Vehicle fuel cell power control method, device, equipment, medium and product

Abstract

The embodiment of the invention provides a vehicle fuel cell power control method and device, equipment, a medium and a product. The method comprises the following steps: firstly, calculating a real-time distance between a vehicle and an initial position of a signal obstacle area in real time according to road information in front of the vehicle and a vehicle position signal; then, when the real-time distance is smaller than the first preset distance and the vehicle position signal cannot be obtained, it is determined that the vehicle enters the tunnel; then, according to the real-time speed of the vehicle, the real-time driving distance of the vehicle in the signal obstacle area is calculated; and finally, if the real-time driving distance is larger than a second preset distance, the power of the vehicle fuel cell is controlled through a power control strategy of the SOC. Through the method, effective energy-saving control management of the power of the vehicle fuel cell is realized, and the energy utilization rate of the vehicle fuel cell is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle energy management, and in particular to a vehicle fuel cell power control method, device, equipment, medium and product. Background Art

[0002] In order to ensure the efficient operation of tractors, a predictive energy management strategy that relies on vehicle global positioning system (GPS) signals and map data is usually used to obtain the road conditions ahead in real time and predict the fuel cell power demand. However, due to the complex working environment of tractors, GPS signals are limited, making it difficult to effectively control vehicle power. Therefore, in order to ensure stable operation of the vehicle, it is crucial to effectively control the vehicle fuel cell power in a complex environment.

[0003] In the prior art, when GPS signals are limited, the vehicle fuel cell power control method usually directly switches the predictive energy management strategy to a conventional SOC-based power control strategy, that is, the vehicle fuel cell power is adjusted only according to the SOC to ensure stable operation of the vehicle.

[0004] However, the vehicle fuel cell power control method in the prior art cannot effectively perform energy-saving control and management on the vehicle fuel cell power, thereby reducing energy utilization efficiency. Summary of the invention

[0005] The embodiments of the present application provide a vehicle fuel cell power control method, device, equipment, medium and product to solve the problem that the vehicle fuel cell power control method in the prior art cannot effectively control and manage the vehicle fuel cell power for energy saving, thereby reducing energy utilization efficiency.

[0006] In a first aspect, an embodiment of the present application provides a vehicle fuel cell power control method, comprising:

[0007] Calculate in real time the real-time distance between the vehicle and the starting position of the signal obstruction area according to the road information ahead of the vehicle and the vehicle position signal, wherein the signal strength of the signal obstruction area is less than the preset signal strength;

[0008] When the real-time distance is less than the first preset distance and the vehicle position signal cannot be obtained, determining that the vehicle has entered the signal obstacle area;

[0009] Calculating the real-time travel distance of the vehicle in the signal obstacle area according to the real-time speed of the vehicle;

[0010] If the real-time driving distance is greater than a second preset distance, the power of the vehicle fuel cell is controlled by a power control strategy based on SOC.

[0011] In a possible implementation manner, the real-time calculation of the real-time distance between the vehicle and the starting position of the signal obstruction area according to the road information ahead of the vehicle and the vehicle position signal includes:

[0012] Determine, based on the road information ahead of the vehicle, whether there is a signal obstruction area within a preset range ahead of the vehicle;

[0013] If the signal obstruction area exists within a preset range in front of the vehicle, the real-time distance between the vehicle and the starting position of the signal obstruction area is calculated in real time based on the vehicle position signal, the real-time speed and the starting position of the signal obstruction area indicated in the road information in front of the vehicle.

[0014] In a possible implementation manner, determining, based on the road information ahead of the vehicle, whether there is a signal obstruction area within a preset range ahead of the vehicle includes:

[0015] Acquire a first signal, where the first signal is used to indicate whether there is a signal obstruction area within a preset range in front of the vehicle;

[0016] Correspondingly, if the signal obstruction area exists within the preset range in front of the vehicle, the real-time distance between the vehicle and the starting position of the signal obstruction area is calculated in real time according to the vehicle position signal, the real-time speed and the starting position of the signal obstruction area indicated in the road information in front of the vehicle, including:

[0017] When the first signal switches from the first value to the second value, it is determined that there is a signal obstruction area within the preset range in front of the vehicle, and the value of the vehicle position signal and the value of the second signal are obtained, wherein the second signal is used to indicate the starting position of the signal obstruction area;

[0018] Calculating an initial distance between the vehicle and a starting position of the signal obstruction area according to the value of the vehicle position signal and the value of the second signal;

[0019] The real-time distance between the vehicle and the starting position of the signal obstacle area is calculated in real time according to the real-time speed of the vehicle and the initial distance.

[0020] In a possible implementation, the method further includes:

[0021] When it is determined that the vehicle enters the signal obstacle area and the vehicle position signal can be obtained, the power of the vehicle fuel cell is controlled according to a predictive energy management strategy.

[0022] In a possible implementation, when it is determined that the vehicle has entered the signal obstruction area and the vehicle position signal can be obtained, the power of the vehicle fuel cell is controlled according to a predictive energy management strategy, including:

[0023] When it is determined that the vehicle has entered the signal obstacle area and the vehicle position signal can be obtained, determining whether the vehicle can obtain the road information ahead of the vehicle;

[0024] If the vehicle can obtain the road information ahead of the vehicle, the power of the vehicle fuel cell is controlled according to the predictive energy management strategy.

[0025] In a possible implementation, controlling the power of the vehicle fuel cell according to the predictive energy management strategy includes:

[0026] Acquire a power demand signal within a preset range in front of the vehicle;

[0027] Calculate the average power within a preset range in front of the vehicle according to the required power signal;

[0028] The power corresponding to the SOC difference between the target SOC and the current SOC is determined as the corrected power;

[0029] Determine the sum of the average power and the corrected power as the current power;

[0030] The vehicle fuel cell is controlled to travel according to the current power.

[0031] In a second aspect, an embodiment of the present application provides a vehicle fuel cell power control device, comprising:

[0032] A first calculation module is used to calculate the real-time distance between the vehicle and the starting position of the signal obstacle area in real time according to the road information in front of the vehicle and the vehicle position signal;

[0033] A determination module, configured to determine that the vehicle has entered the signal obstruction area when the real-time distance is less than a first preset distance and the vehicle position signal cannot be obtained;

[0034] A second calculation module, used for calculating the real-time travel distance of the vehicle in the signal obstacle area according to the real-time speed of the vehicle;

[0035] The control module is used to control the power of the vehicle fuel cell through a power control strategy based on SOC if the real-time driving distance is less than a second preset distance.

[0036] In a possible implementation manner, the first calculation module is specifically configured to:

[0037] Determine, based on the road information ahead of the vehicle, whether there is a signal obstruction area within a preset range ahead of the vehicle;

[0038] If the signal obstruction area exists within a preset range in front of the vehicle, the real-time distance between the vehicle and the starting position of the signal obstruction area is calculated in real time based on the vehicle position signal, the real-time speed and the starting position of the signal obstruction area indicated in the road information in front of the vehicle.

[0039] In a possible implementation manner, the determining module is specifically configured to:

[0040] Acquire a first signal, where the first signal is used to indicate whether there is a signal obstruction area within a preset range in front of the vehicle;

[0041] Correspondingly, if the signal obstruction area exists within the preset range in front of the vehicle, the first calculation module is specifically used to:

[0042] When the first signal switches from the first value to the second value, it is determined that there is a signal obstruction area within the preset range in front of the vehicle, and the value of the vehicle position signal and the value of the second signal are obtained, wherein the second signal is used to indicate the starting position of the signal obstruction area;

[0043] Calculating an initial distance between the vehicle and a starting position of the signal obstruction area according to the value of the vehicle position signal and the value of the second signal;

[0044] The real-time distance between the vehicle and the starting position of the signal obstacle area is calculated in real time according to the real-time speed of the vehicle and the initial distance.

[0045] In a possible implementation manner, the control module is further used to:

[0046] When it is determined that the vehicle enters the signal obstacle area and the vehicle position signal can be obtained, the power of the vehicle fuel cell is controlled according to a predictive energy management strategy.

[0047] In a possible implementation manner, the control module is specifically used to:

[0048] When it is determined that the vehicle has entered the signal obstacle area and the vehicle position signal can be obtained, determining whether the vehicle can obtain the road information ahead of the vehicle;

[0049] If the vehicle can obtain the road information ahead of the vehicle, the power of the vehicle fuel cell is controlled according to the predictive energy management strategy.

[0050] In a possible implementation manner, the control module is specifically used to:

[0051] Acquire a power demand signal within a preset range in front of the vehicle;

[0052] Calculate the average power within a preset range in front of the vehicle according to the required power signal;

[0053] The power corresponding to the SOC difference between the target SOC and the current SOC is determined as the corrected power;

[0054] Determine the sum of the average power and the corrected power as the current power;

[0055] The vehicle fuel cell is controlled to travel according to the current power.

[0056] In a third aspect, an embodiment of the present application provides an electronic device, including: a memory, a processor;

[0057] The memory stores computer-executable instructions;

[0058] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the above first aspect and / or various possible implementations of the first aspect.

[0059] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the first aspect above and / or various possible implementations of the first aspect.

[0060] In a fifth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the above first aspect and / or various possible implementation methods of the first aspect.

[0061] The vehicle fuel cell power control method, device, equipment, medium and product provided in the embodiments of the present application first accurately determine whether the vehicle has entered the signal obstruction area by calculating the real-time distance between the vehicle and the starting position of the signal obstruction area in real time based on the road information in front of the vehicle and the vehicle position signal, so as to prepare for the subsequent vehicle power control; thereafter, when the real-time distance between the vehicle and the starting position of the signal obstruction area is less than the first preset distance and the vehicle position signal cannot be obtained, it indicates that the vehicle has entered the signal obstruction area; then, according to the current real-time speed of the vehicle, the real-time driving distance of the vehicle in the signal obstruction area is calculated to determine whether the vehicle needs to switch the vehicle fuel cell power algorithm, that is, switch to the conventional SOC-based power control strategy to ensure the stable operation of the vehicle; finally, if the real-time driving distance is greater than the second preset distance, it means that the vehicle can no longer use the current vehicle fuel cell power control strategy to effectively control the vehicle fuel cell power, then the power of the vehicle fuel cell is controlled by the SOC-based power control strategy to ensure the stable operation of the vehicle. Through this method, the energy-saving control of the vehicle fuel cell power can be fully utilized when the vehicle position signal is available, thereby improving the vehicle's energy management efficiency and operating stability in signal-impeded areas, and providing a more intelligent solution for the optimal control of vehicle fuel cell power in complex driving environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0063] Figure 1 Schematic diagram of the process of the vehicle fuel cell power control method provided in the embodiment of the present application Figure 1 ;

[0064] Figure 2 Schematic diagram of the process of the vehicle fuel cell power control method provided in the embodiment of the present application Figure 2 ;

[0065] Figure 3 Schematic diagram of the process of the vehicle fuel cell power control method provided in the embodiment of the present application Figure 3 ;

[0066] FIG4 (a) is a power control curve diagram of the predictive energy management strategy provided in an embodiment of the present application;

[0067] FIG4( b ) is a power control curve diagram of the SOC-based power control strategy provided in an embodiment of the present application;

[0068] Figure 5A schematic diagram of the structure of a vehicle fuel cell power control device provided in an embodiment of the present application;

[0069] Figure 6 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0070] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0071] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0072] In order to ensure the efficient operation of the tractor, a predictive energy management strategy that relies on the vehicle's GPS signal and map data is usually used to obtain the road conditions ahead in real time and predict power demand. However, due to the complex working environment of the tractor, the GPS signal is limited, making it difficult to effectively control the power. Therefore, in order to ensure the stable operation of the vehicle, it is crucial to effectively control the vehicle's fuel cell power in a complex environment.

[0073] In the prior art, the vehicle power control method under the condition of limited GPS signal usually adopts directly switching the predictive energy management strategy to the conventional SOC-based power control strategy, that is, adjusting the vehicle fuel cell power only according to the SOC to ensure stable operation of the vehicle.

[0074] However, the vehicle fuel cell power control method in the prior art does not fully utilize the predictive energy management strategy to control the energy saving of the vehicle fuel cell power when the vehicle position signal is available, resulting in energy waste of the vehicle and reduced energy utilization efficiency.

[0075] Based on this, the present application provides a vehicle fuel cell power control method. Since the vehicle can obtain road information at a certain distance ahead through the current power control strategy when the vehicle position signal is available, and perform efficient control of the vehicle fuel cell power, when the vehicle loses the vehicle position signal (i.e., after entering the signal obstacle area), it can be determined whether it is necessary to switch the power control strategy by judging the current real-time driving distance of the vehicle, that is, whether the current real-time driving distance of the vehicle is greater than the distance for the vehicle to obtain the road information ahead when the vehicle position signal is available. If it is greater, it indicates that the vehicle can no longer use the current power control strategy to reasonably control the vehicle fuel cell power, and needs to switch to a power control strategy based on SOC to control the power of the vehicle fuel cell. Therefore, by combining the vehicle position signal and the real-time driving distance after the vehicle enters a complex environment (e.g., a tunnel, a mountainous area, etc.) to reasonably switch the vehicle fuel cell power control strategy, the energy-saving control of the vehicle fuel cell power can be achieved to the greatest extent, and the utilization rate of the vehicle fuel cell energy can be improved.

[0076] It should be noted that the vehicle fuel cell power control method provided in the present application can be used in any signal-impeded area where the vehicle position signal cannot be accurately obtained, such as tunnels, mountainous areas, etc. In order to facilitate technical personnel to understand the specific implementation method of the present invention, the vehicle fuel cell power control method provided in the present application is specifically described based on the driving situation of the vehicle in a signal-impeded area.

[0077] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0078] Figure 1 Schematic diagram of the process of the vehicle fuel cell power control method provided in the embodiment of the present application Figure 1 ;like Figure 1 As shown, the method includes:

[0079] S101. Calculate in real time the distance between the vehicle and the starting position of a signal obstruction area according to the road information ahead of the vehicle and the vehicle position signal.

[0080] Among them, the vehicle position signal can be provided by on-board sensors or vehicle communication systems; the road information ahead of the vehicle can be obtained through high-precision maps; and the signal strength in the signal obstacle area is less than the preset signal strength.

[0081] It should be noted that in order to avoid the inability to accurately obtain the vehicle position signal due to weak signal strength or no signal, thereby resulting in low accuracy of the fuel cell power control strategy generated by the predictive energy management strategy, affecting the stable operation of the vehicle, so when there is a signal obstacle area with a signal strength less than the preset signal strength, the embodiment of the present application can be used to ensure the stable operation of the vehicle and improve the energy efficiency of the vehicle.

[0082] It can be understood that by combining the road information in front of the vehicle and the vehicle position signal, the real-time distance between the starting position of the signal obstruction area and the vehicle position can be obtained in real time, thereby providing a reliable data basis for subsequent judgment of whether the vehicle enters the signal obstruction area.

[0083] S102: When the real-time distance is less than the first preset distance and the vehicle position signal cannot be obtained, determine that the vehicle enters a signal obstruction area.

[0084] It can be understood that when the real-time distance is less than the first preset distance, it indicates that the distance between the vehicle and the signal obstacle area is very close. At the same time, in order to further determine whether the vehicle has entered the signal obstacle area, it is also necessary to determine whether the vehicle position signal can be obtained. If the real-time distance between the vehicle and the starting position of the signal obstacle area is less than the first preset distance, and the vehicle position signal cannot be obtained, it can be determined that the vehicle has entered the signal obstacle area. In this way, frequent switching of the vehicle fuel cell power control strategy due to data errors can be avoided, resulting in energy waste.

[0085] S103: Calculate the real-time travel distance of the vehicle in the signal obstruction area according to the real-time speed of the vehicle.

[0086] Optionally, the real-time driving distance of the vehicle in the signal obstacle area can be calculated by integrating the real-time speed of the vehicle over time. The specific calculation formula can be:

[0087]

[0088] Where D is the real-time driving distance of the vehicle in the signal obstacle area, and V is the real-time speed of the vehicle.

[0089] It should be understood that after determining that the vehicle has entered a signal obstruction area, the real-time driving distance of the vehicle in the signal obstruction area is recalculated based on the real-time speed of the vehicle to determine whether the vehicle needs to switch the vehicle fuel cell power control strategy.

[0090] S104: If the real-time driving distance is greater than the second preset distance, the power of the vehicle fuel cell is controlled by a power control strategy based on SOC.

[0091] Among them, the SOC-based power control strategy is to improve the overall efficiency of the vehicle by monitoring and adjusting the changes in the battery SOC and optimizing the vehicle's power distribution; the second preset distance is the distance that the vehicle uses to obtain the road ahead information using the vehicle's road ahead information and the vehicle's position signal before losing the signal.

[0092] It should be understood that when the real-time driving distance is greater than the second preset distance, it indicates that the current predictive energy management strategy can no longer be used to reasonably control the power of the vehicle fuel cell. At the same time, in order to ensure stable and safe operation of the vehicle, it is necessary to control the power of the vehicle fuel cell through a SOC-based power control strategy.

[0093] The vehicle fuel cell power control method provided in the embodiment of the present application first accurately determines whether the vehicle has entered the signal obstruction area by calculating the real-time distance between the vehicle and the starting position of the signal obstruction area in real time according to the road information in front of the vehicle and the vehicle position signal, so as to prepare for the subsequent vehicle fuel cell power control; thereafter, when the real-time distance between the vehicle and the starting position of the signal obstruction area is less than the first preset distance and the vehicle position signal cannot be obtained, it indicates that the vehicle has entered the signal obstruction area; then, according to the current real-time speed of the vehicle, the real-time driving distance of the vehicle in the signal obstruction area is calculated to determine whether the vehicle needs to switch the vehicle power algorithm, that is, switch to the conventional SOC-based power control strategy to ensure the stable operation of the vehicle; finally, if the real-time driving distance is greater than the second preset distance, it means that the vehicle can no longer use the current vehicle fuel cell power control strategy to effectively control the vehicle fuel cell power, then the power of the vehicle fuel cell is controlled by the SOC-based power control strategy to ensure the stable operation of the vehicle. Through this method, the energy-saving control of the vehicle fuel cell power can be fully utilized when the vehicle position signal is available, thereby improving the vehicle's energy management efficiency and operating stability in signal-impeded areas, and providing a more intelligent solution for the optimal control of vehicle fuel cell power in complex driving environments.

[0094] In one achievable manner, in order to give full play to the energy-saving control of the vehicle fuel cell power when the vehicle position signal is available, the method for controlling the vehicle fuel cell power may further include:

[0095] When it is determined that the vehicle enters a signal obstacle area and the vehicle position signal can be obtained, the power of the vehicle fuel cell is controlled according to a predictive energy management strategy.

[0096] It is understandable that since the vehicle position signal has a certain delay or the signal conditions in the signal obstruction area are better, the vehicle position signal can still be obtained after it is determined that the vehicle has entered the signal obstruction area. In order to ensure the optimal control of the vehicle fuel cell power, a predictive energy management strategy is used to control the power of the vehicle fuel cell to avoid energy waste of the vehicle.

[0097] In one achievable manner, a specific method for controlling the power of a vehicle fuel cell according to a predictive energy management strategy includes:

[0098] First, when it is determined that the vehicle has entered a signal obstacle area and the vehicle position signal can be obtained, it is determined whether the vehicle can obtain the road information ahead of the vehicle; then, if the vehicle can obtain the road information ahead of the vehicle, the power of the vehicle fuel cell is controlled according to the predictive energy management strategy.

[0099] It is understandable that although the vehicle enters the signal obstacle area, since the vehicle position signal can still be obtained, that is, the vehicle can still obtain road information within the preset road range ahead, the predictive energy management strategy can still work normally without switching the vehicle fuel cell power control strategy.

[0100] Optionally, the specific calculation method of the predictive energy management strategy is:

[0101] First, a demand power signal within a preset range in front of the vehicle is obtained; then, based on the demand power signal, the average power within the preset range in front of the vehicle is calculated; then, the power corresponding to the SOC difference between the target SOC and the current SOC is determined as the corrected power; further, the sum of the average power and the corrected power is determined as the current power; finally, the vehicle fuel cell is controlled to travel according to the current power.

[0102] It should be noted that the power demand signal within the preset range in front of the vehicle is obtained based on the vehicle's high-precision map and sensor data to obtain the power demand within the preset range (e.g., 8 km) in front of the vehicle.

[0103] Optionally, the calculation method of the corrected power is based on the power corresponding to the difference between the current SOC and the target SOC. The specific calculation formula includes:

[0104]

[0105]

[0106]

[0107] Where P is the average power within the preset range in front of the vehicle; u(i) is divided into i matrices according to the required power signal within the preset range in front of the vehicle, each matrix size is 1×50, and each element value in the matrix represents the predicted average power of the corresponding section; P out To correct the power based on the current SOC to obtain the output power; P soc is the corrected power based on the difference between the current SOC and the target SOC; K(SOC1-SOC2) is the corrected power of the fuel cell obtained based on the difference between the current SOC and the target SOC; K is the corrected power coefficient.

[0108] It can be understood that through the predictive energy management strategy, firstly, calculating the average power within the preset range in front of the vehicle can reduce the fluctuation of power demand and avoid overload of the battery or power battery due to instantaneous power mutation. Secondly, through the correction calculation of the output power, the battery operation can be made more efficient, the cruising range of the whole vehicle can be improved, and energy waste can be reduced.

[0109] Figure 2 Schematic diagram of the process of the vehicle fuel cell power control method provided in the embodiment of the present application Figure 2 ;like Figure 2 As shown, in this embodiment Figure 1 Based on the embodiment, a method for calculating the real-time distance between the vehicle and the starting position of the signal obstacle area in real time is described in detail, and the method includes:

[0110] S201. Determine, based on road information ahead of the vehicle, whether there is a signal obstruction area within a preset range ahead of the vehicle.

[0111] Optionally, the road information ahead of the vehicle can be obtained by receiving the segment signal obstacle area (Seg_Tunnel) signal and segment distance (Seg_Offset) signal in the segment (SEGMENT) message sent by the Advanced Driver Assistance Systems Interface Specifications (ADASIS) V2 protocol in the Advanced Driving Assistance System (ADAS); receiving the position offset (Posn_Offset) signal in the position (POSITION) message and the road feature (ProfShort_Offset) signal in the feature (PROFILE SHORT) message.

[0112] It can be understood that by utilizing high-precision map information or a vehicle system to determine whether there is a signal obstruction area within a preset range ahead, preparations can be made for the subsequent switching of vehicle control strategies to ensure stable operation of the vehicle.

[0113] In one achievable manner, a first signal may be acquired, where the first signal is used to indicate whether there is a signal obstruction area within a preset range in front of the vehicle.

[0114] It should be noted that the first signal may be the Seg_Tunnel signal in the above embodiment, which is a Boolean signal used to identify whether the current road segment contains a signal obstruction area; when Seg_Tunnel=0, it indicates that the current road segment does not contain a signal obstruction area; when Seg_Tunnel=1, it indicates that the current road segment contains a signal obstruction area.

[0115] S202: If there is a signal obstruction area within a preset range in front of the vehicle, the real-time distance between the vehicle and the starting position of the signal obstruction area is calculated in real time according to the vehicle position signal, the real-time speed and the starting position of the signal obstruction area indicated in the road information in front of the vehicle.

[0116] In one possible implementation, the real-time distance between the vehicle and the starting position of the signal obstruction area is calculated as follows:

[0117] First, when the first signal switches from the first value to the second value, it is determined that there is a signal obstruction area within a preset range in front of the vehicle, and the value of the vehicle position signal and the value of the second signal are obtained; then, based on the value of the vehicle position signal and the value of the second signal, the initial distance between the vehicle and the starting position of the signal obstruction area is calculated; finally, based on the real-time speed of the vehicle and the initial distance, the real-time distance between the vehicle and the starting position of the signal obstruction area is calculated in real time.

[0118] The second signal is used to indicate the starting position of the signal obstruction area.

[0119] For example, when the Seg_Tunnel signal changes from 0 to 1, it indicates that there is a signal obstruction area within the preset range in front of the vehicle. At the same time, the value of the vehicle position signal (Posn_Offset) and the value of the second signal (Seg_Offset) are obtained. The initial distance between the vehicle and the starting position of the signal obstruction area can be obtained by subtracting the value of the Seg_Offset signal from the value of the Posn_Offset signal (D1=Seg_Offset-Posn_Offset); further, the vehicle's travel distance can be calculated in real time according to the vehicle's real-time speed to calculate the real-time distance between the vehicle and the starting position of the signal obstruction area. The specific calculation formula is:

[0120]

[0121] Among them, D2 is the real-time distance between the vehicle and the starting position of the signal obstacle area; D1 is the initial distance between the vehicle and the starting position of the signal obstacle area; V is the real-time speed of the vehicle; t is the driving time of the vehicle, starting from the moment the signal obstacle area reminder is received.

[0122] Figure 3 Schematic diagram of the process of the vehicle fuel cell power control method provided in the embodiment of the present application Figure 3 ;like Figure 3 As shown, the method includes:

[0123] S301, calculating in real time the real-time distance between the vehicle and the starting position of the signal obstruction area according to the road information in front of the vehicle and the vehicle position signal.

[0124] S302, determine whether the real-time distance of the vehicle and the vehicle position signal satisfy that the real-time distance is less than the first preset distance and the vehicle position signal cannot be obtained. If so, execute S303; if not, execute S301.

[0125] S303: Calculate the real-time travel distance of the vehicle in the signal obstruction area according to the real-time speed of the vehicle.

[0126] S304, determine whether the real-time driving distance of the vehicle is greater than the second preset distance, if so, execute S305, if not, execute S306.

[0127] S305 : Control the power of the vehicle fuel cell through a power control strategy based on the state of charge (SOC).

[0128] S306, determine whether the vehicle can obtain the vehicle position signal, if so, execute S307, if not, execute S308 and then execute S303.

[0129] S307 . Control the power of the vehicle fuel cell according to the predictive energy management strategy.

[0130] S308 . Control the power of the vehicle fuel cell through an energy management strategy.

[0131] It should be noted that the specific implementation process is illustrated by way of example in the above embodiments, and the embodiments of the present application will not be elaborated in detail here.

[0132] FIG4 (a) is a power control curve diagram of the predictive energy management strategy provided by the embodiment of the present application; as shown in FIG4 (a), the horizontal axis represents the rate of change of the battery state of charge, and the vertical axis represents the corrected power corresponding to the SOC difference between the target SOC and the current SOC. The power control curve reflects the SOC adjustment capability of the fuel cell at different power output levels: when the power corresponding to the SOC difference between the target SOC and the current SOC is large, the rate of change of the battery state of charge is usually negative, indicating that the battery is in an accelerated discharge state; correspondingly, when the power corresponding to the SOC difference between the target SOC and the current SOC is small and negative, the rate of change of the battery state of charge is usually close to 0 or positive, indicating that the battery is in a maintenance state or a charging state.

[0133] FIG4( b) is a power control curve diagram of the SOC-based power control strategy provided in an embodiment of the present application; as shown in FIG4( b), the horizontal axis represents the battery state of charge, and the vertical axis represents the battery output power. When the SOC is high, the battery output power is low and mainly depends on the battery discharge; when the SOC is low, the battery increases the power output and is charged.

[0134] Figure 5 A schematic diagram of the structure of a vehicle fuel cell power control device provided in an embodiment of the present application; Figure 5 As shown, the vehicle fuel cell power control device 50 includes:

[0135] The first calculation module 501 is used to calculate the real-time distance between the vehicle and the starting position of the signal obstruction area in real time according to the road information in front of the vehicle and the vehicle position signal, and the signal strength of the signal obstruction area is less than the preset signal strength;

[0136] A determination module 502, configured to determine that the vehicle has entered a signal obstruction area when the real-time distance is less than a first preset distance and the vehicle position signal cannot be obtained;

[0137] The second calculation module 503 is used to calculate the real-time travel distance of the vehicle in the signal obstacle area according to the real-time speed of the vehicle;

[0138] The control module 504 is configured to control the power of the vehicle fuel cell through a power control strategy based on SOC if the real-time driving distance is less than a second preset distance.

[0139] In a possible implementation manner, the first calculation module 501 is specifically configured to:

[0140] According to the road information ahead of the vehicle, determine whether there is a signal obstruction area within a preset range ahead of the vehicle;

[0141] If there is a signal obstruction area within the preset range in front of the vehicle, the real-time distance between the vehicle and the starting position of the signal obstruction area is calculated in real time based on the vehicle position signal, real-time speed and the starting position of the signal obstruction area indicated in the road information in front of the vehicle.

[0142] In a possible implementation, the determination module 502 is specifically configured to:

[0143] Acquire a first signal, where the first signal is used to indicate whether there is a signal obstruction area within a preset range in front of the vehicle;

[0144] Correspondingly, if there is a signal obstruction area within the preset range in front of the vehicle, the first calculation module 503 is specifically used to:

[0145] When the first signal switches from the first value to the second value, it is determined that there is a signal obstruction area within the preset range in front of the vehicle, and the value of the vehicle position signal and the value of the second signal are obtained, and the second signal is used to indicate the starting position of the signal obstruction area;

[0146] Calculating an initial distance between the vehicle and a starting position of the signal obstruction area according to the value of the vehicle position signal and the value of the second signal;

[0147] According to the real-time speed of the vehicle and the initial distance, the real-time distance between the vehicle and the starting position of the signal obstacle area is calculated in real time.

[0148] In a possible implementation, the control module 504 is further configured to:

[0149] When it is determined that the vehicle enters a signal obstacle area and the vehicle position signal can be obtained, the power of the vehicle fuel cell is controlled according to a predictive energy management strategy.

[0150] In a possible implementation, the control module 504 is specifically configured to:

[0151] When it is determined that the vehicle has entered a signal obstruction area and the vehicle position signal can be obtained, determining whether the vehicle can obtain road information ahead of the vehicle;

[0152] If the vehicle can obtain information about the road ahead of the vehicle, the power of the vehicle's fuel cell is controlled according to a predictive energy management strategy.

[0153] In a possible implementation, the control module 504 is specifically configured to:

[0154] Obtaining a power demand signal within a preset range in front of the vehicle;

[0155] Calculate the average power within a preset range in front of the vehicle according to the required power signal;

[0156] The power corresponding to the SOC difference between the target SOC and the current SOC is determined as the corrected power;

[0157] The sum of the average power and the corrected power is determined as the current power;

[0158] Control the vehicle fuel cell to travel according to the current power.

[0159] The vehicle power control device provided in this embodiment can execute the method provided in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be described in detail here.

[0160] Figure 6 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application; Figure 6 As shown, the electronic device 60 provided in this embodiment includes: at least one processor 601 and a memory 602. Optionally, the device 60 also includes a communication component 603. The processor 601, the memory 602 and the communication component 603 are connected via a bus 604.

[0161] In a specific implementation process, at least one processor 601 executes the computer execution instructions stored in the memory 602, so that at least one processor 601 executes the above method.

[0162] The specific implementation process of the processor 601 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0163] In the above embodiments, it should be understood that the processor can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the invention can be directly implemented as a hardware processor, or can be implemented by a combination of hardware and software modules in the processor.

[0164] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (NVM), such as at least one disk storage.

[0165] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of this application is not limited to only one bus or one type of bus.

[0166] The present application also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0167] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0168] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0169] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0170] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0171] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0172] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0173] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0174] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0175] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A vehicle fuel cell power control method, characterized in that: include: Calculate in real time the real-time distance between the vehicle and the starting position of the signal obstruction area according to the road information ahead of the vehicle and the vehicle position signal, wherein the signal strength of the signal obstruction area is less than the preset signal strength; When the real-time distance is less than the first preset distance and the vehicle position signal cannot be obtained, determining that the vehicle has entered the signal obstacle area; Calculating the real-time travel distance of the vehicle in the signal obstacle area according to the real-time speed of the vehicle; If the real-time driving distance is greater than the second preset distance, the power of the vehicle fuel cell is controlled by a power control strategy based on the battery state of charge SOC.

2. The method according to claim 1, characterized in that The method of calculating the real-time distance between the vehicle and the starting position of the signal obstacle area in real time according to the road information in front of the vehicle and the vehicle position signal includes: Determine, based on the road information ahead of the vehicle, whether there is a signal obstruction area within a preset range ahead of the vehicle; If the signal obstruction area exists within a preset range in front of the vehicle, the real-time distance between the vehicle and the starting position of the signal obstruction area is calculated in real time based on the vehicle position signal, the real-time speed and the starting position of the signal obstruction area indicated in the road information in front of the vehicle.

3. The method according to claim 2, characterized in that The determining, based on the road information ahead of the vehicle, whether there is a signal obstruction area within a preset range ahead of the vehicle comprises: Acquire a first signal, where the first signal is used to indicate whether there is a signal obstruction area within a preset range in front of the vehicle; Correspondingly, if the signal obstruction area exists within the preset range in front of the vehicle, the real-time distance between the vehicle and the starting position of the signal obstruction area is calculated in real time according to the vehicle position signal, the real-time speed and the starting position of the signal obstruction area indicated in the road information in front of the vehicle, including: When the first signal switches from the first value to the second value, it is determined that there is a signal obstruction area within the preset range in front of the vehicle, and the value of the vehicle position signal and the value of the second signal are obtained, where the second signal is used to indicate the starting position of the signal obstruction area; Calculating an initial distance between the vehicle and a starting position of the signal obstruction area according to the value of the vehicle position signal and the value of the second signal; The real-time distance between the vehicle and the starting position of the signal obstacle area is calculated in real time according to the real-time speed of the vehicle and the initial distance.

4. The method according to any one of claims 1 to 3, characterized in that: The method further comprises: When it is determined that the vehicle enters the signal obstacle area and the vehicle position signal can be obtained, the power of the vehicle fuel cell is controlled according to a predictive energy management strategy.

5. The method according to claim 4, characterized in that When it is determined that the vehicle enters the signal obstacle area and the vehicle position signal can be obtained, the power of the vehicle is controlled according to the predictive energy management strategy, including: When it is determined that the vehicle has entered the signal obstacle area and the vehicle position signal can be obtained, determining whether the vehicle can obtain the road information ahead of the vehicle; If the vehicle can obtain the road information ahead of the vehicle, the power of the vehicle fuel cell is controlled according to the predictive energy management strategy.

6. The method according to claim 4, characterized in that The controlling the power of the vehicle fuel cell according to the predictive energy management strategy includes: Acquire a power demand signal within a preset range in front of the vehicle; Calculate the average power within a preset range in front of the vehicle according to the required power signal; The power corresponding to the SOC difference between the target SOC and the current SOC is determined as the corrected power; Determine the sum of the average power and the corrected power as the current power; The vehicle fuel cell is controlled to travel according to the current power.

7. A vehicle power control device, characterized in that: include: A first calculation module is used to calculate the real-time distance between the vehicle and the starting position of the signal obstacle area in real time according to the road information in front of the vehicle and the vehicle position signal; A determination module, configured to determine that the vehicle has entered the signal obstruction area when the real-time distance is less than a first preset distance and the vehicle position signal cannot be obtained; A second calculation module is used to calculate the real-time travel distance of the vehicle in the signal obstacle area according to the real-time speed of the vehicle; A control module is used to control the power of the vehicle fuel cell through a power control strategy based on SOC if the real-time driving distance is less than a second preset distance.

8. An electronic device, characterized in that: include: Memory, processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 6 when executed by a processor.

10. A computer program product, characterized in that The invention comprises a computer program, which implements the method according to any one of claims 1 to 6 when being executed by a processor.

Images