Energy management method for a fuel cell hybrid power system and related devices

Abstract

The application discloses an energy management method of a fuel cell hybrid power system and related devices, which realizes good power performance of the power system and considers its operation economy. The method comprises the following steps: obtaining and inputting the current values of the whole vehicle demand power, the whole vehicle residual fuel storage and the state of charge (SOC) of the power battery into a fuzzy logic controller; the fuzzy logic controller is internally provided with a membership function definition table and a fuzzy logic control rule table; 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 a fuzzy value of an FC output coefficient, and converts the fuzzy value into a specific FC output coefficient value through defuzzification processing; the FC output coefficient value is multiplied by the maximum allowed FC output power to obtain FC output power, and the whole vehicle demand power is subtracted from the FC output power to obtain power battery output power.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent control and automation, and particularly relates to an energy management method of a fuel cell hybrid power system and a related device. BACKGROUND

[0002] Compared with traditional internal combustion engine locomotives, fuel cell locomotives have higher energy efficiency, lower emissions and less noise, and inject 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 instantaneous power demand of locomotives under frequent and severe working condition changes, so a power battery needs to be introduced to compensate for power fluctuations and improve peak power.

[0003] However, the addition of the power battery makes the structure of the power system more complex and increases the difficulty of energy management of the power system. Therefore, how to realize reasonable allocation and efficient scheduling of energy between the fuel cell and the power battery so as to ensure good power performance of the power system while taking into account its operating economy is particularly crucial. SUMMARY

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

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

[0006] obtaining the current values of the whole vehicle demand power, the whole vehicle remaining fuel reserves and the state of charge SOC of the power battery, and inputting them into a pre-established fuzzy logic controller;

[0007] The input variables of the fuzzy logic controller are the whole vehicle demand power, the whole vehicle remaining fuel reserves and the power battery SOC, and the output variable is the fuel cell FC output coefficient. 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 effective value range, n≥2. The fuzzy logic control rule table is used to define the corresponding relationship between the state levels of each input variable and the state levels of the output variable. The construction principle of the fuzzy logic control rule table includes: as the power battery SOC increases, the FC output power generally decreases; as the whole vehicle remaining fuel reserves decrease, the FC output power generally decreases; and as the whole vehicle demand power increases, the FC output coefficient generally increases;

[0008] The fuzzy logic controller performs 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 converts the fuzzy value into a specific FC output coefficient value through defuzzification processing.

[0009] The FC output coefficient value is multiplied by the maximum allowed FC output power to obtain FC output power, and the power battery output power is obtained by subtracting the FC output power from the vehicle demand power.

[0010] In one possible implementation, the current value of the vehicle demand power is obtained by: the vehicle controller integrating parameter information from in-vehicle sensors and calculating the current vehicle demand power according to the parameter information.

[0011] The vehicle remaining fuel storage is the vehicle remaining hydrogen storage, and the current value of the vehicle remaining fuel storage is obtained by: the hydrogen storage system monitoring the pressure value of hydrogen gas inside the hydrogen storage cylinder and calculating the current vehicle remaining hydrogen storage based on the pressure value.

[0012] The current value of the power battery SOC is obtained by: the battery management system (BMS) integrating basic parameters of the power battery and calculating the current power battery SOC according to the basic parameters.

[0013] In one possible implementation, the membership function definition table is specifically used to divide the effective value range of each variable into S, M, B, and H four state levels in ascending order.

[0014] The effective value range of the vehicle remaining hydrogen storage is [0, 100%], wherein [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%], wherein [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 the vehicle demand power is [0, 100%P max ], P max representing the maximum power demand of vehicle design, wherein [0, 20%P max ) is defined as S level, [20%P max , 50%P max ) is defined as M level, [50%P max , 80%P max ) is defined as B level, and [80%P max , 100%P maxdefined as H level;

[0017] The effective value range of the FC output coefficient is [0, 1], wherein [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 amount of the whole vehicle, and the demand power of the whole vehicle are S, S, and S level respectively, the FC output coefficient corresponds to S level;

[0020] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are S, S, and M level respectively, the FC output coefficient corresponds to M level;

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

[0022] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are S, S, and H level respectively, the FC output coefficient corresponds to M level;

[0023] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are S, M, and S level respectively, the FC output coefficient corresponds to M level;

[0024] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are S, M, and M level respectively, the FC output coefficient corresponds to M level;

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

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

[0027] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are S, B, and S level respectively, the FC output coefficient corresponds to M level;

[0028] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are S, B, and M level respectively, the FC output coefficient corresponds to B level;

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

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

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

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

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

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

[0035] When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are S, H, and S levels respectively, the FC output coefficient corresponds to B level;

[0036] When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are S, H, and S levels respectively, the FC output coefficient corresponds to B level;

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

[0038] When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are S, H, and S levels respectively, the FC output coefficient corresponds to B level;

[0039] When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are S, H, and S levels respectively, the FC output coefficient corresponds to B level;

[0040] When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are S, H, and S levels respectively, the FC output coefficient corresponds to B level;

[0041] When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are S, H, and S levels respectively, the FC output coefficient corresponds to B level;

[0042] When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are S, H, and S levels respectively, the FC output coefficient corresponds to B level;

[0043] When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are S, H, and S levels respectively, the FC output coefficient corresponds to B level;

[0044] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are M, B, and M level respectively, the FC output coefficient corresponds to M level;

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

[0046] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are M, B, and H level respectively, the FC output coefficient corresponds to B level;

[0047] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are M, H, and S level respectively, the FC output coefficient corresponds to M level;

[0048] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are M, H, and M level respectively, the FC output coefficient corresponds to B level;

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

[0050] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are M, H, and H level respectively, the FC output coefficient corresponds to H level;

[0051] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are B, S, and S level respectively, the FC output coefficient corresponds to S level;

[0052] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are B, S, and M level respectively, the FC output coefficient corresponds to S level;

[0053] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are B, S, and B level respectively, the FC output coefficient corresponds to S level;

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

[0055] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are B, M, and S level respectively, the FC output coefficient corresponds to S level;

[0056] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are B, M, and M level respectively, the FC output coefficient corresponds to S level;

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

[0058] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are B, B, and S levels respectively, the FC output coefficient corresponds to S level;

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[0081] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are H, H, and B levels respectively, the FC output coefficient corresponds to B level;

[0082] When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle, and the demand power of the whole vehicle are H, H, and H levels respectively, the FC output coefficient corresponds to B level.

[0083] In a possible implementation, the multiplication of the FC output coefficient value and the maximum allowed FC output power to obtain the FC output power 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 is greater than or equal to 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 maximum allowable FC output power to obtain the FC output power; when the power battery SOC is less than or equal to m, the fuel cell is controlled to charge the power battery, and when the charging power battery SOC exceeds y, the FC output coefficient value is multiplied by the maximum allowable FC output power to obtain the FC output power.

[0085] In a possible implementation, 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.

[0086] Alternatively, the controlling the fuel cell to charge the power battery comprises: controlling the fuel cell to charge the power battery in a variable power mode; the charging power output by the fuel cell decreases with the increase of the power battery SOC, and the range of the charging power output by the fuel cell is contained in the high-efficiency interval of the fuel cell.

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

[0088] An acquisition unit is configured to acquire a current value of a vehicle demand power, a vehicle residual fuel storage and a power battery state of charge (SOC), and input the current value to a pre-established fuzzy logic controller;

[0089] The input variables of the fuzzy logic controller are the vehicle demand power, the vehicle residual fuel storage and the power battery SOC, and the output variable is a fuel cell (FC) output coefficient; the fuzzy logic controller is internally provided with a membership function definition table and a fuzzy logic control rule table; the membership function definition table is configured to define state division criteria of each input variable and output variable, so that each variable is divided into n state levels in its respective effective value range, and n ≥ 2; the fuzzy logic control rule table is configured to define a corresponding relationship between the state levels of each input variable and the state levels of the output variable; the construction principle of the fuzzy logic control rule table comprises: with the increase of the power battery SOC, the FC output power generally presents a downward trend; with the decrease of the vehicle residual fuel storage, the FC output power generally presents a downward trend; and with the increase of the vehicle demand power, the FC output coefficient generally presents an upward trend;

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

[0091] The computing unit is configured to multiply the FC output coefficient value by the maximum allowed FC output power to obtain FC output power, and subtract the FC output power from the whole vehicle demand power to obtain power battery output power.

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

[0093] The 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 configured to store a computer program;

[0095] The processor is configured 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 manner 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 power system according to the first aspect or any implementation manner of the first aspect.

[0097] Through the above technical solution, the energy management method of the fuel cell hybrid power system provided by the present application takes the power battery SOC, the remaining fuel reserves of the whole vehicle and the power demand of the whole vehicle as input variables, and takes the fuel cell output coefficient as an output variable. The core of the method is to use fuzzy logic rules to construct an energy management strategy. These rules strictly follow the principle of considering the power system power and running economy when constructing, so as to realize efficient and robust energy distribution and control of the fuel cell and the power battery, and thus improve the performance and adaptability of the whole vehicle. BRIEF DESCRIPTION OF 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 drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the original and elements are not necessarily drawn according to the scale.

[0099] Figure 1 A flow chart of the energy management method of the fuel cell hybrid power system provided by the present application is shown in FIG. 1;

[0100] Figure 2A flowchart provided by the present application for FC output power constrained by fuel cell SOC;

[0101] Figure 3 A corresponding relationship diagram between power battery SOC and fuel cell output charging power provided by the present application;

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

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

[0104] FC: Fuel Cell, fuel cell;

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

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

[0107] PEMFC: Proton Exchange Membrane Fuel Cell, proton exchange membrane fuel cell;

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

[0109] Fuel cells convert chemical energy in fuel into electrical energy through electrochemical reactions, have significant advantages such as high efficiency and zero pollution, and have therefore received widespread attention in many fields. In particular, in the field of rail transportation, locomotives driven by fuel cells have become an important development direction of new locomotives in the world today. Compared with traditional diesel locomotives, locomotives driven by fuel cells exhibit higher energy efficiency, lower emission levels, and smaller noise pollution, and inject new vitality into the sustainable development of rail transportation.

[0110] However, the output characteristics of fuel cells are relatively soft and the dynamic response speed is slow, which is difficult to meet the instantaneous power demand of locomotives under frequent and severe working condition changes, so a power battery needs to be introduced as an auxiliary power source to compensate for power fluctuations and improve peak power.

[0111] The addition of power battery makes the structure of power system more complex and increases the difficulty of power system energy management. Specifically, in a fuel cell hybrid power system, when the vehicle power demand is issued, the power demand needs to be accurately allocated to the fuel cell and the power battery to balance the power performance and economy of the power system. However, the changing vehicle working conditions result in changing power demand, which poses a severe challenge to the power performance and economy of the power system. Therefore, the current urgent problem to be solved is how to optimize the energy management strategy of the fuel cell hybrid power system to achieve 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 demand while also balancing the optimal performance of its economy.

[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 the power battery according to the current driving state and energy demand of the vehicle through pre-set rules, so as to ensure that the vehicle maintains the best power performance and economy under various working conditions.

[0113] The rule-based energy management strategy can be further divided into a deterministic rule-based energy management strategy and a fuzzy logic rule-based energy management strategy. At present, the most commonly used energy management strategy for fuel cell hybrid power systems is the deterministic rule-based energy management strategy, which is mainly due to its high reliability, mature technology, easy implementation and maintenance, strong adaptability, and rich engineering application experience. However, the deterministic rule-based energy management strategy can only achieve optimization in one aspect of the fuel cell hybrid power system. For example, the most commonly used deterministic rule-based energy management strategy is the power following control strategy and the thermostat control strategy; among them, the power following strategy aims to maintain the power battery SOC at a stable state, and the fuel cell increases or decreases the power output according to the change of power demand, which 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 the high efficiency interval, and through switching the fuel cell, the power battery SOC and the vehicle power demand are guaranteed, which can ensure the vehicle power, but the power battery is in deep charge and discharge cycle, which will affect the life of the power battery.

[0114] The advantage of the fuzzy logic rule-based energy management strategy is that it does not depend on the accurate mathematical model of the controlled object, but relies on the control rules formulated by engineers according to engineering experience, system characteristics and actual demand, which enables the controller to dynamically select and adjust the control strategy according to the real-time state of the system to adapt to new working 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 of a fuel cell hybrid power system. The method takes the SOC of the power battery, the remaining fuel reserves of the vehicle and the power demand of the vehicle as input variables, and takes the FC output coefficient (i.e. the fuel cell output coefficient) as an output variable. The core of the method is to use fuzzy logic rules to construct the energy management strategy, and these rules strictly follow the principle of considering the power system power and operation economy during construction, thereby realizing efficient and robust energy distribution and control of the fuel cell and the power battery, and further improving the vehicle performance and adaptability.

[0116] The energy management method of a fuel cell hybrid power system provided by the embodiment of the present application will be described in detail below with reference to the drawings. Those skilled in the art can know that, with the development of technology and the emergence of new scenarios, the technical solutions provided by the embodiment of the present application are also applicable to similar technical problems.

[0117] The terms "first", "second", etc. in the specification and claims of the present application and the above drawings are used to distinguish similar objects, and do not necessarily describe a specific order or sequence. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances, and this is only a distinguishing way adopted in the description of the embodiments of the present application for describing the objects with the same attributes. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, so that the processes, methods, systems, products or equipment containing a series of units do not have to be limited to those units, but can include other units not clearly listed or inherent to these processes, methods, products or equipment.

[0118] Referring to Figure 1 The energy management method of a fuel cell hybrid power system provided by the embodiment of the present application comprises:

[0119] Step S01: Obtain the current values of the vehicle demand power, the remaining fuel reserves of the vehicle and the SOC of the power battery, and input them to the pre-established fuzzy logic controller.

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

[0121] The selection of input variables for the fuzzy logic controller is crucial because: input variables are the basis for the fuzzy logic controller to make inferences 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; input variables should be able to accurately reflect the current state and trend of the fuel cell hybrid power system, and should be easy to obtain and reliably measurable, so that the fuzzy logic controller can make accurate and rapid inferences and decisions based on this information.

[0122] In addition, the number of input variables is also important. Although increasing the number of input variables can provide more comprehensive information of the fuel cell hybrid power system, it also correspondingly increases the complexity and computational cost of the fuzzy logic controller. Therefore, when selecting input variables, efforts should be made to balance the complexity and efficiency of the fuzzy logic controller while ensuring sufficient information.

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

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

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

[0126] The fuel cell is, for example, a PEMFC. PEMFC is a type of fuel cell, which generates electricity and water through the electrochemical reaction of fuel (hydrogen) and oxidant (oxygen) by the transfer of protons in the proton exchange membrane. Compared with other types of fuel cells, PEMFC has advantages in power density, weight, volume and working temperature, etc.

[0127] The State of Charge (SOC) of a power battery reflects its current charging status, a parameter typically monitored and calculated by the Battery Management System (BMS). The BMS collects basic parameters such as battery voltage, current, and temperature, and uses specific algorithms and models to calculate the current SOC, which is then sent to the fuzzy logic controller.

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

[0129] Specifically, the input variables of the fuzzy logic controller are the vehicle's required power, the vehicle's remaining fuel reserves, and the power battery's state of charge (SOC), while the output variables of the fuzzy logic controller are the FC output coefficients.

[0130] The fuzzy logic controller has a built-in membership function definition table and a fuzzy logic control rule table. These two tables are described below:

[0131] I. Membership Function Definition Table

[0132] The membership function definition table is an important tool in fuzzy logic controllers for defining the state partitioning criteria for each input and output variable. It divides each variable into n state levels within its respective valid value range (i.e., the table divides the continuous value range of each variable into a series of discrete and ordered value ranges, and each 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 the subsequent fuzzy inference process), n≥2.

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

[0134] Typically, the effective range for the remaining fuel capacity of a vehicle is 0-100% (closed interval); the effective range for the state of charge (SOC) of the power battery is also 0-100% (closed interval); and the effective range for the power demand of the vehicle is 0-100%P. max (Closed interval), P max It represents the maximum power requirement of the entire vehicle design; the effective range of the FC output coefficient is 0-1 (closed interval).

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

[0136] Table 1 Membership function definition table

[0137] State level S M B H Residual hydrogen storage amount 0-25％ 25％-50％ 50％-75％ 75％-100％ Power battery SOC 0-30％ 30％-50％ 50％-80％ 80％-100％ Whole vehicle demand power 0-20% P max ]] 20-50% P max ]] 50% - 80% P max ]] 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 state levels can be flexibly divided into smaller state levels or larger state levels, and are not limited.

[0139] II. Fuzzy logic control rule table

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

[0141] In the embodiments of the present application, the construction of the fuzzy logic control rule table takes the principle of guaranteeing good power performance of the power system while considering its operation economy as the basic principle. Specifically, this principle is achieved by following the following three principles:

[0142] 1) Stable control of the power battery SOC: as the power battery SOC increases, the FC output power generally decreases.

[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 low 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 demand of the power battery, while ensuring the normal operation of the vehicle.

[0144] 2) Prior consumption of the remaining fuel of the whole vehicle: as the remaining fuel storage of the whole vehicle decreases, the FC output power generally decreases.

[0145] Specifically, the fuzzy logic controller should consider the remaining fuel storage of the whole vehicle, when the remaining fuel storage of the whole vehicle is low, the output power of the fuel cell should be limited to prolong the fuel use time and avoid power interruption due to fuel depletion during driving. When the remaining fuel storage of the whole vehicle is high, the fuzzy logic controller should set the fuel cell to run at a high output power to efficiently utilize the fuel cell and meet the power demand of the vehicle.

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

[0147] Specifically, the fuzzy logic controller should monitor the vehicle's power demand in real time and dynamically adjust the FC output power based on the magnitude of the vehicle's power demand. When the vehicle's power demand is high, the fuzzy logic controller should increase the FC output power to meet the vehicle's power requirements under high load conditions. When the vehicle's power demand is low, 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 this application can not only meet the changes in vehicle power of the fuel cell hybrid power system, but also keep the power battery SOC in the optimal state, extend the life of the power battery, and reduce the fuel cell power when the remaining hydrogen storage of the vehicle is low, so as to avoid the problem of insufficient hydrogen (insufficient hydrogen: the lack of fuel hydrogen when the fuel cell system is running 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 fuel cell efficiency and protecting fuel cell and power battery.

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

[0150] Table 2 Fuzzy Logic Control Rules

[0151]

[0152] The shaded areas in Table 2 represent the state levels of the FC output coefficient. Clearly, by considering the state levels of the three input variables—battery SOC, remaining vehicle fuel reserves, and vehicle power demand—the state level of the FC output coefficient corresponding to the state levels of all three input variables can be uniquely determined.

[0153] Step S03: The fuzzy logic controller performs fuzzy inference 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 the 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 to obtain a fuzzy value of the output variable, and then converts the fuzzy value into a specific output variable (for example, by using a weighted average method, a maximum membership degree method, etc.) through defuzzification processing, so as to ensure that the fuzzy logic controller can issue a clear control instruction to the controlled object. The typical control logic of the fuzzy logic controller is not described herein again. The key point of the present application is how to apply the fuzzy logic controller to the energy management of the fuel cell hybrid power system.

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

[0156] Specifically, the FC output coefficient represents the ratio of the current output power of the fuel cell to the maximum allowed output power of the fuel cell. The maximum allowed output power of the fuel cell refers to the maximum power that the fuel cell can output under specific conditions. The total power demand of the vehicle refers to the total power required for the current operation of the vehicle. The current output capability of the fuel cell (i.e., the FC output coefficient value) is multiplied by the maximum capability of the fuel cell (i.e., the maximum allowed output power of the fuel cell) to obtain the power that the fuel cell needs to provide, i.e., FC output power = FC output coefficient value x maximum allowed output power of the fuel cell.

[0157] Then, the total power demand of the vehicle is subtracted from the power that the fuel cell needs to output to obtain the power that the power battery needs to provide, i.e., power battery output power = total power demand of the vehicle - FC output power.

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

[0159] In summary, the embodiments of the present application take the SOC of the power battery, the remaining fuel reserves of the vehicle, and the power demand of the vehicle as inputs, plan the distribution of the fuel cell and the power battery in the power demand of the vehicle based on fuzzy logic rules, and construct the fuzzy logic rules based on the principle of ensuring good power performance of the power system while considering the running economy, so as to achieve the required control effect.

[0160] In one possible implementation, the FC output power is also constrained by the SOC of the fuel cell to avoid overcharging and overdischarging of the power battery. The specific implementation is to replace the "multiplying the FC output coefficient value by the maximum allowed output power of the fuel cell to obtain the FC output power" in step S04 with the following content, i.e., Figure 2As shown: acquire the SOC of the power battery; determine whether SOC≤m is met, if SOC>m, determine whether SOC≥n is met, if SOC

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

[0162] Figure 2 The scheme compares the SOC of the power battery with three preset values m, y, and n, 0

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

[0164] When m

[0165] When the SOC of the power battery≤m, the power of the power battery is low, at this time it needs to be charged as soon as possible to avoid the vehicle being unable to run due to power depletion, so the control strategy selects the fuel cell to charge the power battery at a preset power (state 3), which can be determined comprehensively according to the charging characteristics of the power battery, the output capacity of the fuel cell, and the power demand of the whole vehicle and other factors; and when the SOC of the power battery exceeds y during charging (y

[0166] Among them, the preset power can 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 can 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, as the power battery SOC increases, the FC output charge power decreases, wherein the range [P1, P2] of the FC output charge power should be included in the fuel cell high efficiency interval, P1 and P2 are both preset values, for example, the high efficiency interval of the fuel cell is [100kW, 150kW], then [P1, P2] ∈ [100kW, 150kW]. The relationship function between the power battery SOC and the FC output charge power can be a linear relationship as shown in the following formula (1) or a nonlinear relationship, which is not limited. Figure 3

[0167] In addition, corresponding to the above method embodiment, the embodiment of the present application also provides an energy management device of a fuel cell hybrid power system, as shown in the following formula (2), which comprises: Figure 4

[0168] An acquisition unit 100 is configured to acquire the current values of the vehicle demand power, the vehicle residual fuel storage and the power battery state of charge SOC, and input them to a pre-established fuzzy logic controller 200;

[0169] The input variables of the fuzzy logic controller 200 are the vehicle demand power, the vehicle residual fuel storage and the power battery SOC, and the output variable is the fuel cell FC output coefficient; the fuzzy logic controller 200 is internally provided with a membership function definition table and a fuzzy logic control rule table; the membership function definition table is configured 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 effective value range, n ≥ 2; the fuzzy logic control rule table is configured to define the corresponding relationship between the state levels of each input variable and the state levels of the output variable; the construction principle of the fuzzy logic control rule table includes: as the power battery SOC increases, the FC output power generally shows a downward trend; as the vehicle residual fuel storage decreases, the FC output power generally shows a downward trend; and as the vehicle demand power increases, the FC output coefficient generally shows an upward trend;

[0170] The fuzzy logic controller 200 is configured to perform 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 convert it into a specific FC output coefficient value through defuzzification processing;

[0171] A calculation unit 300 is configured to multiply the FC output coefficient value by the FC maximum allowable output power to obtain the FC output power, and then subtract the FC output power from the vehicle demand power to obtain the power battery output power.

[0172] ​​The embodiment of the present application further provides a computer program product, comprising computer readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the energy management methods of the fuel cell hybrid power system provided above.

[0173] The 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 configured to store a computer program;

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

[0176] The embodiment of the present application further provides a computer storage medium, which carries one or more computer programs, and when the one or more computer programs are executed by an electronic device, the electronic device can implement any of the energy management methods of the fuel cell hybrid power system provided above.

[0177] The above description of the disclosed embodiments enables a person skilled in the art to implement or use the present application. Various modifications to the embodiments will be apparent to those skilled in the art, and the general principles defined herein can 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 scope consistent with the principles and novel features disclosed herein.

Claims

1. An energy management method for a fuel cell hybrid system, characterized by, The method comprises the following steps: obtaining the current values of the whole vehicle demand power, the whole vehicle residual fuel storage and the state of charge (SOC) of the power battery, and inputting the current values into a pre-established fuzzy logic controller; wherein the input variables of the fuzzy logic controller are the whole vehicle demand power, the whole vehicle residual fuel storage and the SOC of the power battery, and the output variable is the fuel cell (FC) output coefficient; the fuzzy logic controller is internally provided with a 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 effective value range, and n≥2; the fuzzy logic control rule table is used to define the corresponding relationship between the state levels of each input variable and the state levels of the output variable; the construction principle of the fuzzy logic control rule table includes: as the SOC of the power battery increases, the FC output power generally shows a downward trend; as the whole vehicle residual fuel storage decreases, the FC output power generally shows a downward trend; and as the whole vehicle demand power 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, obtains the fuzzy value of the FC output coefficient, and converts the fuzzy value into a specific FC output coefficient value through defuzzification processing; the FC output coefficient value is multiplied by the maximum allowed FC output power to obtain the FC output power, and the whole vehicle demand power is subtracted from the FC output power to obtain the power battery output power; wherein the whole vehicle residual fuel storage is the whole vehicle residual hydrogen storage; the membership function definition table is specifically used to divide the effective value range of each variable into four state levels of S, M, B and H in order from small to large; the effective value range of the whole vehicle residual hydrogen storage is [0, 100%], wherein [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.

2. The energy management method for a fuel cell hybrid system according to claim 1, characterized by, The current value of the whole vehicle demand power is obtained by integrating the parameter information from the in-vehicle sensors by the whole vehicle controller and calculating the current whole vehicle demand power according to the parameter information; The current value of the whole vehicle residual fuel storage is obtained by monitoring the pressure value of the hydrogen gas inside the hydrogen storage cylinder by the hydrogen storage system and calculating the current whole vehicle residual hydrogen storage based on the pressure value; The current value of the SOC of the power battery is obtained by integrating the basic parameters of the power battery by the battery management system (BMS) and calculating the current SOC of the power battery according to the basic parameters.

3. The energy management method of the fuel cell hybrid power system according to claim 2, characterized in that: the effective value range of the SOC of the power battery is [0, 100%], wherein [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 the whole vehicle demand power is [0, 100%P max ], P max represents the maximum power demand of the whole vehicle design, wherein [0, 20%P max ) is defined as S level, [20%P max , 50%P max ) is defined as M level, [50%P max , 80%P max ) is defined as B level, and [80%P max , 100%P max ] is defined as H level. The effective value range of the FC output coefficient is [0, 1], wherein [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 for a fuel cell hybrid system according to claim 3, characterized by, The fuzzy logic control rule table is specifically used for defining: When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, S and S respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, S and M respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, S and B respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, S and H respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, M and S respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, M and M respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, M and B respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, M and H respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, B and S respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, B and M respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, B and B respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, B and H respectively, the FC output coefficient corresponds to H level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, H and S respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, H and M respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, H and B respectively, the FC output coefficient corresponds to H level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are S, H and H respectively, the FC output coefficient corresponds to H level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are M, S and S respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are M, S and M respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage amount of the whole vehicle and the demand power of the whole vehicle are M, S and B respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole 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 of the whole vehicle, and the demand power of the whole 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 of the whole vehicle, and the demand power of the whole vehicle are M, M, and M levels respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are M, M, and B levels respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are M, M, and H levels respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are M, B, and S levels respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are M, B, and M levels respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are M, B, and B levels respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are M, B, and H levels respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are M, H, and S levels respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are M, H, and M levels respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are M, H, and B levels respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are M, H, and H levels respectively, the FC output coefficient corresponds to H level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, S, and S levels respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, S, and M levels respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, S, and B levels respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, S, and H levels respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, M, and S levels respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, M, and M levels respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole 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 of the whole vehicle, and the demand power of the whole vehicle are B, M, and H levels respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, B, and S level respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, B, and M level respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, B, and B level respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, B, and H level respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, H, and S level respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, H, and M level respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, H, and B level respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are B, H, and H level respectively, the FC output coefficient corresponds to H level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, S, and S level respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, S, and M level respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, S, and B level respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, S, and H level respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, M, and S level respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, M, and M level respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, M, and B level respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, M, and H level respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, B, and S level respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, B, and M level respectively, the FC output coefficient corresponds to S level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, B, and B level respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, B, and H level respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle, and the demand power of the whole vehicle are H, H, and S level respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle and the demand power of the whole vehicle are H, H and M level respectively, the FC output coefficient corresponds to M level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle and the demand power of the whole vehicle are H, H and B level respectively, the FC output coefficient corresponds to B level; When the power battery SOC, the remaining hydrogen storage of the whole vehicle and the demand power of the whole vehicle are H, H and H level respectively, the FC output coefficient corresponds to B level.

5. The energy management method of a fuel cell hybrid system according to any one of claims 1 to 4, characterized by, The multiplication of the FC output coefficient value and the maximum allowed FC output power 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 is greater than or equal to n, the FC output power is controlled to be zero; when m < the power battery SOC < n, the multiplication of the FC output coefficient value and the maximum allowed FC output power is used to obtain the FC output power; when the power battery SOC is less than or equal to m, the fuel cell is controlled to charge the power battery, and when the charging is greater than y, the multiplication of the FC output coefficient value and the maximum allowed FC output power is used to obtain the FC output power.

6. The energy management method for a fuel cell hybrid system according to claim 5, characterized by, The control of the fuel cell to charge the power battery comprises: controlling the fuel cell to charge the power battery in a constant power mode; Or, the control of the fuel cell to charge the power battery comprises: controlling the fuel cell to charge the power battery in a variable power mode; the charging power output by the fuel cell decreases with the increase of the power battery SOC, and the range of the charging power output by the fuel cell is contained in the high efficiency interval of the fuel cell.

7. An energy management device for a fuel cell hybrid system, characterized by comprising: It comprises: An acquisition unit is configured to acquire current values of the demand power of the whole vehicle, the remaining fuel storage of the whole vehicle and the state of charge (SOC) of the power battery, and input them into a pre-established fuzzy logic controller; The input variables of the fuzzy logic controller are the demand power of the whole vehicle, the remaining fuel storage of the whole vehicle and the SOC of the power battery, and the output variable is the FC output coefficient; the fuzzy logic controller is internally provided with a 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 in its respective effective value range, n ≥ 2; the fuzzy logic control rule table is used to define the corresponding relationship between the state levels of each input variable and the state levels of the output variable; the construction principle of the fuzzy logic control rule table comprises: with the increase of the power battery SOC, the FC output power generally shows a downward trend; with the decrease of the remaining fuel storage of the whole vehicle, the FC output power generally shows a downward trend; and with the increase of the demand power of the whole vehicle, the FC output coefficient generally shows an upward trend; The fuzzy logic controller is configured to perform fuzzy reasoning on each input variable according to the membership function definition table and the fuzzy logic control rule table, obtain the fuzzy value of the FC output coefficient, and convert it into a specific FC output coefficient value through defuzzification processing; The control of the fuel cell to charge the power battery comprises: controlling the fuel cell to charge the power battery in a constant power mode; Or, the control of the fuel cell to charge the power battery comprises: controlling the fuel cell to charge the power battery in a variable power mode; the charging power output by the fuel cell decreases with the increase of the power battery SOC, and the range of the charging power output by the fuel cell is contained in the high efficiency interval of the fuel cell. It comprises: An acquisition unit is configured to acquire current values of the demand power of the whole vehicle, the remaining fuel storage of the whole vehicle and the state of charge (SOC) of the power battery, and input them into a pre-established fuzzy logic controller; The input variables of the fuzzy logic controller are the demand power of the whole vehicle, the remaining fuel storage of the whole vehicle and the SOC of the power battery, and the output variable is the FC output coefficient; the fuzzy logic controller is internally provided with a 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 in its respective effective value range, n ≥ 2; the fuzzy logic control rule table is used to define the corresponding relationship between the state levels of each input variable and the state levels of the output variable; the construction principle of the fuzzy logic control rule table comprises: with the increase of the power battery SOC, the FC output power generally shows a downward trend; with the decrease of the remaining fuel storage of the whole vehicle, the FC output power generally shows a downward trend; and with the increase of the demand power of the whole vehicle, the FC output coefficient generally shows an upward trend; The fuzzy logic controller is configured to perform fuzzy reasoning on each input variable according to the membership function definition table and the fuzzy logic control rule table, obtain the fuzzy value of the FC output coefficient, and convert it into a specific FC output coefficient value through defuzzification processing; The computing unit is configured to multiply the FC output coefficient value by the maximum allowed FC output power to obtain FC output power, and subtract the FC output power from the whole vehicle demand power to obtain power battery output power; The whole vehicle residual fuel storage is a whole vehicle residual hydrogen storage; The membership function definition table is specifically configured to divide the effective value range of each variable into four state levels of S, M, B and H in ascending order; The effective value range of the whole vehicle residual hydrogen storage is [0, 100%], wherein [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.

8. A computer program product, characterised in that, The computer readable instructions, when executed on an electronic device, cause the electronic device to implement the energy management method of the fuel cell hybrid power system according to any one of claims 1 to 6.

9. An electronic device, comprising: The memory is configured to store computer programs; The processor is configured to execute the computer programs, 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. The storage medium carries one or more computer programs, which can make the electronic device implement the energy management method of the fuel cell hybrid power system according to any one of claims 1 to 6 when the one or more computer programs are executed by the electronic device.

10. A computer storage medium, characterized in that, ​

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