Vehicle fuel cell power control methods, devices, equipment, media and products

Abstract

This application provides a method, apparatus, device, medium, and product for controlling the power of a vehicle fuel cell. The method includes: first, calculating the real-time distance between the vehicle and the starting position of a signal obstacle area based on road information ahead and the vehicle's position signal; then, determining that the vehicle has entered a tunnel when the real-time distance is less than a first preset distance and the vehicle's position signal cannot be obtained; next, calculating the real-time travel distance of the vehicle within the signal obstacle area based on the vehicle's real-time speed; and finally, controlling the power of the vehicle's fuel cell using a State of Charge (SOC) power control strategy if the real-time travel distance is greater than a second preset distance. This method achieves effective energy-saving control and management of the vehicle's fuel cell power, improving the energy utilization rate of the vehicle's fuel cell.

Description

Technical Field

[0001] This application relates to the field of vehicle energy management, and more particularly to a method, apparatus, equipment, medium, and product for controlling the power of a vehicle fuel cell. Background Technology

[0002] To ensure the efficient operation of tractor units, a predictive energy management strategy relying on the vehicle's Global Positioning System (GPS) signals and map data is typically employed to obtain real-time road conditions and predict fuel cell power demands. However, the complex operating environment of tractor units often limits GPS signals, making it difficult to effectively control vehicle power. Therefore, to ensure stable vehicle operation, effective control and management of fuel cell power in complex environments is crucial.

[0003] In existing technologies, the method for controlling the power of a vehicle's fuel cell under GPS signal limitations typically involves directly switching from a predictive energy management strategy to a conventional SOC-based power control strategy, that is, adjusting the vehicle's fuel cell power solely based on the SOC to ensure stable vehicle operation.

[0004] However, existing vehicle fuel cell power control methods cannot effectively manage and control the power of vehicle fuel cells in an energy-saving manner, thus reducing energy utilization efficiency. Summary of the Invention

[0005] This application provides a method, apparatus, equipment, medium, and product for controlling the power of a vehicle fuel cell, in order to solve the problem that existing vehicle fuel cell power control methods cannot effectively control and manage the power of the vehicle fuel cell for energy conservation, thus reducing energy utilization efficiency.

[0006] In a first aspect, embodiments of this application provide a vehicle fuel cell power control method, including:

[0007] Based on road information ahead of the vehicle and vehicle position signal, the real-time distance between the vehicle and the starting position of the signal obstacle area is calculated in real time, where the signal strength of the signal obstacle area is less than the preset signal strength.

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

[0009] Calculate the real-time travel distance of the vehicle in the signal obstruction area based on the vehicle's real-time speed;

[0010] 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.

[0011] In one possible implementation, the step of calculating the real-time distance between the vehicle and the starting position of the signal obstacle area based on road information ahead and vehicle position signals includes:

[0012] Based on the road information ahead of the vehicle, determine whether the signal obstruction area exists within a preset range ahead of the vehicle;

[0013] If the signal obstacle 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 obstacle area is calculated in real time based on the vehicle position signal, the real-time speed, and the starting position of the signal obstacle area indicated in the road information in front of the vehicle.

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

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

[0016] Accordingly, 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, including:

[0017] When the first signal switches from a first value to a 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, wherein the second signal is used to indicate the starting position of the signal obstruction area;

[0018] Based on the value of the vehicle position signal and the value of the second signal, calculate the initial distance between the vehicle and the starting position of the signal obstacle area;

[0019] The real-time distance between the vehicle and the starting position of the signal obstacle area is calculated based on the vehicle's real-time speed and the initial distance.

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

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

[0022] In one possible implementation, when it is determined that the vehicle has entered the signal obstruction area and the vehicle's position signal can be acquired, controlling the power of the vehicle's fuel cell according to a predictive energy management strategy includes:

[0023] When it is determined that the vehicle has entered the signal obstruction area and the vehicle's position signal can be obtained, it is determined whether the vehicle can obtain road information ahead of the vehicle.

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

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

[0026] Obtain the required power signal within a preset range in front of the vehicle;

[0027] Based on the required power signal, calculate the average power within a preset range in front of the vehicle;

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

[0029] The sum of the average power and the corrected power is determined as the current power;

[0030] Control the vehicle's fuel cell to operate at the current power.

[0031] Secondly, embodiments of this application provide a vehicle fuel cell power control device, comprising:

[0032] The first calculation module is used to calculate the real-time distance between the vehicle and the starting position of the signal obstacle area based on the road information ahead of the vehicle and the vehicle position signal.

[0033] The determination module is used 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] The second calculation module is used to calculate the real-time travel distance of the vehicle in the signal obstacle area based on the real-time speed of the vehicle.

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

[0036] In one possible implementation, the first computing module is specifically used for:

[0037] Based on the road information ahead of the vehicle, determine whether the signal obstruction area exists within a preset range ahead of the vehicle;

[0038] If the signal obstacle 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 obstacle area is calculated in real time based on the vehicle position signal, the real-time speed, and the starting position of the signal obstacle area indicated in the road information in front of the vehicle.

[0039] In one possible implementation, the determining module is specifically used for:

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

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

[0042] When the first signal switches from a first value to a 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, wherein the second signal is used to indicate the starting position of the signal obstruction area;

[0043] Based on the value of the vehicle position signal and the value of the second signal, calculate the initial distance between the vehicle and the starting position of the signal obstacle area;

[0044] The real-time distance between the vehicle and the starting position of the signal obstacle area is calculated based on the vehicle's real-time speed and the initial distance.

[0045] In one possible implementation, the control module is further configured to:

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

[0047] In one possible implementation, the control module is specifically used for:

[0048] When it is determined that the vehicle has entered the signal obstruction area and the vehicle's position signal can be obtained, it is determined whether the vehicle can obtain road information ahead of the vehicle.

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

[0050] In one possible implementation, the control module is specifically used for:

[0051] Obtain the required power signal within a preset range in front of the vehicle;

[0052] Based on the required power signal, calculate the average power within a preset range in front of the vehicle;

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

[0054] The sum of the average power and the corrected power is determined as the current power;

[0055] Control the vehicle's fuel cell to operate at the current power.

[0056] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor;

[0057] The memory stores computer-executed instructions;

[0058] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0059] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0060] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0061] The vehicle fuel cell power control method, apparatus, device, medium, and product provided in this application firstly calculate the real-time distance between the vehicle and the starting position of the signal obstacle area based on road information ahead and vehicle position signals to accurately determine whether the vehicle has entered the signal obstacle area, thus preparing for subsequent vehicle power control. Then, if the real-time distance between the vehicle and the starting position of the signal obstacle area is less than a first preset distance and the vehicle position signal cannot be obtained, it indicates that the vehicle has entered the signal obstacle area. Next, based on the vehicle's current real-time speed, the real-time travel distance within the signal obstacle area is calculated to determine whether the vehicle needs to switch its fuel cell power algorithm, i.e., switch to a conventional SOC-based power control strategy to ensure stable vehicle operation. Finally, if the real-time travel distance is greater than a second preset distance, it indicates that the current fuel cell power control strategy can no longer effectively control the vehicle's fuel cell power. In this case, the SOC-based power control strategy is used to control the fuel cell power to ensure stable vehicle operation. This method enables energy-saving control of the vehicle's fuel cell power when vehicle location signals are available, improving the vehicle's energy management efficiency and operational stability in areas with signal obstruction, and providing a more intelligent solution for optimized control of vehicle fuel cell power in complex driving environments. Attached Figure Description

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

[0063] Figure 1 A flowchart illustrating the vehicle fuel cell power control method provided in this application embodiment. Figure 1 ;

[0064] Figure 2 A flowchart illustrating the vehicle fuel cell power control method provided in this application embodiment. Figure 2 ;

[0065] Figure 3 A flowchart illustrating the vehicle fuel cell power control method provided in this application embodiment. Figure 3 ;

[0066] Figure 4(a) is a power control curve of the predictive energy management strategy provided in the embodiment of this application;

[0067] Figure 4(b) is a power control curve diagram of the SOC-based power control strategy provided in the embodiment of this application;

[0068] Figure 5This is a schematic diagram of the structure of the vehicle fuel cell power control device provided in the embodiments of this application;

[0069] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0070] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0071] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0072] To ensure the efficient operation of tractor units, predictive energy management strategies relying on vehicle GPS signals and map data are typically employed to obtain real-time road conditions and forecast power demands. However, the complex operating environment of tractor units often limits GPS signals, making effective power control difficult. Therefore, to ensure stable vehicle operation, effective control and management of the vehicle's fuel cell power in complex environments is crucial.

[0073] In existing technologies, vehicle power control methods under GPS signal limitations typically involve directly switching from a predictive energy management strategy to a conventional SOC-based power control strategy, that is, adjusting the vehicle's fuel cell power solely based on the SOC to ensure stable vehicle operation.

[0074] However, existing vehicle fuel cell power control methods do not fully utilize predictive energy management strategies to control the fuel cell power of vehicles when vehicle position signals are available, resulting in energy waste and reduced energy utilization efficiency.

[0075] Based on this, this application provides a vehicle fuel cell power control method. Since the vehicle can obtain road information a certain distance ahead and efficiently control the fuel cell power using the current power control strategy when the vehicle's position signal is available, when the vehicle loses its position signal (i.e., enters a signal obstruction area), the method can determine whether to switch the power control strategy by judging the vehicle's real-time travel distance. Specifically, it checks whether the real-time travel distance is greater than the distance at which the vehicle could obtain road information when the position signal was available. If it is greater, it indicates that the current power control strategy is no longer sufficient for reasonable fuel cell power control, and a switch to a SOC-based power control strategy is required. Therefore, by combining the vehicle's position signal and the real-time travel distance after entering complex environments (e.g., tunnels, mountainous areas) to rationally switch the fuel cell power control strategy, energy-saving control of the fuel cell power can be maximized, improving the utilization rate of fuel cell energy.

[0076] It should be noted that the vehicle fuel cell power control method provided in this application can be used in any signal obstacle area where the vehicle position signal cannot be accurately obtained, such as tunnels and mountainous areas. To facilitate understanding of the specific implementation method of this invention by those skilled in the art, the vehicle fuel cell power control method provided in this application is specifically described using the vehicle's driving situation in a signal obstacle area.

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

[0078] Figure 1 A flowchart illustrating the vehicle fuel cell power control method provided in this application embodiment. Figure 1 ;like Figure 1 As shown, the method includes:

[0079] S101. Based on the road information ahead of the vehicle and the vehicle position signal, calculate the real-time distance between the starting position of the vehicle and the signal obstacle area.

[0080] Among them, vehicle position signals can be provided by onboard sensors or vehicle communication systems; road information ahead of the vehicle can be obtained through high-precision maps; and the signal strength in areas with signal obstruction 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 or no signal, which would result in low accuracy of the fuel cell power control strategy generated by the predictive energy management strategy and affect the stable operation of the vehicle, the solution of the embodiment of this application can be used to ensure the stable operation of the vehicle and improve the energy efficiency of the vehicle when there is a signal obstacle area with a signal strength lower than the preset signal strength.

[0082] Understandably, by combining information about the road ahead of the vehicle with the vehicle's position signal, the real-time distance between the starting position of the signal obstruction area and the vehicle's position can be obtained, thus providing a reliable data basis for subsequent judgment on whether the vehicle has entered 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 has entered the signal obstruction area.

[0084] Understandably, 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. 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, the frequent switching of the vehicle fuel cell power control strategy due to data errors can be avoided, which would cause energy waste.

[0085] S103. Calculate the real-time travel distance of the vehicle in the signal obstruction area based on the vehicle's real-time speed.

[0086] Optionally, the real-time distance traveled by the vehicle in the signal obstruction area can be calculated by integrating the vehicle's real-time speed over time. The specific calculation formula is as follows:

[0087]

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

[0089] It should be understood that once a vehicle is determined to have entered a signal obstruction area, the real-time travel distance of the vehicle in the signal obstruction area is recalculated based on the vehicle's real-time speed in order to determine whether the vehicle needs to switch its 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 improves the overall efficiency of the vehicle by monitoring and adjusting changes in battery SOC and optimizing the vehicle's power distribution; the second preset distance is the distance at which the vehicle obtains road information ahead using road information ahead of the vehicle and vehicle position signal before losing 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 reasonably control the power of the vehicle's fuel cell. At the same time, in order to ensure the stable and safe operation of the vehicle, it is necessary to control the power of the vehicle's fuel cell through a power control strategy based on SOC.

[0093] The vehicle fuel cell power control method provided in this application first calculates the real-time distance between the vehicle and the starting position of the signal obstacle area based on road information ahead and vehicle position signal to accurately determine whether the vehicle has entered the signal obstacle area, thus preparing for subsequent vehicle fuel cell power control. Then, if the real-time distance between the vehicle and the starting position of the signal obstacle area is less than a first preset distance and the vehicle position signal cannot be obtained, it indicates that the vehicle has entered the signal obstacle area. Next, based on the vehicle's current real-time speed, the real-time travel distance within the signal obstacle area is calculated to determine whether the vehicle needs to switch its power algorithm, i.e., switch to a conventional SOC-based power control strategy to ensure stable vehicle operation. Finally, if the real-time travel distance is greater than a second preset distance, it indicates that the current vehicle fuel cell power control strategy can no longer effectively control the vehicle fuel cell power. In this case, the SOC-based power control strategy is used to control the vehicle fuel cell power to ensure stable vehicle operation. This method enables energy-saving control of the vehicle's fuel cell power when vehicle location signals are available, improving the vehicle's energy management efficiency and operational stability in areas with signal obstruction, and providing a more intelligent solution for optimized control of vehicle fuel cell power in complex driving environments.

[0094] In one feasible approach, in order to fully utilize energy-saving control of the vehicle's fuel cell power when vehicle position signals are available, the method for controlling the vehicle's fuel cell power may further include:

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

[0096] It is understandable that, due to the certain time delay of vehicle position signals or the relatively good signal conditions within the signal obstacle area, the vehicle position signal can still be obtained after the vehicle has entered the signal obstacle area. In order to ensure the optimized control of the vehicle's fuel cell power, a predictive energy management strategy is adopted to control the power of the vehicle's fuel cell and avoid energy waste.

[0097] One feasible approach includes a method for controlling the power of a vehicle's fuel cell based on a predictive energy management strategy, comprising:

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

[0099] Understandably, even though the vehicle enters a signal obstruction area, the predictive energy management strategy can still function normally because the vehicle can still obtain the vehicle's position signal, i.e., the vehicle can still obtain road information within the preset road range ahead, without needing to switch the vehicle's fuel cell power control strategy.

[0100] Optionally, the specific calculation method for the predictive energy management strategy is as follows:

[0101] First, acquire the demand power signal within a preset range in front of the vehicle; then, calculate the average power within the preset range in front of the vehicle based on the demand power signal; next, determine the power corresponding to the SOC difference between the target SOC and the current SOC as the correction power; further, determine the sum of the average power and the correction power as the current power; finally, control the vehicle fuel cell to drive at 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, which determines the power demand within the preset range (e.g., 8km) in front of the vehicle.

[0103] Optionally, the corrected power is calculated based on the power corresponding to the difference between the current SOC and the target SOC. Specific calculation formulas include:

[0104]

[0105]

[0106]

[0107] Where P is the average power within a preset range in front of the vehicle; u(i) is a matrix divided into i matrices based on the demand power signal within the preset range in front of the vehicle, each matrix being 1×50 in size, and each element in the matrix representing the predicted average power of the corresponding segment; P out To obtain the output power by correcting the power based on the current SOC; P soc K 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] Understandably, by employing a predictive energy management strategy, the average power within a preset range in front of the vehicle can be calculated first to reduce power demand fluctuations and avoid battery or power battery overload caused by instantaneous power surges. Secondly, by correcting the output power calculation, the battery can operate more efficiently, increasing the vehicle's range and reducing energy waste.

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

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

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

[0112] It is understandable that by utilizing high-precision map information or vehicle systems to determine whether there are signal obstruction areas within a preset range ahead, preparations are made for subsequent switching of vehicle control strategies to ensure stable vehicle operation.

[0113] In one possible approach, a first signal can be acquired, which indicates 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 can be the Seg_Tunnel signal described in the above embodiments. This signal 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 obstacle area within a preset range in front of the vehicle, the real-time distance between the vehicle and the starting position of the signal obstacle area is calculated in real time based on the vehicle position signal, real-time speed, and the starting position of the signal obstacle area indicated in the road information in front of the vehicle.

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

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

[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 a preset range in front of the vehicle. Simultaneously, the values ​​of the vehicle position signal (Posn_Offset) and the second signal (Seg_Offset) are acquired. The initial distance between the vehicle and the starting position of the signal obstruction area (D1 = Seg_Offset - Posn_Offset) can be obtained by subtracting the value of the Seg_Offset signal from the value of the Posn_Offset signal. Furthermore, based on the vehicle's real-time speed, the vehicle's travel distance can be calculated in real-time to determine the real-time distance between the vehicle and the starting position of the signal obstruction area. The specific calculation formula is as follows:

[0120]

[0121] Where 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; and t is the vehicle's travel time, which starts from the moment the signal obstacle area warning is received.

[0122] Figure 3 A flowchart illustrating the vehicle fuel cell power control method provided in this application embodiment. Figure 3 ;like Figure 3 As shown, the method includes:

[0123] S301. Based on the road information ahead of the vehicle and the vehicle position signal, calculate the real-time distance between the starting position of the vehicle and the signal obstacle area.

[0124] S302. Determine whether the real-time distance of the vehicle and the vehicle position signal meet the condition that the real-time distance is less than the first preset distance and the vehicle position signal cannot be obtained. If yes, then execute S303; otherwise, execute S301.

[0125] S303. Calculate the real-time travel distance of the vehicle in the signal obstruction area based on the vehicle's real-time speed.

[0126] S304. Determine whether the vehicle's real-time driving distance is greater than the second preset distance. If yes, proceed to S305; otherwise, proceed to S306.

[0127] S305. The power of the vehicle fuel cell is controlled by a power control strategy based on the state of charge (SOC).

[0128] S306. Determine whether the vehicle can obtain a vehicle location signal. If yes, execute S307. If no, execute S308 and then S303.

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

[0130] S308: Control the power of the vehicle's fuel cell through energy management strategies.

[0131] It should be noted that the specific implementation process is illustrated in the above embodiments, and will not be described in detail in the embodiments of this application.

[0132] Figure 4(a) is a power control curve of the predictive energy management strategy provided in the embodiment of this application. As shown in Figure 4(a), the horizontal axis represents the rate of change of the battery's state of charge, and the vertical axis represents the corrected power corresponding to the difference between the target SOC and the current SOC. This power control curve reflects the SOC adjustment capability of the fuel cell at different power output levels: when the power corresponding to the difference between the target SOC and the current SOC is large, the rate of change of the battery's state of charge is usually negative, indicating that the battery is in an accelerated discharge state; correspondingly, when the power corresponding to the difference between the target SOC and the current SOC is small and negative, the rate of change of the battery's state of charge is usually close to 0 or positive, indicating that the battery is in a maintenance state or a charging state.

[0133] Figure 4(b) is a power control curve diagram of the SOC-based power control strategy provided in the embodiment of this application. As shown in Figure 4(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, mainly relying on battery discharge. When the SOC is low, the battery increases power output to charge.

[0134] Figure 5 This is a schematic diagram of the structure of the vehicle fuel cell power control device provided in the embodiments of this application; as shown below. 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 obstacle area based on the road information in front of the vehicle and the vehicle position signal, where the signal strength of the signal obstacle area is less than the preset signal strength.

[0136] The determination module 502 is used 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 based on the real-time speed of the vehicle.

[0138] The control module 504 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.

[0139] In one possible implementation, the first computing module 501 is specifically used for:

[0140] Based on 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 obstacle area within a preset range in front of the vehicle, the real-time distance between the vehicle and the starting position of the signal obstacle area is calculated in real time based on the vehicle position signal, real-time speed, and the starting position of the signal obstacle area indicated in the road information in front of the vehicle.

[0142] In one possible implementation, the determining module 502 is specifically used for:

[0143] Acquire a first signal, which 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 a preset range in front of the vehicle, the first calculation module 503 is specifically used for:

[0145] When the first signal switches from a first value to a 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. The second signal is used to indicate the starting position of the signal obstruction area.

[0146] Calculate the initial distance between the vehicle and the starting position of the signal obstacle area based on the values ​​of the vehicle position signal and the second signal.

[0147] Based on the vehicle's real-time speed and initial distance, the real-time distance between the vehicle and the starting position of the signal obstacle area is calculated.

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

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

[0150] In one possible implementation, the control module 504 is specifically used for:

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

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

[0153] In one possible implementation, the control module 504 is specifically used for:

[0154] Acquire the required power signal within a preset range in front of the vehicle;

[0155] Calculate the average power within a preset range in front of the vehicle based on the demand power signal;

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

[0157] The sum of the average power and the corrected power is used to determine the current power;

[0158] Control the vehicle's fuel cell to operate at the current power level.

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

[0160] Figure 6 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application; as shown below. 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 further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 604.

[0161] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0162] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It 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 (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0164] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[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. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0166] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0167] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0168] The aforementioned 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 storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0169] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from 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 reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0170] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

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

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

[0173] If a function is implemented as 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 this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0174] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0175] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for controlling the power of a vehicle fuel cell, characterized in that, include: Based on road information ahead of the vehicle and vehicle position signal, the real-time distance between the vehicle and the starting position of the signal obstacle area is calculated in real time, where the signal strength of the signal obstacle area is less than the preset signal strength. When the real-time distance is less than a first preset distance and the vehicle position signal cannot be obtained, it is determined that the vehicle has entered the signal obstruction area; Calculate the real-time travel distance of the vehicle in the signal obstruction area based on the vehicle's real-time speed; 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). The step of calculating the real-time distance between the vehicle and the starting position of the signal obstacle area based on road information ahead and vehicle position signals includes: Based on the road information ahead of the vehicle, determine whether the signal obstruction area exists within a preset range ahead of the vehicle; If the signal obstacle 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 obstacle area is calculated in real time based on the vehicle position signal, the real-time speed, and the starting position of the signal obstacle area indicated in the road information in front of the vehicle.

2. The method according to claim 1, characterized in that, The step of determining whether the signal obstruction area exists within a preset range ahead of the vehicle based on the road information ahead of the vehicle includes: A first signal is acquired, which is used to indicate whether there is a signal obstruction area within a preset range in front of the vehicle; Accordingly, if a 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 ahead of the vehicle. This includes: When the first signal switches from a first value to a 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, wherein the second signal is used to indicate the starting position of the signal obstruction area; Based on the value of the vehicle position signal and the value of the second signal, calculate the initial distance between the vehicle and the starting position of the signal obstacle area; The real-time distance between the vehicle and the starting position of the signal obstacle area is calculated based on the vehicle's real-time speed and the initial distance.

3. The method according to claim 1 or 2, characterized in that, The method further includes: When it is determined that the vehicle has entered the signal obstruction area and the vehicle's position signal can be obtained, the power of the vehicle's fuel cell is controlled according to a predictive energy management strategy.

4. The method according to claim 3, characterized in that, When it is determined that the vehicle has entered the signal obstruction area and the vehicle's position signal can be obtained, the step of controlling the vehicle's power according to a predictive energy management strategy includes: When it is determined that the vehicle has entered the signal obstruction area and the vehicle's position signal can be obtained, it is determined whether the vehicle can obtain road information ahead of the vehicle. If the vehicle is able to obtain road information ahead of it, the power of the vehicle's fuel cell is controlled according to the predictive energy management strategy.

5. The method according to claim 3, characterized in that, The control of the power of the vehicle's fuel cell based on a predictive energy management strategy includes: Obtain the required power signal within a preset range in front of the vehicle; Based on the required power signal, calculate the average power within a preset range in front of the vehicle; The power corresponding to the SOC difference between the target SOC and the current SOC is determined as the correction power; The sum of the average power and the corrected power is determined as the current power; Control the vehicle's fuel cell to operate at the current power.

6. A vehicle power control device, characterized in that, The method for performing any one of claims 1-5 comprises: The first calculation module is used to calculate the real-time distance between the vehicle and the starting position of the signal obstacle area based on the road information ahead of the vehicle and the vehicle position signal. The determination module is used 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; The second calculation module is used to calculate the real-time travel distance of the vehicle in the signal obstacle area based on the real-time speed of the vehicle. The control module is used to control the power of the vehicle fuel cell through a SOC-based power control strategy if the real-time driving distance is less than a second preset distance.

7. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-5.

9. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method described in any one of claims 1-5.

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