Energy management method based on driving track prediction, vehicle control equipment and medium

Abstract

The invention provides an energy management method based on driving track prediction, vehicle control equipment and a medium, and relates to the technical field of vehicle management.The method comprises the steps that a downhill road section in a target driving track of a target fuel cell vehicle and gradient data of the downhill road section are obtained; predicting a predicted charge state parameter of a power battery according to the current position of the target fuel cell vehicle, the current charge state parameter of the power battery in the target fuel cell vehicle and the position of the downhill road section; according to the predicted charge state parameters and the slope length and gradient of the downhill road section, determining an energy distribution strategy in the process that the target fuel cell vehicle travels from the current position to the downhill end point of the downhill road section; and controlling a fuel cell and a power cell on the target fuel cell vehicle to perform energy distribution according to the energy distribution strategy. The fuel cell can be prevented from being frequently started and stopped, the service life of the fuel cell is prolonged, and the energy utilization rate is increased.

Description

Technical Field

[0001] The present application relates to the field of vehicle management technology, and in particular to an energy management method based on driving trajectory prediction, a vehicle control device and a medium. Background Art

[0002] In order to solve the energy crisis and environmental pollution caused by automobile emissions, hydrogen energy vehicles are entering the market. Under the premise of meeting the vehicle's power performance and mileage, hydrogen energy can be converted into electrical energy through the chemical reaction of hydrogen and oxygen to provide power for vehicle driving, and the product is water, which effectively achieves energy conservation and emission reduction.

[0003] At present, by obtaining the predicted operating conditions of the target vehicle, the charge change state of the power battery is calculated according to the predicted operating conditions of the target vehicle, so that the control strategy corresponding to the path with the smallest change in the battery charge state is used as the optimal control strategy under the predicted operating conditions.

[0004] However, the current control strategy does not take into account the control strategy of hybrid batteries, and it is impossible to control the power battery and the fuel cell at the same time, thereby extending the life of the fuel cell while extending the driving range of the hybrid power and the vehicle. Summary of the invention

[0005] The purpose of the present application is to provide an energy management method, vehicle control equipment and medium based on driving trajectory prediction to address the deficiencies in the above-mentioned prior art. The present application can avoid frequent starting and stopping of fuel cells, increase the life of fuel cells, and improve energy utilization.

[0006] To achieve the above purpose, the technical solution adopted in the embodiment of the present application is as follows: In a first aspect, an embodiment of the present application provides an energy management method based on driving trajectory prediction, which is applied to a vehicle control device, and the method includes: Acquire a downhill section in a target driving trajectory of a target fuel cell vehicle and slope data of the downhill section; the slope data of the downhill section includes: a position of the downhill section, a slope length and a slope of the downhill section; According to the current position of the target fuel cell vehicle, the current state of charge parameter of the power battery in the target fuel cell vehicle and the position of the downhill section, predicting the predicted state of charge parameter of the power battery when the target fuel cell vehicle travels to the downhill starting point of the downhill section; Determining an energy allocation strategy for the target fuel cell vehicle during the process of traveling from the current position to the downhill end point of the downhill section according to the predicted state of charge parameter, the length and the slope of the downhill section; According to the energy distribution strategy, the fuel cell and the power battery on the target fuel cell vehicle are controlled to distribute energy.

[0007] Optionally, the step of obtaining the downhill section in the target driving trajectory of the target fuel cell vehicle and the slope information of the downhill section includes: Determine the target driving trajectory according to the preset starting point and end point, and obtain the working condition data of the target driving trajectory; According to the working condition data of the target driving trajectory, the downhill section is extracted from the target driving trajectory to obtain the slope information of the downhill section.

[0008] Optionally, the predicting the predicted state of charge parameter of the power battery when the target fuel cell vehicle travels to the downhill starting point of the downhill section according to the current position of the target fuel cell vehicle, the current state of charge parameter of the power battery in the target fuel cell vehicle and the position of the downhill section includes: Calculating a predicted distance between the current position and a downhill starting point of the downhill section according to the current position of the target fuel cell vehicle and the position of the downhill section; The predicted state of charge parameter is predicted according to the predicted distance and the current state of charge parameter.

[0009] Optionally, before determining the energy distribution strategy of the target fuel cell vehicle during the process of traveling from the current position to the downhill end point of the downhill section according to the predicted state of charge parameter, the slope length and the slope of the downhill section, the method further includes: Determining the category of the downhill section according to the length and the gradient of the downhill section, where different categories have different braking recovery energies; The step of determining the energy allocation strategy of the target fuel cell vehicle during the process of traveling from the current position to the downhill end point of the downhill section according to the predicted state of charge parameter, the length and the slope of the downhill section, comprises: The energy allocation strategy is determined according to the predicted state of charge parameter and the type of the downhill section.

[0010] Optionally, determining the category of the downhill section according to the length and the slope of the downhill section includes: If the slope length of the downhill section is greater than a first preset slope length threshold, and the slope of the downhill section is greater than a first preset slope threshold, the category is determined to be the first category, and the estimated braking recovery energy corresponding to the first category is greater than or equal to the first preset energy threshold; If the slope length of the downhill section is greater than the first preset slope length threshold, and the slope of the downhill section is greater than the second preset slope threshold but less than the first preset slope threshold, the category is determined to be the second category, and the estimated braking recovery energy corresponding to the second category is less than the first preset energy threshold and greater than or equal to the second preset energy threshold; If the slope length of the downhill section is less than the first preset slope length threshold but greater than the second preset slope length threshold, and the slope of the downhill section is greater than the first preset slope threshold, then the category is determined to be the second category; If the slope length of the downhill section is less than the second preset slope length threshold, or the slope of the downhill section is less than the second preset slope threshold, the category is determined to be the third category, and the estimated braking recovery energy corresponding to the third category is less than the second preset energy threshold.

[0011] Optionally, determining the energy allocation strategy according to the predicted state of charge parameter and the type of the downhill section includes: If the category of the downhill section is the first category, and the predicted state of charge parameter is greater than a first preset state of charge threshold, determining that the energy allocation strategy is the first strategy; The step of controlling the fuel cell and the power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy includes: According to the first strategy, the target fuel cell vehicle is controlled not to start the fuel cell from the current position, and only the power battery provides driving energy. When reaching the downhill starting point, the braking energy recovery function is turned on to recover the braking energy to the power battery.

[0012] Optionally, determining the energy allocation strategy according to the predicted state of charge parameter and the type of the downhill section includes: If the category of the downhill section is the first category, and the predicted state of charge parameter is less than a first preset state of charge threshold, determining that the energy allocation strategy is the second strategy; The step of controlling the fuel cell and the power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy includes: According to the second strategy, the target fuel cell vehicle is controlled to be provided with driving energy only by the power battery starting from the current position, the fuel cell is started to provide driving energy by the fuel cell and the power battery when the charge state parameter of the power battery drops to a second preset charge state threshold, and the braking energy recovery function is turned on when the downhill starting point is reached to recover the braking energy to the power battery, so that the fuel cell is controlled to be turned off when the charge state parameter of the power battery reaches a third preset charge state parameter threshold.

[0013] Optionally, determining the energy allocation strategy according to the predicted state of charge parameter and the type of the downhill section includes: If the category of the downhill section is the second category, and the predicted state of charge parameter is greater than a second preset state of charge threshold, determining that the energy allocation strategy is the third strategy; The step of controlling the fuel cell and the power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy includes: According to the third strategy, the target fuel cell vehicle is controlled not to start the fuel cell from the current position, and only the power battery provides driving energy. When reaching the downhill starting point, the braking energy recovery function is turned on to recover the braking energy to the power battery.

[0014] Optionally, determining the energy allocation strategy according to the predicted state of charge parameter and the type of the downhill section includes: If the category of the downhill section is the second category, and the predicted state of charge parameter is less than a second preset state of charge threshold, determining that the energy allocation strategy is the fourth strategy; The step of controlling the fuel cell and the power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy includes: According to the fourth strategy, the target fuel cell vehicle is controlled to be provided with driving energy only by the power battery starting from the current position, the fuel cell is started to provide driving energy by the fuel cell and the power battery when the charge state parameter of the power battery drops to a third preset charge state threshold, and the braking energy recovery function is turned on when the downhill starting point is reached to recover the braking energy to the power battery, so that the fuel cell is controlled to be turned off when the charge state parameter of the power battery reaches a fourth preset charge state parameter threshold.

[0015] Optionally, determining the energy allocation strategy according to the predicted state of charge parameter and the type of the downhill section includes: If the category of the downhill section is the third category, determining the energy allocation strategy to be the fifth strategy; The step of controlling the fuel cell and the power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy includes: According to the fifth strategy, the target fuel cell vehicle is controlled to be provided with driving energy only by the power battery starting from the current position, the fuel cell is started to provide driving energy by the fuel cell and the power battery when the charge state parameter of the power battery drops to a third preset charge state threshold, and the braking energy recovery function is turned on when reaching the downhill starting point to recover the braking energy to the power battery.

[0016] In a second aspect, another embodiment of the present application provides an energy management device for a fuel cell vehicle based on a driving trajectory, the device comprising: A driving condition acquisition module, used to obtain a downhill section in a target driving trajectory of a target fuel cell vehicle and the slope data of the downhill section; the slope data of the downhill section includes: the position of the downhill section, the slope length and the slope of the downhill section; A power battery state acquisition module, used to predict the predicted state of charge parameter of the power battery when the target fuel cell vehicle travels to the downhill starting point of the downhill section according to the current position of the target fuel cell vehicle, the current state of charge parameter of the power battery in the target fuel cell vehicle and the position of the downhill section; A power control module, for determining an energy distribution strategy for the target fuel cell vehicle during the process of traveling from the current position to the downhill end point of the downhill section according to the predicted state of charge parameter, the slope length and the slope of the downhill section; An energy distribution module is used to control the fuel cell and the power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy.

[0017] In the third aspect, another embodiment of the present application provides a vehicle control device, comprising: a processor, a storage medium and a bus, wherein the storage medium stores machine-readable instructions executable by the processor, and when the vehicle control device is running, the processor communicates with the storage medium through the bus, and the processor executes the machine-readable instructions to perform the steps of the energy management method based on driving trajectory prediction as described in any of the first aspects above.

[0018] In a fourth aspect, another embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the energy management method based on driving trajectory prediction as described in any one of the first aspects above are executed.

[0019] In a fifth aspect, another embodiment of the present application provides a fuel cell vehicle, comprising at least: a vehicle body, a power battery arranged on the vehicle body, a fuel cell, and the vehicle control device described in the third aspect, wherein the vehicle control device is respectively connected to the power battery and the fuel cell in communication. The vehicle control device performs the steps of the energy management method based on driving trajectory prediction as described in any one of the first aspects.

[0020] The beneficial effects of this application are: The present application provides an energy management method, a vehicle control device and a medium based on driving trajectory prediction, by obtaining the downhill section and the slope data of the downhill section in the target driving trajectory of the target fuel cell vehicle, according to the current position of the target fuel cell vehicle, the current state of charge parameter of the power battery in the target fuel cell vehicle and the position of the downhill section, predicting the predicted state of charge parameter of the power battery when the target fuel cell vehicle drives to the downhill starting point of the downhill section. According to the predicted state of charge parameter, the slope length and slope of the downhill section, determine the energy distribution strategy in the process of the target fuel cell vehicle driving from the current position to the downhill end point of the downhill section. According to the energy distribution strategy, control the fuel cell and the power battery on the target fuel cell vehicle to distribute energy. The present application can predict the power battery in combination with the information of the downhill section on the target driving trajectory and the current position, obtain the predicted state of charge parameter, and then determine the corresponding energy distribution strategy based on the predicted state of charge parameter and the information of the downhill section, realize dynamic energy distribution of the fuel cell and the power battery, reduce the number of starts and stops of the fuel cell, avoid frequent starts and stops of the fuel cell, improve the life of the fuel cell, and maximize the energy utilization rate to extend the cruising range. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0022] Figure 1 A schematic diagram of the structure of a fuel cell vehicle provided in an embodiment of the present application; Figure 2 An energy management device for a fuel cell vehicle based on a driving trajectory provided in an embodiment of the present application; Figure 3 A schematic diagram of a flow chart of an energy management method based on driving trajectory prediction provided in an embodiment of the present application; Figure 4A schematic diagram of a process for obtaining downhill section information in an energy management method based on driving trajectory prediction provided in an embodiment of the present application; Figure 5 A schematic diagram of a process for determining predicted state of charge parameters in an energy management method based on driving trajectory prediction provided in an embodiment of the present application; Figure 6 A schematic diagram of a flow chart for determining an energy allocation strategy in an energy management method based on driving trajectory prediction provided in an embodiment of the present application; Figure 7 A schematic flow chart of a first energy allocation strategy in an energy management method based on driving trajectory prediction provided in an embodiment of the present application; Figure 8 A schematic diagram of energy control of a first target vehicle provided in an embodiment of the present application; Fig. 9 A schematic flow chart of a second energy allocation strategy in an energy management method based on driving trajectory prediction provided in an embodiment of the present application; Fig.10 A schematic diagram of energy control of a second target vehicle provided in an embodiment of the present application; Fig.11 A schematic flow chart of a third energy allocation strategy in an energy management method based on driving trajectory prediction provided in an embodiment of the present application; Fig.12 A schematic diagram of energy control of a third target vehicle provided in an embodiment of the present application; Fig.13 A schematic flow chart of a fourth energy allocation strategy in an energy management method based on driving trajectory prediction provided in an embodiment of the present application; Fig.14 A schematic diagram of energy control of a fourth target vehicle provided in an embodiment of the present application; Fig.15 A schematic flow chart of a fifth energy allocation strategy in an energy management method based on driving trajectory prediction provided in an embodiment of the present application; Fig.16 A schematic diagram of energy control of a fifth target vehicle provided in an embodiment of the present application; Fig.17 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0023] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. It should be understood that the drawings in the present application only serve the purpose of explanation and description and are not used to limit the scope of protection of the present application. In addition, it should be understood that the schematic drawings are not drawn in real proportion. The flowchart used in this application shows the operations implemented according to some embodiments of the present application. It should be understood that the operations of the flowchart can be implemented out of sequence, and the steps without logical context can be reversed in order or implemented simultaneously. In addition, those skilled in the art can add one or more other operations to the flowchart under the guidance of the content of the present application, or remove one or more operations from the flowchart.

[0024] In addition, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings here can be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0025] It should be noted that the term "comprising" will be used in the embodiments of the present application to indicate the existence of the features declared thereafter, but does not exclude the addition of other features.

[0026] In order to solve the energy crisis and environmental pollution caused by automobile emissions, fuel cell vehicles are entering the market, among which fuel cell vehicles can be hydrogen fuel cell vehicles. Under the premise of meeting the vehicle's power performance, endurance and mileage, hydrogen fuel cell vehicles can convert hydrogen and oxygen into electrical energy through the chemical reaction to provide power for the hydrogen fuel cell vehicle, and the product is water, which effectively achieves energy conservation and emission reduction. In order to maximize the utilization of the energy of hydrogen fuel cell vehicles to extend the mileage, while protecting the hydrogen fuel cell from the problem of frequent start and stop affecting the life of the fuel cell, the present application provides an energy management method based on driving trajectory prediction, which is applied to the vehicle control equipment of fuel cell vehicles. Figure 1 A schematic diagram of a fuel cell vehicle provided in an embodiment of the present application is shown in FIG. Figure 1As shown, the fuel cell vehicle at least includes: a vehicle body 101, a power battery 102, a fuel cell 103 and a vehicle control device 104 arranged on the vehicle body 101, the power battery 102 and the fuel cell 103 are respectively connected to the vehicle control device 104 in communication, and the vehicle control device 104 can distribute energy to the power battery 102 and the fuel cell 103 by executing the energy management method based on driving trajectory prediction provided in the embodiment of the present application. Among them, when the fuel cell vehicle is a hydrogen fuel cell vehicle, the fuel cell 103 is a hydrogen fuel cell. During the driving of the fuel cell vehicle, the fuel cell 103 is used as the main power supply source to provide power energy for the motor of the fuel cell vehicle body 101, and the power battery 102 is used as a backup power supply to provide additional power energy under special working conditions. The special working conditions can be acceleration or climbing, and the embodiment of the present application does not limit this. During the driving of the fuel cell vehicle body 101, the fuel cell vehicle body 101 can be powered by only the power battery 102, or by the fuel cell 103 and the power battery 102, or by the power battery 102 and the fuel cell 103 together. The specific power supply method is determined according to the driving conditions of the fuel cell vehicle body 101.

[0027] Specifically, the vehicle control device includes an energy management device for a fuel cell vehicle based on a driving trajectory, and the energy management method based on driving trajectory prediction is executed by the energy management device for a fuel cell vehicle based on a driving trajectory. Figure 2 An energy management device for a fuel cell vehicle based on a driving trajectory is provided in an embodiment of the present application, such as Figure 2 As shown, the energy management device based on driving trajectory prediction includes: a driving condition acquisition module 1041, a power battery state acquisition module 1042, a power control module 1043 and an energy distribution module 1044, and the energy distribution module 1044 includes: a fuel cell control module and a braking energy recovery module. The driving condition acquisition module 1041, the power battery state acquisition module 1042, the fuel cell control module and the braking energy recovery module are respectively connected to the power control module 1043. The fuel cell control module is connected to the fuel cell 103 in communication, and the braking energy recovery module is connected to the power battery 102 in communication.

[0028] Among them, the driving condition acquisition module 1041 is used to obtain the downhill section in the target driving trajectory of the target fuel cell vehicle and the slope data of the downhill section. The driving condition acquisition module 1041 also includes: a positioning module, a map module and a slope data acquisition module. The positioning module is used to obtain the current position of the target fuel cell vehicle. The map module is used to determine the target driving trajectory according to the preset starting point and end point, and obtain the operating condition data of the target driving trajectory. The slope data acquisition module is used to extract the downhill section from the target driving trajectory according to the operating condition data of the target driving trajectory, and obtain the slope data of the downhill section.

[0029] The power battery state acquisition module 1042 is used to obtain the current state of charge parameters of the power battery in the target fuel cell vehicle. The power battery state acquisition module 1042 is in communication connection with the power battery 102 .

[0030] The power control module 1043 is used to determine the energy allocation strategy of the target fuel cell vehicle in the process of driving from the current position to the downhill end point of the downhill section according to the predicted state of charge parameters, the slope length and slope of the downhill section. The power control module 1043 also includes: a cruising range calculation module and an energy allocation module (not shown in the figure), the cruising range calculation module is used to predict the predicted state of charge parameters of the power battery when the target fuel cell vehicle drives to the downhill starting point of the downhill section according to the current position of the target fuel cell vehicle, the current state of charge parameters of the power battery in the target fuel cell vehicle and the position of the downhill section. The energy allocation module is used to determine the energy allocation strategy of the target fuel cell vehicle in the process of driving from the current position to the downhill end point of the downhill section according to the predicted state of charge parameters, the slope length and slope of the downhill section.

[0031] The energy distribution module 1044 is used to control the fuel cell and power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy. Among them, the fuel cell control module in the energy distribution module 1044 is used to control the fuel cell on the target fuel cell vehicle, and the brake energy recovery module is used to control the power battery on the target fuel cell vehicle. The fuel cell control module also includes: a fuel cell status acquisition module and a fuel cell start-stop control module. The fuel cell status acquisition module is used to monitor the fuel gas supply system corresponding to the fuel cell to obtain the remaining fuel, fault status, working status, etc. of the fuel cell. Taking hydrogen fuel cells as an example, the fuel gas supply system is a hydrogen supply system. The fuel cell start-stop control module is used to control the start and stop of the fuel cell on the target fuel cell vehicle.

[0032] The energy management method executed in the vehicle control device is described below with reference to the accompanying drawings. Figure 3A schematic diagram of a flow chart of an energy management method based on driving trajectory prediction provided in an embodiment of the present application, such as Figure 3 As shown, the method includes: Step 301: Acquire a downhill section and the slope data of the downhill section in a target driving trajectory of a target fuel cell vehicle.

[0033] The slope data of the downhill section includes: the number of downhill sections, the position of each downhill section, the length and slope of the downhill section. The position of the downhill section includes: the coordinates of the downhill starting point and the coordinates of the downhill ending point. The length of the downhill section is the actual distance from the coordinates of the downhill starting point to the coordinates of the downhill ending point. The slope of the downhill section is the ratio of the vertical distance to the horizontal distance between the coordinates of the downhill starting point and the coordinates of the downhill ending point.

[0034] Optionally, according to the starting coordinates and the end coordinates of the target fuel cell vehicle, the track with the highest driving frequency or the track with the shortest driving time between the starting coordinates and the end coordinates is used as the target driving track, the working condition data in the target driving track is determined, and the downhill section and the slope data of the downhill section are determined from the working condition data in the target driving track. Among them, the starting coordinates and the end coordinates of the vehicle can be coordinates selected by the driver input externally. The map module can be implemented based on a preset map application.

[0035] Step 302: predict the predicted state of charge parameters of the power battery when the target fuel cell vehicle reaches the downhill starting point of the downhill section based on the current position of the target fuel cell vehicle, the current state of charge parameters of the power battery in the target fuel cell vehicle, and the position of the downhill section.

[0036] Optionally, the current position of the target fuel cell vehicle, the position of the downhill section, and the current state of charge parameters of the power battery in the target fuel cell vehicle are determined. The distance when the target fuel cell vehicle travels to the downhill starting point of the downhill section is predicted based on the current position of the target fuel cell vehicle and the position of the downhill section. The predicted state of charge parameters of the power battery when the target fuel cell vehicle travels to the downhill starting point of the downhill section are predicted based on the predicted distance and the current state of charge parameters of the power battery in the target fuel cell vehicle.

[0037] Step 303: Determine the energy distribution strategy for the target fuel cell vehicle during the process of traveling from the current position to the downhill end point of the downhill section according to the predicted state of charge parameters, the length and the slope of the downhill section.

[0038] Among them, the energy distribution strategy is used to control the opening and closing of the fuel cell, and whether the power battery turns on braking energy recovery.

[0039] Optionally, the energy consumption of the downhill section is determined according to the length and slope of the downhill section, and the energy distribution strategy of the target fuel cell vehicle during the process of traveling from the current position to the downhill end point of the downhill section is determined according to the energy consumption of the downhill section and the predicted state of charge parameters.

[0040] Step 304: Control the fuel cell and the power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy.

[0041] Optionally, the fuel cell and the power battery on the target fuel cell vehicle are controlled to distribute energy according to the energy distribution strategy. Specifically, the start and stop of the fuel cell on the target fuel cell vehicle and whether the power battery on the target fuel cell vehicle starts braking energy recovery are controlled according to the energy distribution strategy.

[0042] In an embodiment of the present application, by obtaining the downhill section and the slope data of the downhill section in the target driving trajectory of the target fuel cell vehicle, according to the current position of the target fuel cell vehicle, the current state of charge parameter of the power battery in the target fuel cell vehicle and the position of the downhill section, the predicted state of charge parameter of the power battery when the target fuel cell vehicle travels to the downhill starting point of the downhill section is predicted. According to the predicted state of charge parameter, the slope length and slope of the downhill section, the energy distribution strategy in the process of the target fuel cell vehicle traveling from the current position to the downhill end point of the downhill section is determined. According to the energy distribution strategy, the fuel cell and the power battery on the target fuel cell vehicle are controlled to distribute energy. The present application can be combined with the information of the downhill section on the target driving trajectory, as well as the current position, to predict the power battery, obtain the predicted state of charge parameter, and then determine the corresponding energy distribution strategy based on the predicted state of charge parameter and the information of the downhill section, so as to realize the dynamic energy distribution of the fuel cell and the power battery, reduce the number of starts and stops of the hydrogen fuel cell, avoid the frequent start and stop of the fuel cell, improve the life of the fuel cell, and maximize the energy utilization to extend the cruising range.

[0043] Based on the above embodiments, the present application also provides a process for obtaining downhill section information in an energy management method based on driving trajectory prediction. Figure 4 A schematic diagram of a process for obtaining downhill section information in an energy management method based on driving trajectory prediction provided in an embodiment of the present application is shown in FIG. Figure 4 As shown, in the above step 301, the downhill section and the slope data of the downhill section in the target driving trajectory of the target fuel cell vehicle are obtained, including: Step 401: determine a target driving trajectory according to a preset starting point and end point, and obtain operating condition data of the target driving trajectory.

[0044] Optionally, multiple trajectories between the preset starting point and the preset end point are determined according to the preset starting point and the preset end point. The trajectory with the highest driving frequency among the multiple trajectories is determined as the target driving trajectory; or the trajectory with the shortest driving time among the multiple trajectories is determined as the target driving trajectory. After determining the target driving trajectory, the operating condition data on the target driving trajectory is obtained.

[0045] Step 402: extract the downhill section from the target driving trajectory according to the working condition data of the target driving trajectory, and obtain the slope data of the downhill section.

[0046] Optionally, according to the working condition data of the target driving trajectory, a downhill section is extracted from the target driving trajectory, and the position, length and slope of the downhill section are obtained as the slope data of the downhill section.

[0047] In the embodiment of the present application, the target driving trajectory is determined according to the preset starting point and end point, and the working condition data of the target driving trajectory is obtained. According to the working condition data of the target driving trajectory, the downhill section is extracted from the target driving trajectory to obtain the slope information of the downhill section. The present application can more accurately determine the slope information of the downhill section, thereby improving the accuracy of the predicted state of charge parameters.

[0048] Based on the above embodiments, the present application also provides a process for determining predicted state of charge parameters in an energy management method based on driving trajectory prediction. Figure 5 A schematic diagram of a process for determining predicted state of charge parameters in an energy management method based on driving trajectory prediction provided in an embodiment of the present application, such as Figure 5 As shown, in the above step 302, based on the current position of the target fuel cell vehicle, the current state of charge parameter of the power battery in the target fuel cell vehicle, and the position of the downhill section, the predicted state of charge parameter of the power battery when the target fuel cell vehicle travels to the downhill starting point of the downhill section is predicted, including: Step 501: Calculate the predicted distance between the current position and the downhill starting point of the downhill section according to the current position of the target fuel cell vehicle and the position of the downhill section.

[0049] Optionally, the coordinates of the current position of the target fuel cell vehicle and the coordinates of the downhill starting point in the position of the downhill section are determined. Based on the coordinates of the current position of the target fuel cell vehicle and the coordinates of the downhill starting point, the predicted distance between the current position and the downhill starting point of the downhill section is determined from the target driving trajectory.

[0050] Step 502: According to the predicted distance and the current state of charge parameter, a predicted state of charge parameter is predicted.

[0051] The current state of charge parameter may be S0. Specifically, S0 is determined according to the state of the power battery, and the predicted state of charge parameter may be SA.

[0052] Optionally, if there is no uphill section between the current position and the downhill starting point of the downhill section, the state of charge parameter SA is predicted based on the predicted distance, the current state of charge parameter S0 and the average speed of the target fuel cell vehicle.

[0053] Optionally, if there is an uphill section between the current position and the downhill starting point of the downhill section, the state of charge parameter SA is predicted based on the predicted distance, the current state of charge parameter S0, the average speed of the target fuel cell vehicle, and the energy consumption of the uphill section. The energy consumption of the uphill section is calculated based on the average speed of the target fuel cell vehicle and the slope data of the uphill section.

[0054] In the embodiment of the present application, according to the current position of the target fuel cell vehicle and the position of the downhill section, the predicted distance between the current position and the downhill starting point of the downhill section is calculated, and the predicted state of charge parameter is predicted based on the predicted distance and the current state of charge parameter. The present application ensures the accuracy of the predicted state of charge parameter, thereby improving the accuracy of the energy allocation strategy and improving the fuel management efficiency of the target fuel cell vehicle.

[0055] Based on the above embodiments, the present application also provides a process for determining an energy allocation strategy in an energy management method based on driving trajectory prediction. Figure 6 A schematic diagram of a flow chart for determining an energy allocation strategy in an energy management method based on driving trajectory prediction provided in an embodiment of the present application, such as Figure 6 As shown, before the above step 303 determines the energy distribution strategy of the target fuel cell vehicle during the process of driving from the current position to the downhill end point of the downhill section according to the predicted state of charge parameters, the slope length and slope of the downhill section, the method also includes: Step 601: Determine the type of the downhill section according to the length and slope of the downhill section.

[0056] Among them, different types of downhill sections have different braking recovery energies.

[0057] For example, when the downhill section is long and the slope is steep, the braking recovery energy of the category corresponding to the downhill section is high; when the downhill section is long and the slope is gentle, the braking recovery energy of the category corresponding to the downhill section is low. The specific amount is determined based on actual conditions, and the embodiment of the present application does not impose any restrictions on this.

[0058] In the above step 303, the energy allocation strategy for the target fuel cell vehicle during the process of driving from the current position to the downhill end point of the downhill section is determined according to the predicted state of charge parameter, the slope length and the slope of the downhill section, including: Step 602: Determine an energy distribution strategy based on the predicted state of charge parameters and the type of the downhill section.

[0059] In the embodiment of the present application, the type of the downhill section is determined according to the length and slope of the downhill section, and the energy allocation strategy is determined according to the predicted state of charge parameters and the type of the downhill section. The prediction of the state of charge parameters and the type of the downhill section in the present application avoids frequent start and stop of the fuel cell, thereby increasing the life of the fuel cell.

[0060] Based on the above embodiment, the present application further provides a process for determining the category of a downhill section in an energy management method based on driving trajectory prediction. In the above step 601, the category of the downhill section is determined according to the length and slope of the downhill section, including: If the slope of the downhill section is greater than the first preset slope length threshold, and the slope of the downhill section is greater than the first preset slope threshold, the category is determined to be the first category, and the estimated braking recovery energy corresponding to the first category is greater than or equal to the first preset energy threshold.

[0061] Among them, the first category of downhill sections is the downhill section with the maximum braking energy recovery. The first preset slope threshold can be X2, X2 can be 1000 meters, the first preset slope threshold can be ß, ß can be 35 degrees, and the specific value can be determined based on information such as the volume of the target fuel cell vehicle, and the embodiment of the present application does not limit this. The first preset energy threshold can be Q2, and the first preset energy threshold Q2 is determined based on the volume of the target fuel cell vehicle and the target driving trajectory, and the embodiment of the present application does not limit this.

[0062] Optionally, if the slope of the downhill section is greater than the first preset slope threshold X2, and the slope of the downhill section is greater than the first preset slope threshold ß, the category is determined to be the first category, and the estimated braking recovery energy corresponding to the first category is greater than or equal to the first preset energy threshold Q2.

[0063] If the slope of the downhill section is longer than the first preset slope length threshold, and the slope of the downhill section is greater than the second preset slope threshold but less than the first preset slope threshold, the category is determined to be the second category, and the estimated braking recovery energy corresponding to the second category is less than the first preset energy threshold and greater than or equal to the second preset energy threshold.

[0064] Among them, the second preset slope threshold can be α, α can be 16 degrees, and the specific value is determined according to information such as the volume of the target fuel cell vehicle, and the embodiment of the present application does not limit this. The second preset energy threshold can be Q1, and the second preset energy threshold Q1 is determined according to the volume of the target fuel cell vehicle and the target driving trajectory, and the embodiment of the present application does not limit this. The first preset energy threshold Q2 is greater than the second preset energy threshold Q1, and the second preset energy threshold Q1 is determined according to the volume of the target fuel cell vehicle and the target driving trajectory, and the embodiment of the present application does not limit this.

[0065] Optionally, if the slope of the downhill section is greater than the first preset slope length threshold X2, and the slope of the downhill section is greater than the second preset slope threshold α, but less than the first preset slope threshold ß, then the category is determined to be the second category, and the estimated braking recovery energy corresponding to the second category is less than the first preset energy threshold Q2 and greater than or equal to the second preset energy threshold Q1.

[0066] If the slope length of the downhill section is less than the first preset slope length threshold but greater than the second preset slope length threshold, and the slope of the downhill section is greater than the first preset slope threshold, the category is determined to be the second category.

[0067] Among them, the second preset slope length threshold may be X1, and X1 may be 300 meters. The specific value is determined according to information such as the volume of the target fuel cell vehicle, and the embodiment of the present application does not impose any limitation on this.

[0068] Optionally, if the slope length of the downhill section is less than the first preset slope length threshold value X2 but greater than the second preset slope length threshold value X1, and the slope of the downhill section is greater than the first preset slope threshold value ß, the category is determined to be the second category.

[0069] If the slope length of the downhill section is less than the second preset slope length threshold, or the slope of the downhill section is less than the second preset slope threshold, the category is determined to be the third category, and the estimated braking recovery energy corresponding to the third category is less than the second preset energy threshold.

[0070] Optionally, if the slope length of the downhill section is less than the second preset slope length threshold X1, or the slope of the downhill section is less than the second preset slope threshold α, the category is determined to be the third category, and the estimated braking recovery energy corresponding to the third category is less than the second preset energy threshold Q1.

[0071] In an embodiment of the present application, the type of the downhill section is determined based on the length and slope of the downhill section, thereby determining the turning on and off of the power battery energy recovery and the start and stop of the fuel cell, which can improve the energy recovery efficiency of the target fuel cell vehicle and optimize the service life of the fuel cell.

[0072] Based on the above embodiments, the present application also provides a process of a first energy allocation strategy in an energy management method based on driving trajectory prediction. Figure 7 A schematic diagram of a flow chart of a first energy allocation strategy in an energy management method based on driving trajectory prediction provided in an embodiment of the present application, such as Figure 7 As shown, in the above step 602, according to the predicted state of charge parameter and the type of the downhill section, the energy distribution strategy is determined, including: Step 701: If the category of the downhill section is the first category, and the predicted state of charge parameter is greater than a first preset state of charge threshold, determine that the energy allocation strategy is the first strategy.

[0073] Among them, the first preset state of charge threshold can be 30%.

[0074] Optionally, if the category of the downhill section is the first category, it means that the downhill section has a long slope and a steep slope. When the target fuel cell vehicle reaches the starting point of the downhill section, the predicted state of charge parameter is greater than the SA first preset state of charge threshold. At this time, the power battery can support the target fuel cell vehicle to complete the downhill section, and the energy allocation strategy is determined to be the first strategy.

[0075] In the above step 304, according to the energy distribution strategy, the fuel cell and the power battery on the target fuel cell vehicle are controlled to distribute energy, including: Step 702: According to the first strategy, the target fuel cell vehicle is controlled to not start the fuel cell from the current position, and only the power battery provides driving energy. When reaching the downhill starting point, the braking energy recovery function is turned on to recover the braking energy to the power battery.

[0076] Optionally, when the energy allocation strategy is the first strategy, the power battery can support the target fuel cell vehicle to travel to the end point of the downhill section, and then ensure the normal travel of the target fuel cell vehicle. Therefore, the target fuel cell vehicle is controlled to not start the fuel cell from the current position, and only the power battery provides driving energy. When reaching the downhill starting point, the braking energy recovery function is turned on to recover the braking energy to the power battery.

[0077] For example, Figure 8 The energy control schematic diagram of the first target vehicle provided in the embodiment of the present application is as follows: Figure 8As shown, based on the current position of the target vehicle, the position of the downhill starting point of the downhill section, and the current state of charge parameter S0 of the power battery in the target fuel cell vehicle, it is determined that the predicted state of charge parameter SA of the target vehicle at the downhill starting point of the downhill section is greater than or equal to 30% of the first preset state of charge threshold value, then the target fuel cell vehicle does not start the fuel cell, and only the power battery provides driving energy, and the braking energy recovery function is turned on when reaching the downhill starting point to recover the braking energy to the power battery.

[0078] Based on the above embodiments, the present application also provides a process of a second energy allocation strategy in an energy management method based on driving trajectory prediction. Fig. 9 A schematic diagram of a flow chart of a second energy allocation strategy in an energy management method based on driving trajectory prediction provided in an embodiment of the present application, such as Fig. 9 As shown, in the above step 602, according to the predicted state of charge parameter and the type of the downhill section, the energy distribution strategy is determined, including: Step 901: If the category of the downhill section is the first category, and the predicted state of charge parameter is less than a first preset state of charge threshold, determine that the energy allocation strategy is the second strategy.

[0079] Among them, the second preset state of charge threshold can be 40%.

[0080] Optionally, if the category of the downhill section is the first category, it means that the downhill section has a long slope and a steep slope. When the target fuel cell vehicle reaches the starting point of the downhill section, the predicted state of charge parameter SA is less than the first preset state of charge threshold. At this time, the power battery cannot support the target fuel cell vehicle to travel to the downhill section, and the target fuel cell vehicle needs to be powered by the fuel cell during driving, so the energy allocation strategy is determined to be the second strategy.

[0081] In the above step 304, according to the energy distribution strategy, the fuel cell and the power battery on the target fuel cell vehicle are controlled to distribute energy, including: Step 902, according to the second strategy, the target fuel cell vehicle is controlled to be provided with driving energy only by the power battery starting from the current position, the fuel cell is started when the charge state parameter of the power battery drops to the second preset charge state threshold, the fuel cell and the power battery are provided with driving energy, and the braking energy recovery function is turned on when the downhill starting point is reached to recover the braking energy to the power battery, so that the fuel cell is controlled to be turned off when the charge state parameter of the power battery reaches the third preset charge state parameter threshold.

[0082] Among them, the third preset state of charge threshold can be 60%.

[0083] Optionally, when the energy allocation strategy is the second strategy, the power battery may not be able to support the normal driving of the target fuel cell vehicle after it reaches the end point of the downhill section. Therefore, the target fuel cell vehicle is controlled to be provided with driving energy only by the power battery from the current position, and the fuel cell is started when the state of charge parameter S0 of the power battery drops to the second preset state of charge threshold, and the fuel cell and the power battery provide driving energy, and the braking energy recovery function is turned on when the downhill starting point is reached to recover the braking energy to the power battery, so that the fuel cell is controlled to be turned off when the state of charge parameter S0 of the power battery reaches the third preset state of charge parameter threshold.

[0084] For example, Fig.10 The energy control schematic diagram of the second target vehicle provided in the embodiment of the present application is as follows: Fig.10 As shown, according to the current position of the target vehicle, the position of the downhill starting point of the downhill section, and the current state of charge parameter S0 of the power battery in the target fuel cell vehicle, it is determined that the predicted state of charge parameter SA of the downhill starting point of the target vehicle at the downhill section is less than the first preset state of charge threshold of 30%, and then when the state of charge parameter S0 of the target fuel cell vehicle reaches the second preset state of charge threshold of 40%, the fuel cell is started. When the target fuel cell vehicle travels to the downhill starting point of the downhill section, the braking energy recovery function is turned on to recover the braking energy to the power battery, so that when the state of charge parameter S0 of the power battery reaches the third preset state of charge threshold of 60%, the fuel cell is controlled to be turned off.

[0085] Based on the above embodiments, the present application also provides a process of a third energy allocation strategy in an energy management method based on driving trajectory prediction. Fig.11 A schematic diagram of a flow chart of a third energy allocation strategy in an energy management method based on driving trajectory prediction provided in an embodiment of the present application, such as Fig.11 As shown, in the above step 602, according to the predicted state of charge parameter and the type of the downhill section, the energy distribution strategy is determined, including: Step 1101: If the category of the downhill section is the second category, and the predicted state of charge parameter is greater than the second preset state of charge threshold, determine that the energy allocation strategy is the third strategy.

[0086] Optionally, when the category of the downhill section is the second category, the downhill section has a long slope or a steep slope. When the target fuel cell vehicle reaches the starting point of the downhill section, the predicted state of charge parameter SA is greater than the second preset state of charge threshold. At this time, the power battery can support the target fuel cell vehicle to complete the downhill section, and the energy allocation strategy is determined to be the third strategy.

[0087] In the above step 304, according to the energy distribution strategy, the fuel cell and the power battery on the target fuel cell vehicle are controlled to distribute energy, including: Step 1102: According to the third strategy, the target fuel cell vehicle is controlled to not start the fuel cell from the current position, and only the power battery provides driving energy. When reaching the downhill starting point, the braking energy recovery function is turned on to recover the braking energy to the power battery.

[0088] Optionally, when the energy allocation strategy is the third strategy, the power battery can support the target fuel cell vehicle to travel to the end point of the downhill section and ensure the normal driving of the target fuel cell vehicle. Therefore, the target fuel cell vehicle is controlled not to start the fuel cell from the current position, and only the power battery provides driving energy. When reaching the starting point of the downhill section, the braking energy recovery function is turned on to recover the braking energy to the power battery.

[0089] For example, Fig.12 The energy control schematic diagram of the third target vehicle provided in the embodiment of the present application is as follows: Fig.12 As shown, based on the current position of the target vehicle, the position of the downhill starting point of the downhill section, and the current state of charge parameter S0 of the power battery in the target fuel cell vehicle, it is determined that the predicted state of charge parameter SA of the target vehicle at the downhill starting point of the downhill section is greater than or equal to a second preset state of charge threshold value of 40%. In this case, the target fuel cell vehicle does not start the fuel cell, and only the power battery provides driving energy. When the downhill starting point is reached, the braking energy recovery function is turned on to recover the braking energy to the power battery.

[0090] Based on the above embodiments, the present application also provides a process of a fourth energy allocation strategy in an energy management method based on driving trajectory prediction. Fig.13 A schematic diagram of a fourth energy allocation strategy in an energy management method based on driving trajectory prediction provided in an embodiment of the present application, such as Fig.13 As shown, in the above step 602, according to the predicted state of charge parameter and the type of the downhill section, the energy distribution strategy is determined, including: Step 1301: If the category of the downhill section is the second category, and the predicted state of charge parameter is less than the second preset state of charge threshold, determine that the energy allocation strategy is the fourth strategy.

[0091] Optionally, if the category of the downhill section is the second category, it means that the downhill section meets one of the conditions of a long slope or a steep slope. When the target fuel cell vehicle reaches the starting point of the downhill section, the predicted state of charge parameter SA is less than the second preset state of charge threshold. At this time, the power battery cannot support the target fuel cell vehicle to travel to the downhill section, and the target fuel cell vehicle needs to be powered by a fuel cell during driving, and the energy allocation strategy is determined to be the fourth strategy.

[0092] In the above step 304, according to the energy distribution strategy, the fuel cell and the power battery on the target fuel cell vehicle are controlled to distribute energy, including: Step 1302, according to the fourth strategy, the target fuel cell vehicle is controlled to be provided with driving energy only by the power battery starting from the current position, the fuel cell is started to provide driving energy by the fuel cell and the power battery when the charge state parameter of the power battery drops to the third preset charge state threshold, and the braking energy recovery function is turned on when the downhill starting point is reached to recover the braking energy to the power battery, so that the fuel cell is controlled to be turned off when the charge state parameter of the power battery reaches the fourth preset charge state parameter threshold.

[0093] Among them, the fourth preset state of charge threshold can be 80%.

[0094] Optionally, when the energy allocation strategy is the fourth strategy, the power battery may not be able to support the normal driving of the target fuel cell vehicle after it reaches the end point of the downhill section. Therefore, the target fuel cell vehicle is controlled to be provided with driving energy only by the power battery from the current position, and the fuel cell is started when the state of charge parameter S0 of the power battery drops to the third preset state of charge threshold value, and the fuel cell is started to provide driving energy by the fuel cell and the power battery, and the braking energy recovery function is turned on when the downhill starting point is reached to recover the braking energy to the power battery, so that the fuel cell is controlled to be turned off when the state of charge parameter S0 of the power battery reaches the fourth preset state of charge parameter threshold value.

[0095] For example, Fig.14 The energy control schematic diagram of the fourth target vehicle provided in the embodiment of the present application is as follows: Fig.14 As shown, according to the current position of the target vehicle, the position of the downhill starting point of the downhill section, and the current state of charge parameter S0 of the power battery in the target fuel cell vehicle, it is determined that the predicted state of charge parameter SA of the downhill starting point of the target vehicle at the downhill section is less than the second preset state of charge threshold value of 40%, and then when the state of charge parameter S0 of the target fuel cell vehicle reaches the third preset state of charge threshold value of 60%, the fuel cell is started. When the target fuel cell vehicle travels to the downhill starting point of the downhill section, the braking energy recovery function is turned on to recover the braking energy to the power battery, so that when the state of charge parameter S0 of the power battery reaches the fourth preset state of charge threshold value of 80%, the fuel cell is controlled to be turned off.

[0096] Based on the above embodiments, the present application also provides a process of a fifth energy allocation strategy in an energy management method based on driving trajectory prediction. Fig.15 A schematic diagram of a fifth energy allocation strategy in an energy management method based on driving trajectory prediction provided in an embodiment of the present application is shown in FIG. Fig.15As shown, in the above step 602, according to the predicted state of charge parameter and the type of the downhill section, the energy distribution strategy is determined, including: Step 1501: If the category of the downhill section is the third category, determine that the energy allocation strategy is the fifth strategy.

[0097] Optionally, when the category of the downhill section is the third category, the downhill section has a shorter slope and a gentler slope. At this time, it is not necessary to determine the predicted state of charge parameter of the target fuel cell vehicle at the downhill starting point of the downhill section. When the power battery cannot support the target fuel cell vehicle to complete the downhill section, the energy allocation strategy is determined to be the fifth strategy.

[0098] In the above step 304, according to the energy distribution strategy, the fuel cell and the power battery on the target fuel cell vehicle are controlled to distribute energy, including: Step 1502, according to the fifth strategy, control the target fuel cell vehicle to be provided with driving energy only by the power battery starting from the current position, start the fuel cell when the charge state parameter of the power battery drops to the third preset charge state threshold value, and use the fuel cell and the power battery to provide driving energy, and turn on the braking energy recovery function when reaching the starting point of the downhill slope to recover the braking energy to the power battery.

[0099] Optionally, when the energy allocation strategy is the fifth strategy, the power battery may not be able to support the normal driving of the target fuel cell vehicle after it reaches the end point of the downhill section. Therefore, the target fuel cell vehicle is controlled to be provided with driving energy only by the power battery from the current position, and the fuel cell is started when the state of charge parameter S0 of the power battery drops to the third preset state of charge threshold value, and the fuel cell and the power battery are used to provide driving energy, and the braking energy recovery function is turned on when the downhill starting point is reached to recover the braking energy to the power battery.

[0100] For example, Fig.16 The energy control schematic diagram of the fifth target vehicle provided in the embodiment of the present application is as follows: Fig.16 As shown, when the state of charge parameter of the target fuel cell vehicle reaches the third preset state of charge threshold of 60%, the fuel cell is started, and the fuel cell and the power battery provide driving energy. When the target fuel cell vehicle travels to the downhill starting point of the downhill section, the braking energy recovery function is turned on to recover the braking energy to the power battery.

[0101] In an embodiment of the present application, the corresponding energy distribution strategy is determined according to the type of downhill section and the predicted state of charge parameter of the target fuel cell, and the fuel cell and power battery on the target fuel cell vehicle are controlled to distribute energy according to the energy distribution strategy. The energy distribution strategy can maximize the recovery of kinetic energy when going downhill, reduce the load of the fuel cell, and thus improve the energy utilization efficiency of the entire system. At the same time, the start and stop of the fuel cell can be reduced, the loss of the fuel cell can be reduced, and the service life of the fuel cell can be extended.

[0102] The embodiment of the present application also provides a vehicle control device, Fig.17 A schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application is shown in FIG. Fig.17 As shown, the vehicle control device includes: a processor 1701, a memory 1702, and optionally, a bus 1703. The memory 1702 stores machine-readable instructions executable by the processor 1701. When the vehicle control device is running, the processor 1701 communicates with the memory 1702 via the bus 1703. When the machine-readable instructions are executed by the processor 1701, the steps of the energy management method based on driving trajectory prediction are executed.

[0103] An embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned energy management method based on driving trajectory prediction are executed.

[0104] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, the specific working process of the system and device described above can refer to the corresponding process in the method embodiment, and will not be repeated in this application. In the several embodiments provided in this application, it should be understood that the disclosed system, device and method can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the modules is only a logical function division. There may be other division methods in actual implementation. For example, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0105] In addition, each functional unit in each embodiment of the present application can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention is essentially or part of the technical solution that contributes to the prior art or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, RandomAccess Memory), disk or optical disk and other media that can store program code.

[0106] The above are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be covered by the protection scope of the present application.

Claims

1. An energy management method based on driving trajectory prediction, characterized in that: Applied to a vehicle control device, the method comprises: Acquire a downhill section in a target driving trajectory of a target fuel cell vehicle and slope data of the downhill section; the slope data of the downhill section includes: a position of the downhill section, a slope length and a slope of the downhill section; According to the current position of the target fuel cell vehicle, the current state of charge parameter of the power battery in the target fuel cell vehicle and the position of the downhill section, predicting the predicted state of charge parameter of the power battery when the target fuel cell vehicle travels to the downhill starting point of the downhill section; Determining an energy allocation strategy for the target fuel cell vehicle during the process of traveling from the current position to the downhill end point of the downhill section according to the predicted state of charge parameter, the length and the slope of the downhill section; According to the energy distribution strategy, the fuel cell and the power battery on the target fuel cell vehicle are controlled to distribute energy.

2. The method according to claim 1, characterized in that The step of obtaining the downhill section in the target driving trajectory of the target fuel cell vehicle and the slope data of the downhill section includes: Determine the target driving trajectory according to the preset starting point and end point, and obtain the working condition data of the target driving trajectory; According to the working condition data of the target driving trajectory, the downhill section is extracted from the target driving trajectory to obtain the slope information of the downhill section.

3. The method according to claim 1, characterized in that The predicting of the predicted state of charge parameter of the power battery when the target fuel cell vehicle travels to the downhill starting point of the downhill section according to the current position of the target fuel cell vehicle, the current state of charge parameter of the power battery in the target fuel cell vehicle, and the position of the downhill section includes: Calculating a predicted distance between the current position and a downhill starting point of the downhill section according to the current position of the target fuel cell vehicle and the position of the downhill section; The predicted state of charge parameter is predicted based on the predicted distance and the current state of charge parameter.

4. The method according to claim 1, characterized in that Before determining the energy distribution strategy of the target fuel cell vehicle during the process of driving from the current position to the downhill end point of the downhill section according to the predicted state of charge parameter, the slope length and the slope of the downhill section, the method further includes: Determining the category of the downhill section according to the length and the gradient of the downhill section, where different categories have different braking recovery energies; The step of determining the energy allocation strategy of the target fuel cell vehicle during the process of traveling from the current position to the downhill end point of the downhill section according to the predicted state of charge parameter, the length and the slope of the downhill section, comprises: The energy allocation strategy is determined according to the predicted state of charge parameter and the type of the downhill section.

5. The method according to claim 4, characterized in that Determining the type of the downhill section according to the length and the gradient of the downhill section includes: If the slope length of the downhill section is greater than a first preset slope length threshold, and the slope of the downhill section is greater than a first preset slope threshold, the category is determined to be the first category, and the estimated braking recovery energy corresponding to the first category is greater than or equal to the first preset energy threshold; If the slope length of the downhill section is greater than the first preset slope length threshold, and the slope of the downhill section is greater than the second preset slope threshold but less than the first preset slope threshold, the category is determined to be the second category, and the estimated braking recovery energy corresponding to the second category is less than the first preset energy threshold and greater than or equal to the second preset energy threshold; If the slope length of the downhill section is less than the first preset slope length threshold but greater than the second preset slope length threshold, and the slope of the downhill section is greater than the first preset slope threshold, then the category is determined to be the second category; If the slope length of the downhill section is less than the second preset slope length threshold, or the slope of the downhill section is less than the second preset slope threshold, the category is determined to be the third category, and the estimated braking recovery energy corresponding to the third category is less than the second preset energy threshold.

6. The method according to claim 4, characterized in that The step of determining the energy allocation strategy according to the predicted state of charge parameter and the type of the downhill section includes: If the category of the downhill section is the first category, and the predicted state of charge parameter is greater than a first preset state of charge threshold, determining that the energy allocation strategy is the first strategy; The step of controlling the fuel cell and the power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy includes: According to the first strategy, the target fuel cell vehicle is controlled not to start the fuel cell from the current position, and only the power battery provides driving energy. When reaching the downhill starting point, the braking energy recovery function is turned on to recover the braking energy to the power battery.

7. The method according to claim 4, characterized in that The step of determining the energy allocation strategy according to the predicted state of charge parameter and the type of the downhill section includes: If the category of the downhill section is the first category, and the predicted state of charge parameter is less than a first preset state of charge threshold, determining that the energy allocation strategy is the second strategy; The step of controlling the fuel cell and the power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy includes: According to the second strategy, the target fuel cell vehicle is controlled to be provided with driving energy only by the power battery starting from the current position, the fuel cell is started to provide driving energy by the fuel cell and the power battery when the charge state parameter of the power battery drops to a second preset charge state threshold, and the braking energy recovery function is turned on when the downhill starting point is reached to recover the braking energy to the power battery, so that the fuel cell is controlled to be turned off when the charge state parameter of the power battery reaches a third preset charge state parameter threshold.

8. The method according to claim 4, characterized in that The step of determining the energy allocation strategy according to the predicted state of charge parameter and the type of the downhill section includes: If the category of the downhill section is the second category, and the predicted state of charge parameter is greater than a second preset state of charge threshold, determining that the energy allocation strategy is the third strategy; The step of controlling the fuel cell and the power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy includes: According to the third strategy, the target fuel cell vehicle is controlled not to start the fuel cell from the current position, and only the power battery provides driving energy. When reaching the downhill starting point, the braking energy recovery function is turned on to recover the braking energy to the power battery.

9. The method according to claim 4, characterized in that The step of determining the energy allocation strategy according to the predicted state of charge parameter and the type of the downhill section includes: If the category of the downhill section is the second category, and the predicted state of charge parameter is less than a second preset state of charge threshold, determining that the energy allocation strategy is the fourth strategy; The step of controlling the fuel cell and the power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy includes: According to the fourth strategy, the target fuel cell vehicle is controlled to be provided with driving energy only by the power battery starting from the current position, the fuel cell is started to provide driving energy by the fuel cell and the power battery when the charge state parameter of the power battery drops to a third preset charge state threshold, and the braking energy recovery function is turned on when the downhill starting point is reached to recover the braking energy to the power battery, so that the fuel cell is controlled to be turned off when the charge state parameter of the power battery reaches a fourth preset charge state parameter threshold.

10. The method according to claim 4, characterized in that The step of determining the energy allocation strategy according to the predicted state of charge parameter and the type of the downhill section includes: If the category of the downhill section is the third category, determining the energy allocation strategy to be the fifth strategy; The step of controlling the fuel cell and the power battery on the target fuel cell vehicle to distribute energy according to the energy distribution strategy includes: According to the fifth strategy, the target fuel cell vehicle is controlled to be provided with driving energy only by the power battery starting from the current position, the fuel cell is started to provide driving energy by the fuel cell and the power battery when the charge state parameter of the power battery drops to a third preset charge state threshold, and the braking energy recovery function is turned on when reaching the downhill starting point to recover the braking energy to the power battery.

11. A vehicle control device, characterized in that: include: A memory and a processor, wherein the memory stores a computer program that can be run on the processor, and when the processor executes the computer program, the steps of the energy management method based on driving trajectory prediction as described in any one of claims 1 to 10 are performed.

12. A computer-readable storage medium, characterized in that: The storage medium stores a computer program, and when the computer program is executed by the processor, the steps of the energy management method based on driving trajectory prediction described in any one of claims 1 to 10 are performed.

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