix diagram of the sustainable charging current limit, SOC and temperature of the battery of the present invention.

[0017] Figure 2-2 This is a diagram of the sustainable charging current limit of the present invention.

[0018] Figure 2-3 This is a diagram of the sustainable charging power limit of the present invention.

[0019] Figure 2-4 It is a theoretical matrix diagram of the sustainable discharge current limit, SOC and temperature of the battery of the present invention.

[0020] Figure 2-5 This is a diagram of the sustainable discharge current limit of the present invention.

[0021] Figure 2-6 This is a diagram of the sustainable discharge power limit of the present invention.

[0022] Figure 3 This is the fuel-electric power matrix diagram of the present invention. DETAILED DESCRIPTION

[0023] The specific implementation of the embodiment of the present invention is described below with reference to the accompanying drawings.

[0024] In a fuel cell vehicle, the high-voltage circuit of the whole vehicle is connected in series, and the output power of the fuel cell system can be used for power consumption of the electric drive system or for charging the power battery, depending on the driving power required by the whole vehicle under the driving state. Therefore, the present invention optimizes the output power of the fuel cell system, thereby rationalizing the charging and discharging state of the power battery, making the energy flow management of the whole vehicle most economical, and further achieving the purpose of reducing energy consumption, specifically the following method.

[0025] Reference Figures 1 to 3 , a method for optimizing the energy consumption of the whole vehicle by distributing power to a fuel cell vehicle. In a fuel cell vehicle, the high-voltage circuits of the whole vehicle are connected in series, and the output power of the fuel cell system can be used for power consumption of the electric drive system or for charging the power battery, depending on the driving power required by the whole vehicle under the driving state. Therefore, the target power P output to the fuel cell system req Power distribution is carried out to coordinate with the power battery to distribute the energy of the whole vehicle, including the following steps: Step 1: Optimal power point P of fuel cell system F analyze: Based on the fuel cell system vehicle power requirement P vehr Power required by high voltage accessories P dfj and electric drive power requirement P tmr Composition, so P vehr Satisfy (Formula 1-1); High-voltage accessory power requirement P dfj Generally, it is the load power other than the electric drive system, that is, the power demand of the high-voltage accessories input DC terminal, so P dfj Satisfies (Formula 1-2).

[0026] Vehicle power requirement P vehr=P dfj +P req (Formula 1-1).

[0027] High voltage accessory power requirement P dfj = (UIcosφ×1.732) / Ƞ / 1000, (Formula 1-2); Among them, U is the line voltage, I is the line current, cosφ is the power factor (usually 0.7838-0.8338), and Ƞ is the system efficiency (taken as 0.98).

[0028] The electric drive power required by the vehicle under rated conditions P tmr It is divided into five power ranges from low to high, and the high-voltage accessory power required P of each power range is accumulated. dfj , combined with the working characteristics of the fuel cell system, the electric drive power demand P tmr The optimal power point P of the fuel cell system in each power range F The value of P with the smallest power in each power interval F The value of P Fmin , the largest power P F The value of P Fmax .

[0029] Specifically, the electric drive power required by the vehicle under rated conditions P tmr It is divided into five stages, namely 0-25KW stage, 25-50KW stage, 50-75KW stage, 75-100kW stage, and above 100KW stage. Figure 1 The power generation efficiency of the fuel cell system in each power range is obtained through experimental calibration, where the efficiency exceeds 55% for the high efficiency range. According to the highest efficiency point of the fuel cell system in each power range, the P of the target power range can be determined. F value.

[0030] Take the maximum power value in each interval and calculate P according to (Formula 1-2) dfj Steady-state and transient interval values, according to (Formula 1-1), the maximum power is accumulated and P dfj Interval value, thus we can get P under each interval vehr The value range is as follows: Note: When the power exceeds 80kW, the power generation efficiency of the fuel-fired power system decreases, and it is constrained by the peak power of fuel-fired power. F The value can be determined based on the actual peak power. Fmin 30kw; P Fmax It is 85kw.

[0031] Step 2: Analysis of power battery charge and discharge limit: Based on the charge and discharge current limit curve of the power battery at the SOC percentage, analyze the limit relationship between the power battery SOC percentage and the charge and discharge power, and obtain the maximum charging power P at each SOC percentage. climit and the maximum discharge power P dlimit ; Among them, the SOC percentage is divided into a first percentage, a second percentage and a third percentage from small to large; in this embodiment, the first percentage is 20%, the second percentage is 55%, and the third percentage is 85%.

[0032] In this embodiment, the charge and discharge limit power allowed by the power battery is based on the basic stability of the battery voltage platform. The power analysis can be simplified to current analysis. According to the charge and discharge current limit curve of the battery SOC at 0-100%, the limit relationship between the battery SOC and the charge and discharge power is analyzed to obtain the maximum charging power P at each SOC. climit and the maximum discharge power P dlimit .

[0033] Reference Figure 2-1 , which is a theoretical matrix diagram of the sustainable charging current limit, SOC, and temperature of the power battery with a rated power of 100kw in this embodiment, wherein the X-axis is SOC, the Y-axis is temperature, and the Z-axis is current limit. According to the matrix diagram, the relationship curve between SOC and battery charging current limit at a normal operating temperature of 30-40°C is set as the theoretical curve ( Figure 2-2 ), combined with the voltage platform (502V), the relationship curve between battery SOC and sustainable charging power is obtained ( Figure 2-3 ), that is, the maximum charging power P under each SOC climit .

[0034] Similarly, according to the theoretical matrix diagram of battery sustainable discharge current limit, SOC and temperature ( Figure 2-4 ); the battery sustainable discharge current limit curve can be obtained ( Figure 2-5 ) and the sustainable discharge power limit curve ( Figure 2-6 ), that is, the maximum discharge power P under each SOC dlimit .

[0035] Step 3: Create a fuel-electric power matrix, such as Figure 3 : The required power P of the electric drive based on the fuel cell tmr The fuel-electric power matrix is ​​drawn by combining the power intervals and the power battery SOC percentage. Specifically, the current power battery SOC percentage is collected to calculate the current electric drive demand power P tmr The value of the battery SOC percentage is defined as the Y axis from low to high, and the electric drive demand power P tmrThe power range is positioned from low to high as the X-axis, and the target power P output to the fuel cell system req Perform power allocation, including the following logical requirements: (A) When the power battery SOC is ≤ 20%, the power battery charging is prioritized. The first three power intervals of the X axis are set as the power battery charging partition, the fourth power interval is set as the power battery charging and discharging partition, and the fifth power interval is set as the power battery discharging partition. Calculate and obtain the electric drive demand power P of the vehicle under the current driving state. tmr , and obtain the P tmr The optimal power point P of the fuel cell system in the corresponding power range F The value of the target power P output to the fuel cell system req =P F .

[0036] Specific value description: When 0≤P tmr When ≤25kw, that is, P req =P F =30kw; when 25<P tmr When ≤50kw, that is, P req =P F =55kw; when 50<P tmr When ≤75kw, that is, P req =P F =78kw; when 75<P tmr When ≤100kw, P req =P F =85kw; when P tmr >100kw, P req =P F =85kw. In addition, when P tmr ≥P Fmax In order to meet the vehicle power demand and the driver's actual driving intention, P req =P Fmax =85kw.

[0037] (B) When 20%<power battery SOC≤55%, the power battery can be in charging or discharging state. The first two power intervals of the X-axis are set as power battery charging partitions, the third power interval is set as power battery charging and discharging partitions, and the fourth and fifth power intervals are set as power battery discharging partitions. Obtain the electric drive demand power P of the vehicle under the current driving state. tmr , and obtain the P tmr The optimal power point P of the fuel cell system in the corresponding power range F The value of P F Is it less than the maximum charging power P in the current SOC state? climit, if P F ≤P climit , then P req =P F If P F >P climit , indicating the current P F will cause the power battery to be overcharged, then move to the previous power interval with smaller power, and take the first one that satisfies P F ≤P climit The power range P F The value of P req =P F (RE max ); where P F (RE max ) represents the maximum number of pre-order intervals that can satisfy P F ≤P climit P F value.

[0038] Specific value description: When 0≤P tmr When ≤25kw, that is, P req =P F =30kw.

[0039] When 25<P tmr When ≤50kw, that is, P req =P F =55kw.

[0040] When 50<P tmr When ≤75kw, that is, P req =P F =78kw, but the current P F =78kw In this range of SOC, P may appear F >P climit The situation will cause the power battery to be overcharged, but if you directly take P req =P tmr , the fuel cell system is not at the optimal power generation point, and the power demand of the fuel cell by the vehicle follows the power demand of the vehicle. The output power change rate of the fuel-electric system is high, which will lead to low power generation efficiency of the fuel-electric system and increase losses. Considering that the maximum power that can be satisfied in the previous interval is P F ≤P climit The P_F value, that is, P F (RE max ) = 55kW, which can meet 73% (>50%) of the current maximum driving power and is at the highest power generation efficiency. It is the same as the previous interval value. In the hysteresis control of the rising edge, the output power change rate of the fuel-electric system is almost 0, which makes the power generation efficiency of the fuel-electric system higher and effectively reduces the loss. Therefore, P req =PF (RE max ) = 55kw.

[0041] Similarly, when 75<P tmr When ≤100kw, P req =P F (RE max ) = 55kw.

[0042] When P tmr >100kw, P tmr ≥P Fmax In order to meet the vehicle power demand and the driver's actual driving intention, P req =P Fmax =85kw (SOC range is relatively high, no need to run at full power).

[0043] (C) When 55%<power battery SOC≤85%, the remaining power of the power battery basically meets the vehicle driving demand, and the battery discharge is given priority. The first power interval of the X-axis is set as the power battery charging partition, the second power interval is set as the power battery charging and discharging partition, and the third to fifth power intervals are set as the power battery discharging partition; the target demand power P output to the fuel cell system is controlled req =P F , and determine P F Whether the value of meets the requirements of the power battery charging, discharging, and discharging partitions. If not, select the P of the previous power interval that first meets the charging and discharging partitions. F If the previous power interval does not meet the value, then P req =P Fmin .

[0044] Specific value description: When 0≤P tmr When ≤25kw, that is, P req =P F =30kw.

[0045] When 25<P tmr When ≤50kw, because the power battery in this zone is in the charge and discharge zone, the current P F =55kw, 55kw is greater than the maximum power demand of the current power partition (50kw), resulting in the power battery always being in a charging state, which does not meet the requirements of the charge and discharge partition, so P is taken. req =P Fmin =30kw.

[0046] Similarly, when 50<P tmr When ≤75kw, because the power battery in this zone is in the discharge zone, the current P F=78kw, 78kw is greater than the maximum power demand of the current power partition (75kw), resulting in the power battery always being in a charging state. If the previous interval P is selected F =55kw, 55kw is not less than the minimum power demand (50kw) of the current power partition, but falls into the power demand partition, resulting in the power battery being in a charging and discharging state instead of always being in a discharging state, so it does not meet the requirements of the discharge partition, so take P req =P Fmin =30kw. Therefore, in the hysteresis control of the rising and falling edges of the preceding interval, the output power change rate of the fuel-fired power system is almost 0, which makes the power generation efficiency of the fuel-fired power system higher and effectively reduces the loss.

[0047] When 75<P tmr When ≤100kw, the first power interval that meets the discharge partition is P F =55kw, so P req =55kw.

[0048] When P tmr >100kw, P tmr >P Fmax In order to meet the power demand of the whole vehicle, meet the actual driving intention of the driver, and ensure that the fuel cell is in the efficient power generation area, and at the same time meet the maximum discharge partition P of the previous power interval F The value of , and the maximum value that can satisfy P F ≤P climit P F The value of is 55kw, then P req =55kw.

[0049] Finally, the following fuel-electric power matrix can be obtained, that is, Figure 3 .

[0050] Step 4: Power distribution control strategy: Based on the vehicle running state, it is divided into normal driving state and high-speed driving state. When the vehicle is in the normal state, the SOC of the current power battery is collected and the current P is calculated. tmr The value of P corresponding to the output is controlled by querying the fuel power matrix obtained in step 3. req ; When the vehicle is in high-speed driving state, the control output corresponds to P req It is the overall optimal efficiency point of the fuel cell system.

[0051] Specifically, the current vehicle is in a normal driving state (not a parking power generation state, only meeting the vehicle driving needs), the fuel-electric vehicle model is controlled to give priority to power recovery, and the current SOC percentage value of the power battery is collected. If the SOC is 19%, the current P is calculated. tmr The value of P tmr=60kw, the table output corresponds to P req =78kw.

[0052] The vehicle is currently in high-speed driving state, and the vehicle speed information is collected. When the vehicle is driving at a constant high speed, the required power (P tmr ) is large, and the SOC interval fluctuates significantly. At this time, a power control strategy that is better than the normal state should be selected. Therefore, it is added to judge that when the current vehicle speed is ≥60km / h and lasts for 20s, the corresponding target power output to the fuel-electric system is fixed to the optimal efficiency point of the fuel-electric system, and the overall optimal efficiency point of the fuel cell system is 55% of the maximum power. In this embodiment, taking 100kw as an example, the optimal efficiency point of the fuel cell system is 55kw.

[0053] In addition, the internal control strategy provides safety protection for the final output power, that is, the final output value P in step 4 req The vehicle driving power P is lower than the maximum chargeable power allowed by the power battery and the maximum output power currently allowed by the fuel cell system. vehr Lower than the maximum discharge power allowed by the battery (P dlimit ), in each SOC range, the output value of the fuel-electric system is limited to no higher than the maximum chargeable power allowed by the battery, that is, Preq≤Pclimit.

[0054] The above is only a specific implementation of the present invention, but the design concept of the present invention is not limited thereto. Any non-substantial changes to the present invention using this concept shall be deemed as an infringement of the protection scope of the present invention.

Claims

1. A method for optimizing the energy consumption of a fuel cell vehicle by distributing power to the vehicle, characterized in that: The target power P output to the fuel cell system req Power distribution is carried out to coordinate with the power battery to distribute the energy of the whole vehicle, including the following steps: Step 1: Optimal power point P of fuel cell system F Analysis: Based on the fuel cell system vehicle power requirement P vehr Power required by high voltage accessories P dfj and electric drive power requirement P tmr The electric drive power required by the vehicle under rated conditions P tmr It is divided into five power ranges from low to high, and the high-voltage accessory power required P of each power range is accumulated. dfj , combined with the working characteristics of the fuel cell system, the electric drive power demand P tmr The optimal power point P of the fuel cell system in each power range F The value of P with the smallest power in each power interval F The value of P Fmin， The largest power P F The value of P Fmax ; Step 2: Analysis of power battery charge and discharge limit: Based on the charge and discharge current limit curve of the power battery at the SOC percentage, analyze the limit relationship between the power battery SOC percentage and the charge and discharge power, and obtain the maximum charging power P at each SOC percentage. climit and the maximum discharge power P dlimit ; Wherein, the SOC percentage is divided into a first percentage, a second percentage and a third percentage from small to large; Step 3: Create a fuel-electric power matrix: The electric drive power requirement P based on the fuel cell tmr The fuel-electric power matrix is ​​drawn by combining the power intervals and the power battery SOC percentage. Specifically, the current power battery SOC percentage is collected to calculate the current electric drive demand power P tmr The value of the battery SOC percentage is defined as the Y axis from low to high, and the electric drive demand power P tmr The power range is positioned from low to high as the X-axis, and the target power required to be output to the fuel cell system P req Perform power allocation, including the following logical requirements: (A) When the power battery SOC ≤ the first percentage, the power battery charging is prioritized, the first three power intervals of the X axis are set as the power battery charging partition, the fourth power interval is set as the power battery charging and discharging partition, and the fifth power interval is set as the power battery discharging partition; calculate and obtain the electric drive demand power P of the vehicle under the current driving state tmr , and obtain the P tmr The optimal power point P of the fuel cell system in the corresponding power range F The value of the target power P output to the fuel cell system req =P F ; (B) When the first percentage < power battery SOC ≤ second percentage, the power battery may be in a charging or discharging state, the first two power intervals of the X-axis are set as power battery charging partitions, the third power interval is set as power battery charging and discharging partitions, and the fourth and fifth power intervals are set as power battery discharging partitions; obtain the electric drive demand power P of the vehicle under the current driving state tmr , and obtain the P tmr The optimal power point P of the fuel cell system in the corresponding power range F The value of P F Is it less than the maximum charging power P in the current SOC state? climit , if P F ≤P climit , then P req =P F If P F >P climit , indicating the current P F will cause the power battery to be overcharged, then move to the previous power interval with smaller power, and take the first one that satisfies P from large to small. F ≤P climit The power range P F The value of P req =P F (RE max ); where P F (RE max ) represents the maximum number of pre-order intervals that can satisfy P F ≤P climit P F value; (C) When the second percentage < power battery SOC ≤ the third percentage, the remaining power of the power battery basically meets the vehicle driving demand, and the battery discharge is given priority. The first power interval of the X-axis is set as the power battery charging partition, the second power interval is set as the power battery charging and discharging partition, and the third to fifth power intervals are set as the power battery discharging partition; control the target demand power P output to the fuel cell system req =P F , and determine P F Whether the value of meets the charging, discharging and discharging partition requirements of the power battery, if not, select the P of the previous power interval that first meets the charging and discharging partition requirements. F If the previous power interval does not meet the value, then P req =P Fmin ; Step 4: Power distribution control strategy: Based on the vehicle running state, it is divided into normal driving state and high-speed driving state. When the vehicle is in the normal state, the SOC of the current power battery is collected and the current P is calculated. tmr The value of P corresponding to the output is controlled by querying the fuel power matrix obtained in step 3. req ; When the vehicle is in high-speed driving state, the control output corresponds to P req It is the overall optimal efficiency point of the fuel cell system.

2. According to claim 1, a method for optimizing the energy consumption of a fuel cell vehicle by power distribution, characterized in that: In the step 1, the electric drive power required by the vehicle under rated conditions P tmr It is divided into five stages, namely 0-25KW stage, 25-50KW stage, 50-75KW stage, 75-100kW stage, and above 100KW stage; According to claim 1, a method for optimizing the energy consumption of a fuel cell vehicle by allocating power, characterized in that: in step 1, the fuel cell system vehicle power requirement P vehr =P dfj +P req The high voltage accessory requires power P dfj = (UIcosφ×1.732) / Ƞ / 1000, where U is the line voltage, I is the line current, cosφ is the power factor, and Ƞ is the system efficiency.

3. According to claim 1, a method for optimizing the energy consumption of a fuel cell vehicle by power distribution is characterized in that: The first percentage is 20%, the second percentage is 55%, and the third percentage is 85%.

4. According to claim 1, a method for optimizing the energy consumption of a fuel cell vehicle by power distribution is characterized in that: The logical condition (A) of step 3, when calculating the obtained P tmr ≥P Fmax , then P req =P Fmax .

5. According to claim 1, a method for optimizing vehicle energy consumption by power distribution of a fuel cell vehicle is characterized by: In the logical conditions (B) and (C) of step 3, the P obtained is calculated. tmr ≥P Fmax , then P req =P Fmax , if P Fmax Greater than the maximum charging power P at the current SOC state climit , then the largest pre-order interval can satisfy P F ≤P climit P F The value of .

6. The method for optimizing the energy consumption of a fuel cell vehicle by power distribution according to claim 1, characterized in that: In step 4, the high-speed driving state of the vehicle is determined to be in the state of current vehicle speed ≥ 60 km / h and lasting for 20 seconds.

7. The method for optimizing the energy consumption of a fuel cell vehicle by power distribution according to claim 1, characterized in that: In the step 4, the overall optimal efficiency point of the fuel cell system is 55% of the maximum power of the fuel cell system.

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