A management method based on fuel cell vehicles and fuel cell vehicles

Abstract

This invention relates to a management method for fuel cell vehicles and a fuel cell vehicle itself. The method involves acquiring the fuel cell power, fuel cell efficiency, vehicle hydrogen consumption, and vehicle electricity consumption of a target fuel cell vehicle during the current operating cycle. It then compares the vehicle hydrogen consumption, vehicle electricity consumption, fuel cell power, and fuel cell efficiency during the current operating cycle with those of the previous operating cycle. Based on these comparisons, the method determines the vehicle's operating status during the current operating cycle, enabling analysis of fuel cell performance parameters and real-time monitoring of fuel cell performance changes. Finally, it assesses and confirms the vehicle's operating status based on these changes.

Description

Technical Field

[0001] This invention relates to a management method for fuel cell vehicles and fuel cell vehicles, belonging to the field of fuel cell vehicle technology. Background Technology

[0002] A fuel cell is a device system that directly converts the chemical energy of fuel (hydrogen) into electrical energy through an electrochemical reaction under the action of a catalyst. During operation, it is susceptible to the effects of dry-wet cycles, potential cycles, pressure alternation, high potential, and the hydrogen-air interface, which can lead to a slight decrease in performance parameters, including output power and efficiency. Currently, the industry-recognized end-of-life condition for fuel cells is a 20% reduction in rated power. If the energy management strategy (mainly referring to hysteresis range control, power following control, and multi-mode control combining both based on the SOC (State of Charge) of the power battery, or ECMS (Equivalent Consumption Minimization Strategy) does not consider the changes in fuel cell system performance throughout the entire life cycle of the fuel cell, then for the same power demand, the lower the efficiency, the greater the hydrogen consumption, and the higher the overall vehicle hydrogen consumption, seriously affecting the customer's operating costs.

[0003] To address this, patent document CN111572411B discloses a power system, energy control method, and device for a fuel cell vehicle. Based on the vehicle's power demand and the state of charge of the energy storage device over the past 10 minutes, it predicts the average power of the fuel cell over the current 10 minutes. Then, within a 10-minute control cycle, the VCU (Vehicle Control Unit) controls the fuel cell to operate at the average power of the previous 10 minutes, keeping the fuel cell output power constant and thus ensuring the dynamic balance of the power battery's state of charge (SOC). Although the power of the fuel cell can be predicted based on the vehicle's power demand and the state of charge of the energy storage device, it still does not directly monitor changes in fuel cell performance, resulting in an inability to accurately understand the vehicle's operating status and thus hindering reasonable energy management.

[0004] A power control system and method for a vehicle fuel cell is disclosed in patent document CN111605440A. It proposes a fuel cell power following control system and method based on the SOC range. When the vehicle is in driving mode, the fuel cell actively follows the motor power. However, due to the current level of fuel cell technology, in actual application, the fuel cell system cannot respond quickly to meet the dynamic needs of the vehicle, and the rated power of the system cannot meet the peak power requirements of heavy trucks. Summary of the Invention

[0005] The purpose of this invention is to provide a management method and a fuel cell vehicle based on fuel cell vehicles, in order to solve the problem of not considering the performance changes of fuel cells during the operation of fuel cell vehicles. By accurately obtaining the performance parameters of the fuel cells during the operation cycle of the fuel cell vehicle, the operating status of the whole vehicle during the current operation cycle can be deeply understood. It has a wide range of applications and is not limited by vehicle type.

[0006] To achieve the above objectives, in one aspect, the present invention proposes a management method based on fuel cell vehicles, the method comprising:

[0007] Obtain the fuel cell power, fuel cell efficiency, vehicle hydrogen consumption, and vehicle electricity consumption of the target fuel cell vehicle during the current operating cycle;

[0008] When the difference between the vehicle hydrogen consumption in the current operating cycle and the vehicle hydrogen consumption in the previous operating cycle is greater than a preset hydrogen consumption difference threshold, and the difference between the vehicle electricity consumption in the current operating cycle and the vehicle electricity consumption in the previous operating cycle is less than a preset electricity consumption difference threshold, it is determined whether the difference between the fuel cell power in the previous operating cycle and the fuel cell power in the current operating cycle is less than a preset first power difference threshold.

[0009] If so, when the difference between the fuel cell efficiency of the previous operating cycle and the fuel cell efficiency of the current operating cycle is less than the preset efficiency difference threshold, the vehicle operating status in the current operating cycle is determined to be to be optimized.

[0010] If not, the vehicle's operating status in the current operating cycle will be determined to be to be optimized if the difference between the fuel cell power in the previous operating cycle and the fuel cell power in the current operating cycle is less than the preset second power difference threshold.

[0011] Furthermore, the fuel cell power of the current operating cycle is calculated using the following method:

[0012] Acquire the operating data of the fuel cell system of the target fuel cell vehicle during the current operating cycle;

[0013] The operating data of the fuel cell system is normalized and the fuel cell current-power curve in the current cycle is fitted. The commonly used operating current point of the fuel cell is used as the reference current to obtain the reference fuel cell power corresponding to the reference current. The reference fuel cell power is then determined as the fuel cell power in the current operating cycle.

[0014] Furthermore, the fuel cell efficiency for the current operating cycle is calculated using the following method:

[0015] Obtain the instantaneous hydrogen consumption and lower heating value of hydrogen for the target fuel cell vehicle during the current operating cycle;

[0016] The fuel cell efficiency is calculated based on the fuel cell power, instantaneous hydrogen consumption, and lower heating value of hydrogen. The fuel cell efficiency is normalized, and the fuel cell power-efficiency curve for the current cycle is fitted. The commonly used operating power point of the fuel cell is used as the reference power to obtain the reference fuel cell efficiency corresponding to the reference power. The reference fuel cell efficiency is then determined as the fuel cell efficiency for the current operating cycle.

[0017] Furthermore, the efficiency of the fuel cell is calculated using the following formula:

[0018] Fuel cell efficiency = fuel cell power ÷ instantaneous hydrogen consumption ÷ lower heating value of hydrogen.

[0019] Furthermore, the total hydrogen consumption of the vehicle is calculated using the following formula:

[0020]

[0021] The total vehicle energy consumption is calculated using the following formula:

[0022]

[0023] Furthermore, the aforementioned management methods for fuel cell vehicles also include:

[0024] Within the current operating cycle, confirm the current operating conditions of the target fuel cell vehicle;

[0025] Based on the current operating conditions, the operating data of target fuel cell vehicles under abnormal operating conditions are excluded.

[0026] Furthermore, when the difference between the vehicle hydrogen consumption in the current operating cycle and the vehicle hydrogen consumption in the previous operating cycle is less than a preset hydrogen consumption difference threshold, the vehicle operating status in the current operating cycle is determined to be normal.

[0027] When the difference between the vehicle's hydrogen consumption in the current operating cycle and that in the previous operating cycle is greater than a preset hydrogen consumption difference threshold, but the difference between the vehicle's electricity consumption in the current operating cycle and that in the previous operating cycle is greater than a preset electricity consumption difference threshold; or,

[0028] When the difference between the vehicle hydrogen consumption in the current operating cycle and the vehicle hydrogen consumption in the previous operating cycle is greater than a preset hydrogen consumption difference threshold, and the difference between the vehicle electricity consumption in the current operating cycle and the vehicle electricity consumption in the previous operating cycle is less than a preset electricity consumption difference threshold, and the difference between the fuel cell power in the previous operating cycle and the fuel cell power in the current operating cycle is less than a preset first power difference threshold, and the difference between the fuel cell efficiency in the previous operating cycle and the fuel cell efficiency in the current operating cycle is greater than a preset efficiency difference threshold; or,

[0029] If the difference between the vehicle hydrogen consumption in the current operating cycle and the vehicle hydrogen consumption in the previous operating cycle is greater than a preset hydrogen consumption difference threshold, and the difference between the vehicle electricity consumption in the current operating cycle and the vehicle electricity consumption in the previous operating cycle is less than a preset electricity consumption difference threshold, and the difference between the fuel cell power in the previous operating cycle and the fuel cell power in the current operating cycle is greater than a preset first power difference threshold, and the difference between the fuel cell power in the previous operating cycle and the fuel cell power in the current operating cycle is greater than a preset second power difference threshold, then the vehicle operating status in the current operating cycle is determined to be pending confirmation.

[0030] Furthermore, when the overall vehicle operating status is determined to be in need of optimization, optimization is performed in the following manner:

[0031] Obtain the fuel cell power-efficiency curve and correct the calibration parameters in the energy management strategy for the current operating cycle based on the fuel cell power-efficiency curve;

[0032] The target fuel cell vehicle implements an energy management strategy with corrected calibration parameters and monitors the vehicle's hydrogen consumption.

[0033] Furthermore, the correction of calibration parameters in the energy management strategy for the current operating cycle based on the fuel cell power-efficiency curve includes:

[0034] Based on the fuel cell power-efficiency curve, when the energy management strategy for the current operating cycle only requires adjustment of calibration parameters, the calibration parameters are adjusted according to the following formula:

[0035]

[0036] When the energy management strategy for the current operating cycle involves more than just adjusting calibration parameters, offline simulation methods are used to adjust the calibration parameters.

[0037] On the other hand, the present invention also proposes a fuel cell vehicle, which includes:

[0038] One or more memory and one or more processors;

[0039] The one or more memories are used to store computer programs;

[0040] The one or more processors are connected to the memory and are used to run the computer program to perform the above-described management method based on fuel cell vehicles.

[0041] The beneficial effects of this invention are as follows: By acquiring the fuel cell power, fuel cell efficiency, vehicle hydrogen consumption, and vehicle electricity consumption of the target fuel cell vehicle in the current operating cycle; the operating parameters in the current operating cycle are judged and compared with the operating parameters in the previous operating cycle. Specifically, it is judged whether the difference between the vehicle hydrogen consumption in the current operating cycle and the vehicle hydrogen consumption in the previous operating cycle is less than a preset hydrogen consumption difference threshold; if so, the vehicle operating status in the current operating cycle is determined to be normal; if not, it is judged whether the difference between the vehicle electricity consumption in the current operating cycle and the vehicle electricity consumption in the previous operating cycle is greater than a preset electricity consumption difference threshold; if so, the vehicle operating status in the current operating cycle is determined to be pending confirmation; if not, it is judged whether the difference between the fuel cell power in the previous operating cycle and the fuel cell power in the current operating cycle is less than a preset first power difference threshold; if so, it is judged whether the difference between the fuel cell efficiency in the previous operating cycle and the fuel cell efficiency in the current operating cycle is... If the difference between the fuel cell power in the previous operating cycle and the fuel cell power in the current operating cycle is less than the preset efficiency difference threshold, then the vehicle operating status in the current operating cycle is determined to be to be optimized; if not, then the vehicle operating status in the current operating cycle is determined to be to be confirmed; if not, then it is determined whether the difference between the fuel cell power in the previous operating cycle and the fuel cell power in the current operating cycle is greater than the preset second power difference threshold; if so, then the vehicle operating status in the current operating cycle is determined to be to be confirmed; if not, then the vehicle operating status in the current operating cycle is determined to be to be optimized. This allows for real-time understanding of fuel cell performance changes, monitoring of fuel cell performance parameters in each operating cycle, analysis of fuel cell performance changes using performance parameters, and ultimately confirmation and judgment of the vehicle operating status. The data source is accurate and error-free, improving the accuracy of subsequent vehicle operating status analysis. This enables staff to understand the operating status of each target fuel cell vehicle in a timely manner, and is no longer limited by vehicle type, making it more widely applicable. Attached Figure Description

[0042] Figure 1 This is a flowchart illustrating a management method for fuel cell vehicles based on one aspect of this application in a practical application scenario.

[0043] Figure 2 This is a schematic diagram of the energy management system of a fuel cell vehicle in a practical application scenario, which is another aspect of this application. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be described in detail below with reference to the accompanying drawings and embodiments.

[0045] The concept of this invention is to monitor the operating parameters of the target fuel cell vehicle in real time during each operating cycle, then judge the changes in the operating parameters in adjacent operating cycles, and determine the vehicle's operating status in the current operating cycle based on the changes in the operating parameters. This fully considers the performance changes of the fuel cell during operation and quickly and conveniently completes the determination of the operating status, thereby promoting the subsequent management of the target fuel cell vehicle.

[0046] Method Example 1:

[0047] In the management method for fuel cell vehicles proposed in this application, the method is applied to fuel cell vehicles in a stable operating state. The fuel cell vehicles in a stable operating state include, but are not limited to, buses with fixed routes. The method includes steps S11-S15, specifically:

[0048] Step S11: Obtain the fuel cell power, fuel cell efficiency, vehicle hydrogen consumption, and vehicle electricity consumption of the target fuel cell vehicle during the current operating cycle. It should be noted that, in order to reasonably obtain the performance parameters during the current operating cycle, and considering the characteristic of the slight performance change of the fuel cell within a day in actual application scenarios, the current operating cycle can be a time interval with significant performance changes. In a preferred embodiment of this application, the current operating cycle is preferably one week.

[0049] Corresponding to the current operating cycle in step S11, the fuel cell power, fuel cell efficiency, vehicle hydrogen consumption, and vehicle electricity consumption in the previous operating cycle are obtained. Step S12 is then executed to determine whether the difference between the vehicle hydrogen consumption in the current operating cycle and the vehicle hydrogen consumption in the previous operating cycle is less than a preset hydrogen consumption difference threshold. If so (i.e., the difference between the vehicle hydrogen consumption in the current operating cycle and the vehicle hydrogen consumption in the previous operating cycle is less than the preset hydrogen consumption difference threshold), the vehicle operating status in the current operating cycle is determined to be normal. Here, the preset hydrogen consumption difference threshold refers to the range of hydrogen consumption difference set for different vehicle types, different control requirements, or different management requirements. Furthermore, when the vehicle operating status is normal, it indicates that the energy management strategy of the target fuel cell vehicle does not need to be optimized or adjusted in the current operating cycle.

[0050] It should be noted that, in this application, the preset electricity consumption difference threshold, the preset efficiency difference threshold, the preset first power difference threshold, and the preset second power difference threshold are all referenced to the difference range set for different vehicle types, different control requirements, or different management requirements, so as to achieve difference judgment that meets the needs of various vehicle types or requirements, thereby expanding the application scenarios and application scope, and not being limited by environmental factors such as vehicle type.

[0051] Step S13: If no (i.e., the difference between the vehicle hydrogen consumption in the current operating cycle and the vehicle hydrogen consumption in the previous operating cycle is greater than the preset hydrogen consumption difference threshold), it indicates that the target fuel cell vehicle has experienced a significant increase in vehicle hydrogen consumption in the current operating cycle, and the cause of the increase in hydrogen consumption needs to be confirmed. Therefore, it is determined whether the difference between the vehicle electricity consumption in the current operating cycle and the vehicle electricity consumption in the previous operating cycle is greater than the preset electricity consumption difference threshold. If yes (i.e., the difference between the vehicle electricity consumption in the current operating cycle and the vehicle electricity consumption in the previous operating cycle is greater than the preset electricity consumption difference threshold), the vehicle operating status in the current operating cycle is determined to be pending confirmation. It should be noted that when the difference between the vehicle electricity consumption in the current operating cycle and the vehicle electricity consumption in the previous operating cycle is greater than the preset electricity consumption difference threshold, it indicates that the target fuel cell vehicle may experience a more severe vehicle operating condition or an abnormal increase in vehicle electricity consumption in the current operating cycle, and after-sales service or technical personnel need to be notified for further investigation and confirmation. If not (i.e., the difference between the vehicle's power consumption in the current operating cycle and the vehicle's power consumption in the previous operating cycle is less than the preset power consumption difference threshold), it indicates that the target fuel cell vehicle's overall operating condition has not changed significantly in the current operating cycle. The increase in hydrogen consumption may be due to fuel cell degradation. Therefore, it is necessary to determine whether the difference between the fuel cell power in the previous operating cycle and the fuel cell power in the current operating cycle is less than the preset first power difference threshold.

[0052] Step S14: If (i.e., the difference between the fuel cell power of the previous operating cycle and the fuel cell power of the current operating cycle is less than the preset first power difference threshold), then continue to determine whether the difference between the fuel cell efficiency of the previous operating cycle and the fuel cell efficiency of the current operating cycle is less than the preset efficiency difference threshold; if (i.e., the difference between the fuel cell efficiency of the previous operating cycle and the fuel cell efficiency of the current operating cycle is less than the preset efficiency difference threshold), it indicates that the target fuel cell vehicle's fuel cell performance has not changed significantly in the current operating cycle, but there are problems such as insufficient robustness of the vehicle energy management strategy, and the energy management strategy needs to be optimized, and the vehicle's operating status in the current operating cycle is determined to be to be optimized; if not (i.e., the difference between the fuel cell efficiency of the previous operating cycle and the fuel cell efficiency of the current operating cycle is greater than the preset efficiency difference threshold), it indicates that the target fuel cell vehicle's fuel cell system or hydrogen storage system has leaks in the current operating cycle, caused by a decrease in hydrogen utilization, and after-sales or technical personnel need to be notified for investigation and confirmation, and the vehicle's operating status in the current operating cycle is determined to be to be confirmed.

[0053] Step S15: If the answer is no (i.e., the difference between the fuel cell power in the previous operation cycle and the fuel cell power in the current operation cycle is greater than a preset first power difference threshold), then determine whether the difference between the fuel cell power in the previous operation cycle and the fuel cell power in the current operation cycle is greater than a preset second power difference threshold; if the answer is yes, it indicates that there is an abnormality in the fuel cell of the target fuel cell vehicle in the current operation cycle, and it is necessary to notify the after-sales or technical personnel for investigation and confirmation later, and determine the vehicle operation state in the current operation cycle as to be confirmed; if the answer is no, determine the vehicle operation state in the current operation cycle as to be optimized; here, the second power difference threshold is greater than the first power difference threshold.

[0054] Through the above steps S11 to S15, the performance parameters, hydrogen consumption parameters, and power consumption parameters of the fuel cell in the current operation cycle obtained in real time are used to monitor the fuel cell and vehicle parameters, and at the same time, the relationship between the corresponding parameters in the current operation cycle and the previous operation cycle is analyzed clearly and accurately, so as to understand the vehicle operation state in the current operation cycle and facilitate the user and technical personnel to understand the situation of the target fuel cell vehicle in real time.

[0055] In a preferred embodiment of the present application, first, obtain the fuel cell power P1, fuel cell efficiency α1, vehicle hydrogen consumption m1, and vehicle power consumption W1 of the target fuel cell vehicle within a week; correspondingly, obtain the fuel cell power P0, fuel cell efficiency α0, vehicle hydrogen consumption m0, and vehicle power consumption W0 within the previous week. Calculate vehicle hydrogen consumption m1 - vehicle hydrogen consumption m0 = m`, when m`<m (preset hydrogen consumption difference threshold), determine the vehicle operation state within this week as normal and no optimization adjustment is required; when m`>m, the vehicle hydrogen consumption of the target fuel cell vehicle increases significantly within this week, and it is necessary to confirm the reason for the increase in hydrogen consumption.

[0056] Next, calculate vehicle power consumption W1 - vehicle power consumption W0 = W`, when W`>W (preset power consumption difference threshold), there may be situations such as the vehicle working conditions becoming more severe or abnormal power consumption increase in the vehicle of the target fuel cell vehicle within this week, and it is necessary to notify the after-sales or technical personnel for investigation and confirmation later; when W`<W, the vehicle working conditions of the target fuel cell vehicle basically do not change within this week, and the increase in hydrogen consumption may be caused by fuel cell decay.

[0057] Then, calculate fuel cell power P0 - fuel cell power P1 = P`, when P`<P, calculate fuel cell efficiency α0 - fuel cell efficiency α1 = αˋ. When αˋ<α (preset efficiency difference threshold), the fuel cell performance of the target fuel cell vehicle does not change significantly within this week, but there are problems such as insufficient robustness of the vehicle energy management strategy, and energy management strategy optimization is required; when αˋ>α, there is a leak in the system of the target fuel cell vehicle within this week, which is caused by the decrease in hydrogen utilization rate, and it is necessary to notify the after-sales or technical personnel for investigation and confirmation later.

[0058] Finally, when P` > P (the preset first power difference threshold) and P` > A (the second power difference threshold), there is an abnormality in the fuel cell of the target fuel cell vehicle within this week, and it is necessary to notify the after-sales or technical personnel for investigation and confirmation later; when P` > P (the preset first power difference threshold) and P` < A (the second power difference threshold), the running state of the whole vehicle within this week is determined to be to be optimized.

[0059] Continuing with the above embodiments of the present application, the fuel cell power of the current operating cycle is calculated by the following method:

[0060] Obtain the operating data of the fuel cell system of the target fuel cell vehicle within the current operating cycle; here, the operating data of the fuel cell system includes but is not limited to performance parameters such as the current, voltage, power, and temperature of the fuel cell.

[0061] Normalize the operating data of the fuel cell system, fit the fuel cell current-power curve within the current cycle, use the common working current point of the fuel cell as the reference current, obtain the reference fuel cell power corresponding to the reference current, and determine the reference fuel cell power as the fuel cell power of the current operating cycle for fuel cell degradation analysis, so as to eliminate the operating data of the fuel cell vehicle under non-stable states, such as the operating data before and after load change, when the temperature has not reached the reaction temperature, etc., in order to facilitate data fitting and ensure the accuracy of data fitting analysis.

[0062] Continuing with the above embodiments of the present application, the fuel cell efficiency of the current operating cycle is calculated by the following method:

[0063] Obtain the instantaneous hydrogen consumption and the lower calorific value of hydrogen of the target fuel cell vehicle within the current operating cycle; here, in the actual application scenario, obtain the instantaneous hydrogen consumption, the cumulative hydrogen consumption, and the lower calorific value of hydrogen from the on-vehicle hydrogen system controller, etc.

[0064] Calculate the fuel cell efficiency according to the fuel cell power, the instantaneous hydrogen consumption, and the lower calorific value of hydrogen; normalize the fuel cell efficiency, fit the fuel cell power-efficiency curve within the current cycle, use the common working power point of the fuel cell as the reference power, obtain the reference fuel cell efficiency corresponding to the reference power, and determine the reference fuel cell efficiency as the fuel cell efficiency of the current operating cycle for the analysis of the hydrogen consumption of the whole vehicle, eliminate the operating data of the fuel cell vehicle under non-stable states, and improve the accuracy of curve fitting analysis.

[0065] Specifically, the fuel cell efficiency is calculated by the following formula:

[0066] Fuel cell efficiency = fuel cell power ÷ instantaneous hydrogen consumption ÷ lower calorific value of hydrogen.

[0067] Continuing with the above embodiments of this application, the hydrogen consumption of the entire vehicle is calculated using the following formula:

[0068]

[0069] It should be noted that the instantaneous hydrogen consumption and cumulative hydrogen consumption are obtained from the on-board hydrogen system controller; the vehicle mileage is obtained from the vehicle controller; and based on the current operating cycle, the final cumulative hydrogen consumption, initial cumulative hydrogen consumption, final operating mileage, and initial operating mileage are obtained to calculate the vehicle's hydrogen consumption.

[0070] Continuing with the above embodiments of this application, the vehicle's energy consumption is calculated using the following formula:

[0071]

[0072] It should be noted that the vehicle's operating mileage and cumulative power generation are obtained from the vehicle controller; based on the current operating cycle, the final cumulative power generation, initial cumulative power generation, final operating mileage, and initial operating mileage are obtained to calculate the vehicle's power consumption.

[0073] In another aspect of this application, a management method for fuel cell vehicles further includes:

[0074] Within the current operating cycle, confirm the current operating conditions of the target fuel cell vehicle.

[0075] Based on the current operating conditions, the operating data of the target fuel cell vehicle under abnormal operating conditions are excluded. Here, the abnormal operating conditions include, but are not limited to, the operating data of the target fuel cell vehicle before and after load change or the data of the target fuel cell vehicle not reaching the reaction temperature, so as to ensure the stability of subsequent data fitting analysis, improve the accuracy of subsequent data calculation and operating status analysis, and make the analysis results more reliable.

[0076] In another aspect of this application, a management method for fuel cell vehicles is proposed, in which the vehicle's operating state is determined to be in need of optimization, optimization is performed in the following manner:

[0077] Obtain the fuel cell power-efficiency curve and correct the calibration parameters in the energy management strategy for the current operating cycle based on the fuel cell power-efficiency curve.

[0078] The target fuel cell vehicle implements an energy management strategy with corrected calibration parameters and monitors the vehicle's hydrogen consumption.

[0079] Specifically, based on the fuel cell power-efficiency curve, when the energy management strategy for the current operating cycle only requires adjustment of calibration parameters, the calibration parameters are adjusted according to the following formula:

[0080]

[0081] When the energy management strategy for the current operating cycle involves more than just adjusting calibration parameters, the calibration parameters are adjusted using an offline simulation method.

[0082] Method Example 2:

[0083] like Figure 1 The diagram shown illustrates a process flow of a fuel cell vehicle management method according to one aspect of this application in a practical application scenario. The method involves collecting operational data from the fuel cell system controller, on-board hydrogen system controller, and vehicle controller of the target fuel cell vehicle, respectively. All collected operational data is then uploaded to a big data storage device via the vehicle's T-BOX (Telematics-BOX, vehicle network control unit) network terminal. The big data storage device then extracts operational data for one week, including fuel cell current, fuel cell power, instantaneous hydrogen consumption, cumulative hydrogen consumption, and mileage.

[0084] Based on the operating conditions of the fuel cell within a week, operating data under unstable conditions, such as operating data before and after load changes or operating data when the temperature has not reached the reaction temperature, are eliminated to ensure the accuracy of data fitting analysis.

[0085] Through normalization analysis and data differentiation processing, the fuel cell power P1, fuel cell efficiency α1, vehicle hydrogen consumption m1, and vehicle electricity consumption W1 for the week were determined respectively; correspondingly, the fuel cell power P0, fuel cell efficiency α0, vehicle hydrogen consumption m0, and vehicle electricity consumption W0 for the previous week were obtained.

[0086] If m1-m0<=m (the preset hydrogen consumption difference threshold), then the vehicle is operating normally and the energy management strategy does not need to be optimized or adjusted.

[0087] If m1-m0>m, then the hydrogen consumption of the whole vehicle has increased significantly, and the reason for the increase in hydrogen consumption of the whole vehicle needs to be identified.

[0088] If W1-W0>W (the preset power consumption difference threshold), it may indicate that the vehicle's operating conditions have become more demanding or that there is an abnormal increase in power consumption. Please notify after-sales service or technical personnel to investigate.

[0089] If W1-W0<=W, the overall vehicle operating condition remains largely unchanged, possibly due to fuel cell degradation. Investigate the changes in fuel cell efficiency α and P. If P0-P1<=P (the preset first power difference threshold) and α0-α1<=α (the preset efficiency difference threshold), the fuel cell performance shows no significant change, possibly due to insufficient robustness of the vehicle energy management strategy, requiring optimization. If P0-P1<=P and α0-α1>α, there may be a system leak causing a decrease in hydrogen utilization, requiring notification to after-sales for investigation. If P0-P1>P, it is due to fuel cell degradation. If P0-P1>A (the preset second power difference threshold, and A>P), the fuel cell is malfunctioning; notify after-sales for maintenance, otherwise optimize the vehicle energy management strategy.

[0090] For operating conditions requiring only calibration parameter adjustments, optimization is performed using ECMS transient optimal control. For operating conditions requiring more than just calibration parameter adjustments, offline simulation methods are used to determine the optimal energy management strategy calibration parameters. Finally, a big data platform is used to automatically replace the fuel cell power-efficiency curve of the target fuel cell vehicle via OTA (Over-the-Air Technology), and control is performed according to the latest energy management strategy. The vehicle's hydrogen consumption is continuously monitored to ensure optimal hydrogen consumption throughout the fuel cell's entire lifecycle.

[0091] Example of a fuel cell vehicle:

[0092] In another aspect of this application, a fuel cell vehicle is also provided, comprising:

[0093] One or more memory and one or more processors.

[0094] The one or more memories are used to store computer programs.

[0095] The one or more processors are connected to the memory and are used to run the computer program to perform the above-described management method based on fuel cell vehicles.

[0096] like Figure 2The diagram shown illustrates the structure of an energy management and control system for a fuel cell vehicle in a practical application scenario, representing another aspect of this application. The fuel cell system, on-board hydrogen system, and vehicle controller transmit operational data (specifically, current, voltage, power, and temperature of the fuel cell extracted from the fuel cell system controller; instantaneous and cumulative hydrogen consumption extracted from the on-board hydrogen system controller; and cumulative power generation and vehicle mileage extracted from the vehicle controller) to the vehicle T-BOX via a CAN bus. The vehicle T-BOX establishes a connection with a storage device via a network to upload the operational data. The big data platform extracts the operational data of the target fuel cell vehicle from the storage device and analyzes hydrogen consumption and degradation within the current operating cycle. Based on the analysis results, it confirms the operational status of the fuel cell vehicle within the current operating state, optimizes the calibration parameters for the target new energy vehicle whose operational status needs optimization, and transfers the target new energy vehicle whose operational status needs confirmation to after-sales service for follow-up.

Claims

1. A management method for a fuel cell vehicle, characterized by, The method comprises: acquiring fuel cell power, fuel cell efficiency, vehicle hydrogen consumption and vehicle electricity consumption of the target fuel cell vehicle in a current operation cycle; when the difference between the vehicle hydrogen consumption in the current operation cycle and the vehicle hydrogen consumption in the last operation cycle is greater than a preset hydrogen consumption difference threshold, and the difference between the vehicle electricity consumption in the current operation cycle and the vehicle electricity consumption in the last operation cycle is less than a preset electricity consumption difference threshold, determining whether the difference between the fuel cell power in the last operation cycle and the fuel cell power in the current operation cycle is less than a preset first power difference threshold; if yes, when the difference between the fuel cell efficiency in the last operation cycle and the fuel cell efficiency in the current operation cycle is less than a preset efficiency difference threshold, determining that the vehicle operation state in the current operation cycle is to be optimized; if no, when the difference between the fuel cell power in the last operation cycle and the fuel cell power in the current operation cycle is less than a preset second power difference threshold, determining that the vehicle operation state in the current operation cycle is to be optimized.

2. The fuel cell vehicle-based management method according to claim 1, characterized by, The fuel cell power in the current operation cycle is calculated by the following method: acquiring operation data of the fuel cell system of the target fuel cell vehicle in the current operation cycle; normalizing the operation data of the fuel cell system, fitting the fuel cell current-power curve in the current cycle, taking the commonly used working current point of the fuel cell as the reference current, acquiring the reference fuel cell power corresponding to the reference current, and determining the reference fuel cell power as the fuel cell power in the current operation cycle.

3. The fuel cell vehicle-based management method according to claim 1, characterized by, The fuel cell efficiency in the current operation cycle is calculated by the following method: acquiring the instantaneous hydrogen consumption and the hydrogen low calorific value in the current operation cycle of the target fuel cell vehicle; calculating the fuel cell efficiency according to the fuel cell power, the instantaneous hydrogen consumption and the hydrogen low calorific value; normalizing the fuel cell efficiency, fitting the fuel cell power-efficiency curve in the current cycle, taking the commonly used working power point of the fuel cell as the reference power, acquiring the reference fuel cell efficiency corresponding to the reference power, and determining the reference fuel cell efficiency as the fuel cell efficiency in the current operation cycle.

4. The fuel cell vehicle-based management method according to claim 3, characterized by, The fuel cell efficiency is calculated by the following formula: fuel cell efficiency = fuel cell power ÷ instantaneous hydrogen consumption ÷ hydrogen low calorific value.

5. The fuel cell vehicle-based management method according to claim 1, characterized by, The vehicle hydrogen consumption is calculated by the following formula: The vehicle electricity consumption is calculated by the following formula:

6. The fuel cell vehicle-based management method according to any one of claims 1 to 5, characterized by, Further comprising: confirming the current operation condition of the target fuel cell vehicle in the current operation cycle; according to the current operation condition, eliminating the operation data of the target fuel cell vehicle under abnormal operation condition.

7. The fuel cell vehicle-based management method according to claim 1, characterized in that, when the difference between the vehicle hydrogen consumption in the current operation cycle and the vehicle hydrogen consumption in the last operation cycle is less than a preset hydrogen consumption difference threshold, determining that the vehicle operation state in the current operation cycle is normal; when the difference between the vehicle hydrogen consumption in the current operation cycle and the vehicle hydrogen consumption in the last operation cycle is greater than a preset hydrogen consumption difference threshold, but the difference between the vehicle electricity consumption in the current operation cycle and the vehicle electricity consumption in the last operation cycle is greater than a preset electricity consumption difference threshold; or, when the difference between the hydrogen consumption of the vehicle in the current operation cycle and the hydrogen consumption of the vehicle in the last operation cycle is greater than a preset hydrogen consumption difference threshold, the difference between the electricity consumption of the vehicle in the current operation cycle and the electricity consumption of the vehicle in the last operation cycle is less than a preset electricity consumption difference threshold, the difference between the fuel cell power in the last operation cycle and the fuel cell power in the current operation cycle is less than a preset first power difference threshold, and the difference between the fuel cell efficiency in the last operation cycle and the fuel cell efficiency in the current operation cycle is greater than a preset efficiency difference threshold; or when the difference between the hydrogen consumption of the vehicle in the current operation cycle and the hydrogen consumption of the vehicle in the last operation cycle is greater than a preset hydrogen consumption difference threshold, the difference between the electricity consumption of the vehicle in the current operation cycle and the electricity consumption of the vehicle in the last operation cycle is less than a preset electricity consumption difference threshold, the difference between the fuel cell power in the last operation cycle and the fuel cell power in the current operation cycle is greater than a preset first power difference threshold, and the difference between the fuel cell power in the last operation cycle and the fuel cell power in the current operation cycle is greater than a preset second power difference threshold, the vehicle operation state in the current operation cycle is determined as to be confirmed.

8. The fuel cell vehicle-based management method according to claim 1, characterized by, When the vehicle operation state is determined as to be optimized, optimization is performed by the following manner: a fuel cell power-efficiency curve is obtained, and a calibration parameter in the energy management strategy of the current operation cycle is corrected based on the fuel cell power-efficiency curve; the fuel cell vehicle executes the energy management strategy with the corrected calibration parameter, and monitors the hydrogen consumption of the vehicle.

9. The fuel cell vehicle-based management method according to claim 8, characterized by, The correction of the calibration parameter in the energy management strategy of the current operation cycle based on the fuel cell power-efficiency curve comprises: when the energy management strategy of the current operation cycle only needs to adjust the calibration parameter, the calibration parameter is adjusted according to the following formula according to the fuel cell power-efficiency curve: when the energy management strategy of the current operation cycle does not only need to adjust the calibration parameter, the calibration parameter is adjusted by using an offline simulation method.

10. A fuel cell vehicle characterized by comprising: The fuel cell vehicle comprises: one or more memories and one or more processors; the one or more memories are used to store a computer program; the one or more processors are connected to the memories and are used to run the computer program to execute the method according to any one of claims 1 to 9.

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