Energy management method of fuel cell hybrid power system and related device

Abstract

The invention discloses an energy management method of a fuel cell hybrid power system and a related device, and the operation economy of the power system is considered while the power system is guaranteed to have good power performance. The method comprises the following steps: acquiring and inputting the required power of the whole vehicle, the remaining fuel reserves of the whole vehicle and the current value of the state of charge (SOC) of a power battery to a fuzzy logic controller; a membership function definition table and a fuzzy logic control rule table are built in the fuzzy logic controller; the fuzzy logic controller carries out fuzzy reasoning on each input variable according to a membership function definition table and a fuzzy logic control rule table to obtain a fuzzy value of an FC output coefficient, and the fuzzy value is converted into a specific FC output coefficient value through defuzzification processing; and multiplying the FC output coefficient value by the FC maximum allowable output power to obtain FC output power, and subtracting the whole vehicle demand power from the FC output power to obtain power battery output power.

Description

Technical Field

[0001] The present application relates to the field of intelligent control and automation technology, and in particular to an energy management method and related devices for a fuel cell hybrid power system. Background Art

[0002] Compared with traditional internal combustion locomotives, fuel cell locomotives have higher energy efficiency, lower emissions and less noise, injecting new vitality into the sustainable development of rail transit. However, the dynamic response speed of fuel cells is slow, and it is difficult to meet the instant power demand of locomotives under frequent and drastic changes in working conditions. Therefore, power batteries need to be introduced to compensate for power fluctuations and increase peak power.

[0003] However, the addition of power batteries makes the structure of the power system more complex and increases the difficulty of power system energy management. Therefore, how to achieve reasonable distribution and efficient scheduling of energy between fuel cells and power batteries, so as to ensure the power system has good power performance while taking into account its operating economy, is particularly critical. Summary of the invention

[0004] In view of the above problems, the present application provides an energy management method and related devices for a fuel cell hybrid power system, so as to ensure that the power system has good power performance while taking into account its operating economy. The specific scheme is as follows:

[0005] A first aspect of the present application provides an energy management method for a fuel cell hybrid power system, comprising:

[0006] Obtain the current values ​​of the vehicle's required power, the vehicle's remaining fuel reserve, and the power battery's state of charge (SOC), and input them into a pre-established fuzzy logic controller;

[0007] Among them, the input variables of the fuzzy logic controller are the required power of the whole vehicle, the remaining fuel reserves of the whole vehicle and the SOC of the power battery, and the output variable is the FC output coefficient of the fuel cell; the fuzzy logic controller has a built-in membership function definition table and a fuzzy logic control rule table; the membership function definition table is used to define the state division criteria of each input variable and output variable, so that each variable is divided into n state levels within its respective valid value range, n≥2; the fuzzy logic control rule table is used to define the corresponding relationship between the state level of each input variable and the state level of the output variable; the construction principles of the fuzzy logic control rule table include: as the SOC of the power battery increases, the FC output power generally shows a downward trend; as the remaining fuel reserves of the whole vehicle decrease, the FC output power generally shows a downward trend; and as the required power of the whole vehicle increases, the FC output coefficient generally shows an upward trend;

[0008] The fuzzy logic controller performs fuzzy reasoning on each input variable according to the membership function definition table and the fuzzy logic control rule table to obtain the fuzzy value of the FC output coefficient, and then converts it into a specific FC output coefficient value through defuzzification processing;

[0009] Multiply the FC output coefficient value by the FC maximum allowable output power to obtain the FC output power, and then subtract the vehicle demand power from the FC output power to obtain the power battery output power.

[0010] In a possible implementation, obtaining the current value of the vehicle power requirement includes: the vehicle controller integrates parameter information from in-vehicle sensors and calculates the current vehicle power requirement based on the parameter information;

[0011] The remaining fuel reserve of the whole vehicle is the remaining hydrogen reserve of the whole vehicle; obtaining the current value of the remaining fuel reserve of the whole vehicle includes: the hydrogen storage system monitors the pressure value of the hydrogen inside the hydrogen storage bottle, and calculates the current remaining hydrogen reserve of the whole vehicle based on the pressure value;

[0012] Obtaining the current value of the power battery SOC includes: the battery management system BMS integrates basic parameters of the power battery and calculates the current power battery SOC according to the basic parameters.

[0013] In a possible implementation, the membership function definition table is specifically used to divide the valid value range of each variable into four state levels of S, M, B, and H in order from small to large;

[0014] The valid value range of the remaining hydrogen storage capacity of the vehicle is [0, 100%], where [0, 25%) is defined as S level, [25%, 50%) is defined as M level, [50%, 75%) is defined as B level, and [75%, 100%] is defined as H level;

[0015] The effective value range of the power battery SOC is [0, 100%], where [0, 30%) is defined as S level, [30%, 50%) is defined as M level, [50%, 80%) is defined as B level, and [80%, 100%] is defined as H level;

[0016] The effective value range of vehicle power demand is [0, 100% P max ], P max Represents the maximum power requirement of the vehicle design, where [0, 20% P max ) is defined as S grade, [20%P max , 50%P max ) is defined as M level, [50%P max , 80%P max ) is defined as Class B, [80% P max , 100% P max] is defined as Class H;

[0017] The valid value range of the FC output coefficient is [0, 1], where [0, 0.2) is defined as S level, [0.2, 0.55) is defined as M level, [0.55, 0.9) is defined as B level, and [0.9, 1] is defined as H level.

[0018] In a possible implementation, the fuzzy logic control rule table is specifically used to define:

[0019] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are S, S, and S respectively, the FC output coefficient corresponds to S level;

[0020] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, S, and M respectively, the FC output coefficient corresponds to level M;

[0021] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are S, S, and B respectively, the FC output coefficient corresponds to M level;

[0022] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, S, and H respectively, the FC output coefficient corresponds to level M;

[0023] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, M, and S respectively, the FC output coefficient corresponds to level M;

[0024] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, M, and M respectively, the FC output coefficient corresponds to level M;

[0025] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are S, M, and B levels respectively, the FC output coefficient corresponds to level B;

[0026] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, M, and H respectively, the FC output coefficient corresponds to level B;

[0027] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, B, and S respectively, the FC output coefficient corresponds to level M;

[0028] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, B, and M respectively, the FC output coefficient corresponds to level B;

[0029] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are S, B, and B levels respectively, the FC output coefficient corresponds to level B;

[0030] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, B, and H respectively, the FC output coefficient corresponds to level H;

[0031] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, H, and S respectively, the FC output coefficient corresponds to level B;

[0032] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, H, and M respectively, the FC output coefficient corresponds to level B;

[0033] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, H, and B respectively, the FC output coefficient corresponds to level H;

[0034] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, H, and H respectively, the FC output coefficient corresponds to level H;

[0035] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, S, and S respectively, the FC output coefficient corresponds to level S;

[0036] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, S, and M respectively, the FC output coefficient corresponds to level S;

[0037] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are M, S, and B levels respectively, the FC output coefficient corresponds to M level;

[0038] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, S, and H respectively, the FC output coefficient corresponds to level M;

[0039] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are M, M, and S levels respectively, the FC output coefficient corresponds to S level;

[0040] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are M, M, and M respectively, the FC output coefficient corresponds to M level;

[0041] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are M, M, and B respectively, the FC output coefficient corresponds to M level;

[0042] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, M, and H respectively, the FC output coefficient corresponds to level B;

[0043] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, B, and S respectively, the FC output coefficient corresponds to level M;

[0044] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, B, and M respectively, the FC output coefficient corresponds to level M;

[0045] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are M, B, and B levels respectively, the FC output coefficient corresponds to level B;

[0046] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, B, and H respectively, the FC output coefficient corresponds to level B;

[0047] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, H, and S respectively, the FC output coefficient corresponds to level M;

[0048] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, H, and M respectively, the FC output coefficient corresponds to level B;

[0049] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are respectively M, H, and B, the FC output coefficient corresponds to B;

[0050] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, H, and H respectively, the FC output coefficient corresponds to level H;

[0051] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, S, and S respectively, the FC output coefficient corresponds to level S;

[0052] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, S, and M respectively, the FC output coefficient corresponds to level S;

[0053] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are respectively at levels B, S, and B, the FC output coefficient corresponds to level S;

[0054] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, S, and H respectively, the FC output coefficient corresponds to level M;

[0055] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, M, and S respectively, the FC output coefficient corresponds to level S;

[0056] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, M, and M respectively, the FC output coefficient corresponds to level S;

[0057] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are B, M, and B levels respectively, the FC output coefficient corresponds to M level;

[0058] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, M, and H respectively, the FC output coefficient corresponds to level M;

[0059] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, B, and S respectively, the FC output coefficient corresponds to level S;

[0060] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, B, and M respectively, the FC output coefficient corresponds to level M;

[0061] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are B, B, and B respectively, the FC output coefficient corresponds to M level;

[0062] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, B, and H respectively, the FC output coefficient corresponds to level B;

[0063] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, H, and S respectively, the FC output coefficient corresponds to level M;

[0064] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, H, and M respectively, the FC output coefficient corresponds to level M;

[0065] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are respectively at levels B, H, and B, the FC output coefficient corresponds to level B;

[0066] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, H, and H respectively, the FC output coefficient corresponds to level H;

[0067] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, S, and S respectively, the FC output coefficient corresponds to level S;

[0068] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, S, and M respectively, the FC output coefficient corresponds to level S;

[0069] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are respectively at levels H, S, and B, the FC output coefficient corresponds to level S;

[0070] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, S, and H respectively, the FC output coefficient corresponds to level S;

[0071] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, M, and S respectively, the FC output coefficient corresponds to level S;

[0072] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, M, and M respectively, the FC output coefficient corresponds to level S;

[0073] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are respectively at levels H, M, and B, the FC output coefficient corresponds to level S;

[0074] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, M, and H respectively, the FC output coefficient corresponds to level M;

[0075] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, B, and S respectively, the FC output coefficient corresponds to level S;

[0076] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, B, and M respectively, the FC output coefficient corresponds to level S;

[0077] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, B, and B respectively, the FC output coefficient corresponds to level M;

[0078] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, B, and H respectively, the FC output coefficient corresponds to level B;

[0079] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, H, and S respectively, the FC output coefficient corresponds to level M;

[0080] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, H, and M respectively, the FC output coefficient corresponds to level M;

[0081] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are respectively H, H, and B, the FC output coefficient corresponds to B;

[0082] When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are H, H, and H respectively, the FC output coefficient corresponds to Class B.

[0083] In a possible implementation, the FC output power is obtained by multiplying the FC output coefficient value by the FC maximum allowable output power, and is replaced by:

[0084] The power battery SOC is compared with three preset values ​​m, y, and n, 0<m<y<n<100%; when the power battery SOC≥n, the FC output power is controlled to be zero; when m<power battery SOC<n, the FC output coefficient value is multiplied by the FC maximum allowable output power to obtain the FC output power; when the power battery SOC≤m, the fuel cell is controlled to charge the power battery, and when the power battery SOC is charged to exceed y, the FC output coefficient value is multiplied by the FC maximum allowable output power to obtain the FC output power.

[0085] In a possible implementation, controlling the fuel cell to charge the power battery includes: controlling the fuel cell to charge the power battery in a constant power mode;

[0086] Alternatively, controlling the fuel cell to charge the power battery includes: controlling the fuel cell to charge the power battery in a variable power mode; the charging power output by the fuel cell decreases as the SOC of the power battery increases, and the range of the charging power output by the fuel cell is included in the high efficiency range of the fuel cell.

[0087] A second aspect of the present application provides an energy management device for a fuel cell hybrid power system, comprising:

[0088] An acquisition unit is used to acquire the current values ​​of the vehicle's required power, the vehicle's remaining fuel reserve, and the power battery's state of charge SOC, and input them into a pre-established fuzzy logic controller;

[0089] Among them, the input variables of the fuzzy logic controller are the required power of the whole vehicle, the remaining fuel reserves of the whole vehicle and the SOC of the power battery, and the output variable is the FC output coefficient of the fuel cell; the fuzzy logic controller has a built-in membership function definition table and a fuzzy logic control rule table; the membership function definition table is used to define the state division criteria of each input variable and output variable, so that each variable is divided into n state levels within its respective valid value range, n≥2; the fuzzy logic control rule table is used to define the corresponding relationship between the state level of each input variable and the state level of the output variable; the construction principles of the fuzzy logic control rule table include: as the SOC of the power battery increases, the FC output power generally shows a downward trend; as the remaining fuel reserves of the whole vehicle decrease, the FC output power generally shows a downward trend; and as the required power of the whole vehicle increases, the FC output coefficient generally shows an upward trend;

[0090] A fuzzy logic controller, wherein the fuzzy logic controller is used to perform fuzzy reasoning on each input variable according to a membership function definition table and a fuzzy logic control rule table to obtain a fuzzy value of the FC output coefficient, and then convert it into a specific FC output coefficient value through a defuzzification process;

[0091] The calculation unit is used to multiply the FC output coefficient value by the FC maximum allowable output power to obtain the FC output power, and then to obtain the power battery output power by subtracting the vehicle demand power from the FC output power.

[0092] A third aspect of the present application provides a computer program product, comprising computer-readable instructions, which, when executed on an electronic device, enables the electronic device to implement the energy management method for a fuel cell hybrid power system according to the first aspect or any implementation of the first aspect.

[0093] A fourth aspect of the present application provides an electronic device, comprising at least one processor and a memory connected to the processor, wherein:

[0094] The memory is used to store computer programs;

[0095] The processor is used to execute the computer program so that the electronic device can implement the energy management method of the fuel cell hybrid power system according to the first aspect or any implementation method of the first aspect.

[0096] The fifth aspect of the present application provides a computer storage medium, which carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement the energy management method of the fuel cell hybrid system of the above-mentioned first aspect or any implementation method of the first aspect.

[0097] With the help of the above-mentioned technical scheme, the energy management method of the fuel cell hybrid system provided by the present application takes the power battery SOC, the remaining fuel reserves of the vehicle and the power demand of the vehicle as input variables, and the fuel cell output coefficient as the output variable. The core of this method is to use fuzzy logic rules to construct an energy management strategy. These rules are strictly constructed in accordance with the principle of balancing the power system's power and operating economy, thereby achieving efficient and robust energy distribution and control of fuel cells and power batteries, thereby improving the performance and adaptability of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0098] The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the accompanying drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and the originals and elements are not necessarily drawn to scale.

[0099] Figure 1 A flow chart of an energy management method for a fuel cell hybrid power system provided in this application;

[0100] Figure 2A schematic diagram of a process flow in which FC output power is constrained by the SOC of the fuel cell provided in this application;

[0101] Figure 3 A corresponding relationship diagram between the SOC of a power battery and the charging power output of a fuel cell provided in this application;

[0102] Figure 4 A schematic structural diagram of an energy management device for a fuel cell hybrid power system provided in the present application. DETAILED DESCRIPTION

[0103] In the following description, in order to ensure the accuracy of the citation and the fluency of reading, the key technical terms, abbreviations or abbreviations involved in the text are summarized and explained as follows:

[0104] FC: FuelCell, fuel cell;

[0105] SOC: State of Charge, state of charge;

[0106] VCU: Vehicle Control Unit, vehicle controller;

[0107] PEMFC: ProtonExchange Membrane FuelCell, proton exchange membrane fuel cell;

[0108] BMS: Battery Management System, battery management system.

[0109] Fuel cells convert chemical energy in fuel directly into electrical energy through electrochemical reactions. They have significant advantages such as high efficiency and zero pollution, and have therefore attracted widespread attention in many fields. In particular, in the field of rail transit, locomotives powered by fuel cells have become an important development direction for new locomotives around the world today. Compared with traditional internal combustion locomotives, locomotives powered by fuel cells have shown higher energy efficiency, lower emission levels, and less noise pollution, injecting new vitality into the sustainability of rail transit.

[0110] However, the output characteristics of fuel cells are relatively soft and the dynamic response speed is slow, which makes it difficult to meet the immediate power requirements of locomotives under frequent and drastic changes in operating conditions. Therefore, it is necessary to introduce power batteries as an auxiliary power source to compensate for power fluctuations and increase peak power.

[0111] The addition of power batteries makes the structure of the power system more complex and increases the difficulty of power system energy management. Specifically, in a fuel cell hybrid system, when the vehicle issues a power demand, the power demand needs to be accurately allocated to the fuel cell and the power battery to take into account both the power and economy of the power system. However, the constant changes in vehicle operating conditions cause the power demand to change constantly, which poses a severe challenge to the power and economy of the power system. Therefore, the current problem that needs to be solved urgently is how to optimize the energy management strategy of the fuel cell hybrid system to achieve a reasonable allocation and efficient scheduling of energy between the fuel cell and the power battery, so as to ensure that the power system meets the power requirements while also taking into account its optimal economic performance.

[0112] At present, the most widely used energy management strategy for fuel cell hybrid power systems is the rule-based energy management strategy. The rule-based energy management strategy determines the output power and working mode of the fuel cell and power battery according to the current driving state and energy demand of the vehicle through preset rules, thereby ensuring that the vehicle can maintain the best power and economy under various working conditions.

[0113] The rule-based energy management strategy can be further divided into the energy management strategy based on deterministic rules and the energy management strategy based on fuzzy logic rules. At present, the most commonly used energy management strategy for fuel cell hybrid systems is the energy management strategy based on deterministic rules, which is mainly due to its high reliability, technical maturity, easy implementation and maintenance, strong adaptability and rich engineering application experience. However, the energy management strategy based on deterministic rules can only achieve the best performance for a certain aspect of the fuel cell hybrid system. For example, the most commonly used energy management strategies based on deterministic rules are power following control strategy and thermostat control strategy; among them, the power following strategy aims to maintain the power battery SOC in a stable state, and the fuel cell increases or decreases the power output according to the change of power demand. This strategy can better extend the life of the power battery, but the fuel cell has a wide working range, so the life of the fuel cell cannot be guaranteed; the thermostat control strategy aims to make the fuel cell work in a high efficiency range, and the power battery SOC and the power demand of the whole vehicle are guaranteed by switching the fuel cell on and off. This strategy can guarantee the power of the whole vehicle, but the power battery is in a deep charge and discharge cycle, which will affect the life of the power battery.

[0114] The advantage of the energy management strategy based on fuzzy logic rules is that it does not rely on the precise mathematical model of the controlled object, but relies on control rules manually formulated based on engineering experience, system characteristics and actual needs. This enables the controller to dynamically select and adjust the control strategy according to the real-time status of the system to adapt to new operating conditions.

[0115] In view of the above advantages of the energy management strategy based on fuzzy logic rules, the embodiment of the present application provides an energy management method for a fuel cell hybrid system. The method uses the power battery SOC, the remaining fuel reserve of the vehicle, and the power demand of the vehicle as input variables, and the FC output coefficient (i.e., the fuel cell output coefficient) as the output variable. The core of the method is to use fuzzy logic rules to construct an energy management strategy. These rules are strictly constructed in accordance with the principle of balancing the power system's power and operating economy, thereby achieving efficient and robust energy distribution and control of fuel cells and power batteries, thereby improving the performance and adaptability of the vehicle.

[0116] The following is a detailed description of an energy management method for a fuel cell hybrid system provided by an embodiment of the present application in conjunction with the accompanying drawings. A person skilled in the art will appreciate that with the development of technology and the emergence of new scenarios, the technical solution provided by the embodiment of the present application is also applicable to similar technical problems.

[0117] The terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and need not be used to describe a specific order or sequential order. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances, which is only to describe the distinction mode adopted by the objects of the same attributes when describing in the embodiments of the present application. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, so that the process, method, system, product or equipment comprising a series of units need not be limited to those units, but may include other units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0118] See also Figure 1 , an energy management method for a fuel cell hybrid power system provided in an embodiment of the present application includes:

[0119] Step S01: Obtain the current values ​​of the vehicle's required power, the vehicle's remaining fuel reserve, and the power battery SOC, and input them into a pre-established fuzzy logic controller.

[0120] Specifically, the fuzzy logic controller is an intelligent control device or software based on fuzzy set theory, fuzzy linguistic variables and fuzzy logic reasoning. In the energy management strategy based on fuzzy logic rules, the fuzzy logic controller, as the core component, is responsible for receiving input variables, reasoning and making decisions according to preset fuzzy rules, and finally outputting control signals to achieve effective control of the fuel cell hybrid system. The fuzzy logic controller does not require an accurate mathematical model and can achieve efficient control in an environment with high uncertainty and ambiguity.

[0121] The selection of input variables of the fuzzy logic controller is crucial because: the input variables are the basis for the fuzzy logic controller to make reasoning and decisions; if the selected input variables are inaccurate or unreasonable, the output of the fuzzy logic controller may not achieve the expected control effect; the input variables should be able to accurately reflect the current state and change trend of the fuel cell hybrid system, and should be easy to obtain and reliably measurable, so that the fuzzy logic controller can make accurate and fast reasoning and decisions based on this information.

[0122] In addition, the number of input variables is also very important. Although increasing the input variables may provide more comprehensive information about the fuel cell hybrid system, it also increases the complexity and computational cost of the fuzzy logic controller accordingly. Therefore, when selecting input variables, it is necessary to strive to balance the complexity and efficiency of the fuzzy logic controller while ensuring the adequacy of information.

[0123] In a fuel cell hybrid system, the three parameters of vehicle power demand, vehicle remaining fuel reserve and power battery SOC can more comprehensively reflect the current state and change trend of the fuel cell hybrid system, are easy to obtain and can be reliably measured, so the embodiment of the present application uses these three parameters as input variables of the fuzzy logic controller. The method for obtaining each input variable is as follows:

[0124] As the core component of the vehicle control system, VCU is responsible for integrating parameter information from various sensors and calculating the required power of the vehicle based on these parameter information. These parameter information include but are not limited to the current vehicle speed, load conditions (such as additional power requirements caused by acceleration and climbing), slope, wind resistance and other factors that may affect vehicle energy consumption. After VCU calculates the current vehicle power demand, it sends it to the fuzzy logic controller.

[0125] The fuel in the fuel cell is hydrogen, for example. At this time, the remaining fuel reserve of the vehicle is the remaining hydrogen storage capacity of the hydrogen storage bottle (hereinafter referred to as the remaining hydrogen storage capacity). The hydrogen storage system will be responsible for monitoring the pressure of the hydrogen inside the hydrogen storage bottle. This pressure value can be used as an indirect indicator to reflect the remaining amount of hydrogen in the hydrogen storage bottle. Based on this pressure value, the hydrogen storage system can calculate the current remaining hydrogen storage capacity and send it to the fuzzy logic controller.

[0126] Fuel cells are, for example, PEMFC. PEMFC is a type of fuel cell that generates electricity and water by transferring protons through a proton exchange membrane to achieve an electrochemical reaction between fuel (hydrogen) and oxidant (oxygen). Compared with other types of fuel cells, PEMFC has advantages in power density, weight, volume, and operating temperature.

[0127] The power battery SOC reflects the current state of charge of the power battery. This parameter is usually monitored and calculated by the BMS. The BMS collects basic parameters such as the voltage, current, and temperature of the power battery, and uses specific algorithms and models to calculate the current power battery SOC and send it to the fuzzy logic controller.

[0128] Step S02: The fuzzy logic controller performs fuzzy reasoning on each input variable according to the membership function definition table and the fuzzy logic control rule table to obtain the fuzzy value of the FC output coefficient, and converts it into a specific FC output coefficient value through defuzzification processing.

[0129] Specifically, the input variables of the fuzzy logic controller are the vehicle demand power, the vehicle remaining fuel reserve and the power battery SOC, and the output variable of the fuzzy logic controller is the FC output coefficient.

[0130] The fuzzy logic controller has built-in membership function definition table and fuzzy logic control rule table. The following introduces these two tables respectively:

[0131] 1. Membership function definition table

[0132] The membership function definition table is an important tool for defining the state division criteria of each input variable and output variable in the fuzzy logic controller. It allows each variable to be divided into n state levels within its respective valid value range (that is, the table divides the continuous value range of each variable into a series of discrete and ordered value ranges, and each divided value range corresponds to a state level; these state levels are usually determined based on expert experience, system characteristics or actual needs, and are used in subsequent fuzzy reasoning processes), n ≥ 2.

[0133] For example, the valid value range of each variable can be divided into four state levels, S (Small), M (Medium), B (Big), and H (Huge), in order from small to large. It should be noted that the number of state level divisions n can be adjusted according to actual needs, usually between 2 and 5. The finer the state level division, the higher the complexity and accuracy of the fuzzy logic controller.

[0134] Generally, the effective range of the remaining fuel reserve of the vehicle is 0-100% (closed interval); the effective range of the power battery SOC is also 0-100% (closed interval); the effective range of the vehicle demand power is 0-100% P max (closed interval), P max Represents the maximum power requirement of the vehicle design; the valid value range of the FC output coefficient is 0-1 (closed interval).

[0135] Still taking the remaining fuel reserve of the whole vehicle as the remaining hydrogen storage as an example, the valid value ranges of the four variables, namely the remaining hydrogen storage, the power battery SOC, the required power of the whole vehicle and the FC output coefficient, can be divided into four state levels, S, M, B and H, in order from small to large. The division criteria of each variable can be found in the membership function definition table shown in Table 1 below.

[0136] Table 1 Membership function definition table

[0137] Status Level S M B H Remaining hydrogen storage 0-25％ 25％-50％ 50％-75％ 75％-100％ Power battery SOC 0-30％ 30％-50％ 50％-80％ 80％-100％ Vehicle power requirement <![CDATA[0-20%P max ]]> <![CDATA[20%-50%P max ]]> <![CDATA[50%-80%P max ]]> <![CDATA[80%-100%P max ]]> FC output coefficient 0-0.2 0.2-0.55 0.55-0.9 0.9-1

[0138] In Table 1, the critical values ​​of two adjacent status levels can be flexibly divided into a smaller status level or a larger status level without limitation.

[0139] 2. Fuzzy logic control rules table

[0140] The fuzzy logic control rule table is used to define the corresponding relationship between the state level of each input variable and the state level of the output variable based on fuzzy rules. The corresponding relationship between the state level of each input variable and the state level of the output variable is essentially a series of fuzzy rules formulated based on expert knowledge, historical data or simulation results.

[0141] In the embodiment of the present application, the construction of the fuzzy logic control rule table is based on the basic principle of ensuring that the power system has good power performance while taking into account its operating economy. Specifically, this principle is achieved by following the following three principles:

[0142] 1) Stable control of power battery SOC: As the power battery SOC increases, the FC output power generally shows a downward trend.

[0143] Specifically, when the power battery SOC is at a high level, the fuzzy logic controller should set the fuel cell output power to a lower level to ensure the stability of the power battery SOC and avoid overcharging. When the power battery SOC is at a low level, the fuzzy logic controller should increase the fuel cell output power to meet the charging needs of the power battery while ensuring the normal operation of the vehicle.

[0144] 2) Prioritized consumption of the remaining fuel of the vehicle: As the remaining fuel reserves of the vehicle decrease, the FC output power generally shows a downward trend.

[0145] Specifically, the fuzzy logic controller should consider the remaining fuel reserves of the vehicle. When the remaining fuel reserves of the vehicle are low, the output power of the fuel cell should be limited to extend the fuel use time and avoid power interruption caused by fuel exhaustion during driving. When the remaining fuel reserves of the vehicle are high, the fuzzy logic controller should set the fuel cell to operate at a higher output power to efficiently utilize the fuel cell and meet the power requirements of the vehicle.

[0146] 3) Adjust the fuel cell output according to the power demand of the whole vehicle: As the power demand of the whole vehicle increases, the FC output coefficient generally shows an upward trend.

[0147] Specifically, the fuzzy logic controller should monitor the power demand of the vehicle in real time and dynamically adjust the FC output power according to the power demand of the vehicle. When the power demand of the vehicle is large, the fuzzy logic controller should increase the FC output power to meet the power demand of the vehicle under high load conditions. When the power demand of the vehicle is small, the fuzzy logic controller should set the fuel cell to operate at a lower output power to reduce energy consumption and improve energy efficiency.

[0148] Based on the above three principles, the embodiments of the present application can not only make the fuel cell hybrid system meet the power changes of the whole vehicle, but also make the power battery SOC in the best state, extend the life of the power battery, reduce the fuel cell power when the remaining hydrogen storage capacity of the whole vehicle is small, and avoid the problem of insufficient hydrogen (lack of hydrogen: lack of fuel hydrogen when the fuel cell system is running, which can easily cause irreversible damage to the fuel cell system and affect the life of the fuel cell system), thereby achieving the purpose of improving the efficiency of the fuel cell and protecting the fuel cell and the power battery.

[0149] In a possible implementation, based on Table 1 and the above construction principles, a fuzzy logic control rule table as shown in the following Table 2 can be constructed.

[0150] Table 2 Fuzzy logic control rules table

[0151]

[0152] The shaded part in Table 2 represents the state level of the FC output coefficient. Obviously, by integrating the state levels of the three input variables, namely, the power battery SOC, the remaining fuel reserve of the vehicle, and the required power of the vehicle, the state level of the FC output coefficient corresponding to the state levels of the three input variables can be uniquely determined.

[0153] Step S03: The fuzzy logic controller performs fuzzy reasoning on each input variable according to the membership function definition table and the fuzzy logic control rule table to obtain the fuzzy value of the FC output coefficient, and then converts it into a specific FC output coefficient value through defuzzification processing.

[0154] Specifically, the fuzzy logic controller performs fuzzy reasoning on each input variable according to the membership function definition table and the fuzzy logic control rule table, obtains the fuzzy value of the output variable, and then converts it into a specific output variable through defuzzification processing (for example, through weighted average method, maximum membership method, etc.), ensuring that the fuzzy logic controller can issue clear control instructions to the controlled object. This process is the typical control logic of the fuzzy logic controller and will not be repeated here. The key point of this article is how to apply the fuzzy logic controller to the specific scenario of energy management of fuel cell hybrid power system.

[0155] Step S04: multiplying the FC output coefficient value by the FC maximum allowable output power to obtain the FC output power, and then subtracting the vehicle demand power from the FC output power to obtain the power battery output power.

[0156] Specifically, the FC output coefficient represents the ratio of the power that the fuel cell can currently output to its maximum allowable output power. The FC maximum allowable output power refers to the maximum power that the fuel cell can output under specific conditions. The vehicle demand power refers to the total power required for the current operation of the vehicle. Multiplying the current output capacity of the fuel cell (i.e., the FC output coefficient value) by its maximum capacity (i.e., the FC maximum allowable output power) can give the power that the fuel cell needs to provide, i.e., FC output power = FC output coefficient value × FC maximum allowable output power.

[0157] Then, the power required by the power battery can be obtained by subtracting the power required by the fuel cell from the power required by the vehicle, that is, the power battery output power = the power required by the vehicle - the FC output power.

[0158] Knowing the FC output power and the power battery output power, the allocation of the fuel cell and the power battery in the power demand of the whole vehicle can be determined to achieve reasonable energy management.

[0159] To summarize, the embodiment of the present application takes the power battery SOC, the remaining fuel reserves of the vehicle and the power demand of the vehicle as inputs, and plans the distribution of the fuel cell and the power battery in the power demand of the vehicle based on fuzzy logic rules. The fuzzy logic rules are constructed on the principle of ensuring that the power system has good power while taking into account its operating economy, so as to achieve the desired control effect.

[0160] In a possible implementation, the FC output power is also constrained by the fuel cell SOC to avoid overcharging or over-discharging of the power battery. The specific implementation method is to replace the "multiplying the FC output coefficient value by the FC maximum allowable output power to obtain the FC output power" in step S04 with the following content, such as Figure 2As shown: Get the power battery SOC; determine whether SOC≤m is satisfied; if SOC>m, determine whether SOC≥n is satisfied; if SOC<n, FC enters state 2; if SOC≥n, FC enters state 1; if SOC≤m, FC enters state 3, and determine whether SOC≥y is satisfied; if SOC≥y, FC enters state 2; if SOC<y, FC maintains in state 3. m, y, n are all preset values, 0<m<y<n<100%.

[0161] Figure 2 The specific working principle of the scheme shown is as follows:

[0162] Figure 2 The scheme shown compares the power battery SOC with three preset values ​​m, y, and n, 0<m<y<n<100%;

[0163] When the power battery SOC ≥ n, the power battery has sufficient power, and the FC output power is controlled to be zero (state 1); this means that the power required by the vehicle is mainly provided by the power battery, while the fuel cell is in a closed or standby state to save fuel and reduce emissions;

[0164] When m<power battery SOC<n, the power of the power battery is moderate, but there is still a risk of decline. At this time, the FC output coefficient value is multiplied by the FC maximum allowable output power to obtain the FC output power (state 2). In this way, the output of the fuel cell can be reasonably controlled while ensuring the power demand, so as to extend the service life of the power battery and save fuel.

[0165] When the power battery SOC≤m, the power battery has a low charge. At this time, it needs to be charged as soon as possible to avoid the vehicle being unable to drive due to exhaustion of power. Therefore, the control strategy chooses to let the fuel cell charge the power battery at a preset power (state 3). This preset power can be determined based on factors such as the charging characteristics of the power battery, the output capacity of the fuel cell, and the power demand of the entire vehicle. When the power battery SOC exceeds y during the charging process (y<m, which means that the power battery has recovered to a certain extent but has not yet reached a fully sufficient state), it is switched again to multiplying the FC output coefficient value by the FC maximum allowable output power to obtain the FC output power. This is done to ensure that the power battery has sufficient power while being able to reasonably adjust the output of the fuel cell according to actual needs.

[0166] The preset power may be a preset constant power Pi, Pi ≤ FC maximum allowable output power, that is, the fuel cell is controlled to charge the power battery in a constant power mode. Alternatively, the preset power may also be a variable power, that is, the fuel cell is controlled to charge the power battery in a variable power mode, such as Figure 3As shown in the figure, as the power battery SOC increases, the charging power output by FC decreases, where the range of the charging power output by FC [P1, P2] should be included in the high efficiency range of the fuel cell, and P1 and P2 are both preset values. For example, the high efficiency range of the fuel cell is [100kW, 150kW], then [P1, P2]∈[100kW, 150kW]. The relationship function between the power battery SOC and the charging power output by FC can be as follows: Figure 3 The linear relationship in can also be a nonlinear relationship, and is not limited to this.

[0167] In addition, corresponding to the above method embodiment, the present application embodiment also provides an energy management device for a fuel cell hybrid power system, such as Figure 4 As shown, including:

[0168] The acquisition unit 100 is used to acquire the current values ​​of the vehicle's required power, the vehicle's remaining fuel reserve, and the power battery's state of charge SOC, and input them into a pre-established fuzzy logic controller 200;

[0169] The input variables of the fuzzy logic controller 200 are the vehicle's required power, the vehicle's remaining fuel reserves and the power battery SOC, and the output variable is the fuel cell FC output coefficient; the fuzzy logic controller 200 has a built-in membership function definition table and a fuzzy logic control rule table; the membership function definition table is used to define the state division criteria of each input variable and output variable, so that each variable is divided into n state levels within its respective valid value range, n≥2; the fuzzy logic control rule table is used to define the corresponding relationship between the state level of each input variable and the state level of the output variable; the construction principles of the fuzzy logic control rule table include: as the power battery SOC increases, the FC output power generally shows a downward trend; as the vehicle's remaining fuel reserves decrease, the FC output power generally shows a downward trend; and as the vehicle's required power increases, the FC output coefficient generally shows an upward trend;

[0170] A fuzzy logic controller 200, wherein the fuzzy logic controller 200 is used to perform fuzzy reasoning on each input variable according to a membership function definition table and a fuzzy logic control rule table to obtain a fuzzy value of an FC output coefficient, and then convert it into a specific FC output coefficient value through a defuzzification process;

[0171] The calculation unit 300 is used to multiply the FC output coefficient value by the FC maximum allowable output power to obtain the FC output power, and then to obtain the power battery output power by subtracting the vehicle required power from the FC output power.

[0172] An embodiment of the present application also provides a computer program product, including computer-readable instructions. When the computer-readable instructions are executed on an electronic device, the electronic device implements any one of the above-mentioned fuel cell hybrid power system energy management methods.

[0173] An embodiment of the present application further provides an electronic device, comprising at least one processor and a memory connected to the processor, wherein:

[0174] The memory is used to store computer programs;

[0175] The processor is used to execute the computer program so that the electronic device can implement any one of the energy management methods for the fuel cell hybrid power system provided above.

[0176] An embodiment of the present application also provides a computer storage medium, which carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the above-mentioned fuel cell hybrid system energy management methods.

[0177] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the embodiments of the present application. Therefore, the embodiments of the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features disclosed herein.

Claims

1. A method for energy management of a fuel cell hybrid power system, characterized in that: include: Obtain the current values ​​of the vehicle's required power, the vehicle's remaining fuel reserve, and the power battery's state of charge (SOC), and input them into a pre-established fuzzy logic controller; Among them, the input variables of the fuzzy logic controller are the required power of the whole vehicle, the remaining fuel reserves of the whole vehicle and the SOC of the power battery, and the output variable is the FC output coefficient of the fuel cell; the fuzzy logic controller has a built-in membership function definition table and a fuzzy logic control rule table; the membership function definition table is used to define the state division criteria of each input variable and output variable, so that each variable is divided into n state levels within its respective valid value range, n≥2; the fuzzy logic control rule table is used to define the corresponding relationship between the state level of each input variable and the state level of the output variable; the construction principles of the fuzzy logic control rule table include: as the SOC of the power battery increases, the FC output power generally shows a downward trend; as the remaining fuel reserves of the whole vehicle decrease, the FC output power generally shows a downward trend; and as the required power of the whole vehicle increases, the FC output coefficient generally shows an upward trend; The fuzzy logic controller performs fuzzy reasoning on each input variable according to the membership function definition table and the fuzzy logic control rule table to obtain the fuzzy value of the FC output coefficient, and then converts it into a specific FC output coefficient value through defuzzification processing; Multiply the FC output coefficient value by the FC maximum allowable output power to obtain the FC output power, and then subtract the vehicle demand power from the FC output power to obtain the power battery output power.

2. The energy management method of a fuel cell hybrid power system according to claim 1, characterized in that: Obtaining the current value of the vehicle's required power, including: the vehicle controller integrating parameter information from the in-vehicle sensor and calculating the current vehicle's required power according to the parameter information; The remaining fuel reserve of the whole vehicle is the remaining hydrogen reserve of the whole vehicle; obtaining the current value of the remaining fuel reserve of the whole vehicle includes: the hydrogen storage system monitors the pressure value of the hydrogen inside the hydrogen storage bottle, and calculates the current remaining hydrogen reserve of the whole vehicle based on the pressure value; Obtaining the current value of the power battery SOC includes: the battery management system BMS integrates basic parameters of the power battery and calculates the current power battery SOC according to the basic parameters.

3. The energy management method of a fuel cell hybrid power system according to claim 2, characterized in that: The membership function definition table is specifically used to divide the valid value range of each variable into four state levels of S, M, B, and H in order from small to large; The valid value range of the remaining hydrogen storage capacity of the vehicle is [0, 100%], where [0, 25%) is defined as S level, [25%, 50%) is defined as M level, [50%, 75%) is defined as B level, and [75%, 100%] is defined as H level; The effective value range of the power battery SOC is [0, 100%], where [0, 30%) is defined as S level, [30%, 50%) is defined as M level, [50%, 80%) is defined as B level, and [80%, 100%] is defined as H level; The effective value range of vehicle power demand is [0, 100% P max ], P max Represents the maximum power requirement of the vehicle design, where [0, 20% P max ) is defined as S grade, [20%P max , 50%P max ) is defined as M level, [50%P max , 80%P max ) is defined as Class B, [80% P max , 100% P max ] is defined as Class H; The valid value range of the FC output coefficient is [0, 1], where [0, 0.2) is defined as S level, [0.2, 0.55) is defined as M level, [0.55, 0.9) is defined as B level, and [0.9, 1] is defined as H level.

4. The energy management method of the fuel cell hybrid power system according to claim 3, characterized in that: The fuzzy logic control rule table is specifically used to define: When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are S, S, and S respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, S, and M respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are S, S, and B respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, S, and H respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, M, and S respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, M, and M respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are S, M, and B levels respectively, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, M, and H respectively, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, B, and S respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, B, and M respectively, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are S, B, and B levels respectively, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, B, and H respectively, the FC output coefficient corresponds to level H; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, H, and S respectively, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, H, and M respectively, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, H, and B respectively, the FC output coefficient corresponds to level H; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels S, H, and H respectively, the FC output coefficient corresponds to level H; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, S, and S respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, S, and M respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are M, S, and B levels respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, S, and H respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are M, M, and S levels respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are M, M, and M respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are M, M, and B respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, M, and H respectively, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, B, and S respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, B, and M respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are M, B, and B levels respectively, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, B, and H respectively, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, H, and S respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, H, and M respectively, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are respectively M, H, and B, the FC output coefficient corresponds to B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels M, H, and H respectively, the FC output coefficient corresponds to level H; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, S, and S respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, S, and M respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are respectively at levels B, S, and B, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, S, and H respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, M, and S respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, M, and M respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are B, M, and B levels respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, M, and H respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, B, and S respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, B, and M respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are B, B, and B respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, B, and H respectively, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, H, and S respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, H, and M respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are respectively at levels B, H, and B, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels B, H, and H respectively, the FC output coefficient corresponds to level H; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, S, and S respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, S, and M respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are respectively at levels H, S, and B, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, S, and H respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, M, and S respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, M, and M respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are respectively at levels H, M, and B, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, M, and H respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, B, and S respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, B, and M respectively, the FC output coefficient corresponds to level S; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, B, and B respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, B, and H respectively, the FC output coefficient corresponds to level B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, H, and S respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are at levels H, H, and M respectively, the FC output coefficient corresponds to level M; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are respectively H, H, and B, the FC output coefficient corresponds to B; When the power battery SOC, the remaining hydrogen storage capacity of the vehicle, and the required power of the vehicle are H, H, and H respectively, the FC output coefficient corresponds to Class B.

5. The energy management method of a fuel cell hybrid power system according to any one of claims 1 to 4, characterized in that: The FC output power is obtained by multiplying the FC output coefficient value by the FC maximum allowable output power, and is replaced by: The power battery SOC is compared with three preset values ​​m, y, and n, 0<m<y<n<100%; when the power battery SOC≥n, the FC output power is controlled to be zero; when m<power battery SOC<n, the FC output coefficient value is multiplied by the FC maximum allowable output power to obtain the FC output power; when the power battery SOC≤m, the fuel cell is controlled to charge the power battery, and when the power battery SOC is charged to exceed y, the FC output coefficient value is multiplied by the FC maximum allowable output power to obtain the FC output power.

6. The energy management method of the fuel cell hybrid power system according to claim 5, characterized in that: The controlling the fuel cell to charge the power battery comprises: controlling the fuel cell to charge the power battery in a constant power mode; Alternatively, controlling the fuel cell to charge the power battery includes: controlling the fuel cell to charge the power battery in a variable power mode; the charging power output by the fuel cell decreases as the SOC of the power battery increases, and the range of the charging power output by the fuel cell is included in the high efficiency range of the fuel cell.

7. An energy management device for a fuel cell hybrid power system, characterized in that: include: An acquisition unit is used to acquire the current values ​​of the vehicle's required power, the vehicle's remaining fuel reserve, and the power battery's state of charge SOC, and input them into a pre-established fuzzy logic controller; Among them, the input variables of the fuzzy logic controller are the required power of the whole vehicle, the remaining fuel reserves of the whole vehicle and the SOC of the power battery, and the output variable is the FC output coefficient of the fuel cell; the fuzzy logic controller has a built-in membership function definition table and a fuzzy logic control rule table; the membership function definition table is used to define the state division criteria of each input variable and output variable, so that each variable is divided into n state levels within its respective valid value range, n≥2; the fuzzy logic control rule table is used to define the corresponding relationship between the state level of each input variable and the state level of the output variable; the construction principles of the fuzzy logic control rule table include: as the SOC of the power battery increases, the FC output power generally shows a downward trend; as the remaining fuel reserves of the whole vehicle decrease, the FC output power generally shows a downward trend; and as the required power of the whole vehicle increases, the FC output coefficient generally shows an upward trend; A fuzzy logic controller, wherein the fuzzy logic controller is used to perform fuzzy reasoning on each input variable according to a membership function definition table and a fuzzy logic control rule table to obtain a fuzzy value of the FC output coefficient, and then convert it into a specific FC output coefficient value through a defuzzification process; The calculation unit is used to multiply the FC output coefficient value by the FC maximum allowable output power to obtain the FC output power, and then to obtain the power battery output power by subtracting the vehicle demand power from the FC output power.

8. A computer program product, characterized in that The method comprises computer-readable instructions, and when the computer-readable instructions are executed on an electronic device, the electronic device implements the energy management method of the fuel cell hybrid power system according to any one of claims 1 to 6.

9. An electronic device, characterized in that: The method comprises at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program so that the electronic device can implement the energy management method of the fuel cell hybrid power system according to any one of claims 1 to 6.

10. A computer storage medium, characterized in that: The storage medium carries one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the energy management method for a fuel cell hybrid power system as described in any one of claims 1 to 6.

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