Energy Management Method, Vehicle Control Device and Medium Based on Driving Trajectory Prediction

Abstract

The present application provides an energy management method, a vehicle control device and a medium based on driving trajectory prediction, which relates to the technical field of vehicle management. Among them, the method includes: obtaining a downhill section in the target driving trajectory of the target fuel cell vehicle and the slope data of the downhill section; predicting the predicted state of charge parameter of the power battery 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; determining an energy distribution 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 according to the predicted state of charge parameter, the slope length and the slope of the downhill section; and controlling the fuel cell and the power battery on the target fuel cell vehicle to perform energy distribution according to the energy distribution strategy. The present application can avoid frequent start and stop of the fuel cell, improve the service life of the fuel cell, and improve the energy utilization rate.

Description

Technical Field

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

[0002] To address the energy crisis and environmental pollution caused by vehicle emissions, hydrogen energy vehicles have entered the market. On the premise of meeting the vehicle's power performance and driving range, 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, effectively achieving energy conservation and emission reduction.

[0003] Currently, by obtaining the predicted working conditions of a target vehicle, calculating the state of charge change of the power battery according to the predicted working conditions of the target vehicle, and using the control strategy corresponding to the path with the smallest change in battery state of charge as the optimal control strategy under the predicted working conditions.

[0004] However, the current control strategy does not consider the control strategy of the hybrid power battery and cannot control the power battery and the fuel cell simultaneously to extend the driving range of the hybrid vehicle and improve the life of the fuel cell. Summary of the Invention

[0005] The purpose of the present application is to provide, in view of the above deficiencies in the prior art, an energy management method, a vehicle control device, and a medium based on driving trajectory prediction. The present application can avoid frequent start-stop of the fuel cell, improve the life of the fuel cell, and enhance energy utilization efficiency.

[0006] To achieve the above object, the technical solutions adopted in the embodiments of the present application are as follows:

[0007] 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. The method includes:

[0008] Obtain the downhill section in the target driving trajectory of the 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 of the downhill section, and the slope;

[0009] 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, predict the predicted state of charge parameter of the power battery when the target fuel cell vehicle travels to the starting point of the downhill of the downhill section;

[0010] Determine the energy distribution strategy of the target fuel cell vehicle during the process of traveling from the current position to the end point of the downhill section according to the predicted state of charge parameter, the length and slope of the downhill section;

[0011] Control the fuel cell and the power battery on the target fuel cell vehicle to perform energy distribution according to the energy distribution strategy.

[0012] Optionally, the obtaining of the downhill section in the target driving trajectory of the target fuel cell vehicle and the slope information of the downhill section includes:

[0013] Determine the target driving trajectory according to the preset starting point and ending point, and obtain the working condition data of the target driving trajectory;

[0014] Extract the downhill section from the target driving trajectory according to the working condition data of the target driving trajectory to obtain the slope information of the downhill section.

[0015] Optionally, before determining the energy distribution strategy of the target fuel cell vehicle during the process of traveling from the current position to the end point of the downhill section according to the predicted state of charge parameter, the length and slope of the downhill section, the method further includes:

[0016] Calculate the predicted distance between the current position and the starting point of the downhill section of the downhill section according to the current position of the target fuel cell vehicle and the position of the downhill section;

[0017] Predict the predicted state of charge parameter according to the predicted distance and the current state of charge parameter.

[0018] Optionally, before determining the energy distribution strategy of the target fuel cell vehicle during the process of traveling from the current position to the end point of the downhill section according to the predicted state of charge parameter, the length and slope of the downhill section, the method further includes:

[0019] Determine the category of the downhill section according to the length and slope of the downhill section, and different categories have different braking recovery energies;

[0020] The determining of the energy distribution strategy of the target fuel cell vehicle during the process of traveling from the current position to the end point of the downhill section according to the predicted state of charge parameter, the length and slope of the downhill section includes:

[0021] Determine the energy distribution strategy according to the predicted state of charge parameter and the category of the downhill section.

[0022] Optionally, determining the category of the downhill section according to the length and gradient of the downhill section includes:

[0023] If the length of the downhill section is greater than a first preset length threshold and the gradient of the downhill section is greater than a first preset gradient threshold, determine that the category is the first category, and the predicted braking recovery energy corresponding to the first category is greater than or equal to a first preset energy threshold;

[0024] If the length of the downhill section is greater than the first preset length threshold and the gradient of the downhill section is greater than a second preset gradient threshold but less than the first preset gradient threshold, determine that the category is the second category, and the predicted braking recovery energy corresponding to the second category is less than the first preset energy threshold and greater than or equal to a second preset energy threshold;

[0025] If the length of the downhill section is less than the first preset length threshold but greater than a second preset length threshold, and the gradient of the downhill section is greater than the first preset gradient threshold, determine that the category is the second category;

[0026] If the length of the downhill section is less than the second preset length threshold, or the gradient of the downhill section is less than the second preset gradient threshold, determine that the category is the third category, and the predicted braking recovery energy corresponding to the third category is less than the second preset energy threshold.

[0027] Optionally, determining the energy distribution strategy according to the predicted state of charge parameter and the category of the downhill section includes:

[0028] 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 distribution strategy is the first strategy;

[0029] Controlling the energy distribution between the fuel cell and the power battery on the target fuel cell vehicle according to the energy distribution strategy includes:

[0030] According to the first strategy, control the target fuel cell vehicle to not start the fuel cell from the current position, and only the power battery provides the driving energy. When reaching the starting point of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery.

[0031] Optionally, determining the energy distribution strategy according to the predicted state of charge parameter and the category of the downhill section includes:

[0032] 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 distribution strategy is the second strategy;

[0033] According to the energy distribution strategy, controlling the fuel cell and the power battery on the target fuel cell vehicle to perform energy distribution includes:

[0034] According to the second strategy, controlling the target fuel cell vehicle to start providing driving energy only by the power battery from the current position, starting the fuel cell to provide driving energy by the fuel cell and the power battery when the state of charge parameter of the power battery drops to a second preset state of charge threshold, and turning on the braking energy recovery function when reaching the starting point of the downhill section to recover the braking energy to the power battery, so as to control the fuel cell to turn off when the state of charge parameter of the power battery reaches a third preset state of charge threshold.

[0035] Optionally, determining the energy distribution strategy according to the predicted state of charge parameter and the category of the downhill section includes:

[0036] 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, determining the energy distribution strategy as the third strategy;

[0037] According to the energy distribution strategy, controlling the fuel cell and the power battery on the target fuel cell vehicle to perform energy distribution includes:

[0038] According to the third strategy, controlling the target fuel cell vehicle not to start the fuel cell from the current position and only providing driving energy by the power battery, and turning on the braking energy recovery function when reaching the starting point of the downhill section to recover the braking energy to the power battery.

[0039] Optionally, determining the energy distribution strategy according to the predicted state of charge parameter and the category of the downhill section includes:

[0040] 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, determining the energy distribution strategy as the fourth strategy;

[0041] According to the energy distribution strategy, controlling the fuel cell and the power battery on the target fuel cell vehicle to perform energy distribution includes:

[0042] According to the fourth strategy, control the target fuel cell vehicle to start providing driving energy only by the power battery from the current position. When the state of charge parameter of the power battery drops to the third preset state of charge threshold, start the fuel cell to provide driving energy by the fuel cell and the power battery. When reaching the starting point of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery, and control the fuel cell to turn off when the state of charge parameter of the power battery reaches the fourth preset state of charge threshold.

[0043] Optionally, determining the energy distribution strategy according to the predicted state of charge parameter and the category of the downhill section includes:

[0044] If the category of the downhill section is the third category, determine the energy distribution strategy as the fifth strategy;

[0045] Controlling the energy distribution between the fuel cell and the power battery on the target fuel cell vehicle according to the energy distribution strategy includes:

[0046] According to the fifth strategy, control the target fuel cell vehicle to start providing driving energy only by the power battery from the current position. When the state of charge parameter of the power battery drops to the third preset state of charge threshold, start the fuel cell to provide driving energy by the fuel cell and the power battery. When reaching the starting point of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery.

[0047] 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 includes:

[0048] A driving condition acquisition module, configured to acquire a downhill section in the target driving trajectory of the target fuel cell vehicle and slope data of the downhill section; the slope data of the downhill section includes: the position of the downhill section, the slope length of the downhill section, and the slope;

[0049] A power battery state acquisition module, configured to predict the predicted state of charge parameter of the power battery of the target fuel cell vehicle when the target fuel cell vehicle travels to the starting point of the downhill section 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;

[0050] A power control module, configured to determine an energy distribution strategy for the target fuel cell vehicle during the process of traveling from the current position to the end point of the downhill section of the downhill section according to the predicted state of charge parameter, the slope length and slope of the downhill section;

[0051] An energy distribution module, configured to control the energy distribution between a fuel cell and a power battery on the target fuel cell vehicle according to the energy distribution strategy.

[0052] In a third aspect, another embodiment of the present application provides a vehicle control device, including: a processor, a storage medium, and a bus. The storage medium stores machine-readable instructions executable by the processor. When the vehicle control device runs, the processor communicates with the storage medium through the bus. 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 one of the first aspects above.

[0053] In a fourth aspect, another embodiment of the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is run by a processor, it performs the steps of the energy management method based on driving trajectory prediction as described in any one of the first aspects above.

[0054] In a fifth aspect, another embodiment of the present application provides a fuel cell vehicle, at least including: a vehicle body, a power battery, a fuel cell provided on the vehicle body, and the vehicle control device described in the third aspect above. The vehicle control device is communicatively connected to the power battery and the fuel cell respectively. 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 above.

[0055] The beneficial effects of the present application are as follows:

[0056] 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, and 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 starting point of the downhill section of the downhill section is predicted. According to the predicted state of charge parameter, the slope length and slope of the downhill section, an energy distribution strategy for the target fuel cell vehicle from the current position to the end point of the downhill section of the downhill section is determined. According to the energy distribution strategy, the energy distribution between the fuel cell and the power battery on the target fuel cell vehicle is controlled. The present application can combine the information of the downhill section on the target driving trajectory and 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 start-stop times of the fuel cell, avoid the frequent start-stop of the fuel cell, improve the service life of the fuel cell, and maximize the energy utilization rate to extend the cruising range. Description of the Drawings

[0057] To more clearly illustrate the technical solutions of the embodiments of the present application, the accompanying drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following accompanying drawings only show certain embodiments of the present application and should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other relevant accompanying drawings can also be obtained based on these drawings.

[0058] Figure 1 It is a schematic structural diagram of a fuel cell vehicle provided by an embodiment of the present application;

[0059] Figure 2 It is an energy management device for a fuel cell vehicle based on a driving trajectory provided by an embodiment of the present application;

[0060] Figure 3 It is a schematic flowchart of an energy management method based on driving trajectory prediction provided by an embodiment of the present application;

[0061] Figure 4 It is a schematic flowchart of obtaining downhill section information in an energy management method based on driving trajectory prediction provided by an embodiment of the present application;

[0062] Figure 5 It is a schematic flowchart of determining a predicted state of charge parameter in an energy management method based on driving trajectory prediction provided by an embodiment of the present application;

[0063] Figure 6 It is a schematic flowchart of determining an energy distribution strategy in an energy management method based on driving trajectory prediction provided by an embodiment of the present application;

[0064] Figure 7 It is a schematic flowchart of the first energy distribution strategy in an energy management method based on driving trajectory prediction provided by an embodiment of the present application;

[0065] Figure 8 It is a schematic diagram of the energy control of the first target vehicle provided by an embodiment of the present application;

[0066] Figure 9 It is a schematic flowchart of the second energy distribution strategy in an energy management method based on driving trajectory prediction provided by an embodiment of the present application;

[0067] Figure 10 It is a schematic diagram of the energy control of the second target vehicle provided by an embodiment of the present application;

[0068] Figure 11 It is a schematic flowchart of the third energy distribution strategy in an energy management method based on driving trajectory prediction provided by an embodiment of the present application;

[0069] Figure 12 It is a schematic diagram of the energy control of the third target vehicle provided by the embodiment of the present application;

[0070] Figure 13 It is a schematic flowchart of the fourth energy distribution strategy in an energy management method based on driving trajectory prediction provided by the embodiment of the present application;

[0071] Figure 14 It is a schematic diagram of the energy control of the fourth target vehicle provided by the embodiment of the present application;

[0072] Figure 15 It is a schematic flowchart of the fifth energy distribution strategy in an energy management method based on driving trajectory prediction provided by the embodiment of the present application;

[0073] Figure 16 It is a schematic diagram of the energy control of the fifth target vehicle provided by the embodiment of the present application;

[0074] Figure 17 It is a schematic diagram of the structure of a vehicle control device provided by the embodiment of the present application. Detailed implementation manners

[0075] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. It should be understood that the accompanying drawings in the present application are only for the purposes of illustration and description, and are not used to limit the protection scope of the present application. In addition, it should be understood that the schematic drawings are not drawn to actual scale. The flowcharts used in the present application illustrate the operations implemented according to some embodiments of the present application. It should be understood that the operations in the flowchart may not be implemented in sequence, and steps without logical context may be reversed or implemented simultaneously. In addition, those skilled in the art can add one or more other operations to the flowchart or remove one or more operations from the flowchart under the guidance of the content of the present application.

[0076] In addition, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application claimed, but only represents the selected embodiments of the present application. All other embodiments obtained by those skilled in the art based on the embodiments of the present application without creative efforts fall within the protection scope of the present application.

[0077] It should be noted that the term "including" will be used in the embodiments of the present application to indicate the existence of the features stated thereafter, but does not exclude the addition of other features.

[0078] To address the energy crisis and environmental pollution caused by vehicle emissions, fuel cell vehicles have entered the market. Among them, fuel cell vehicles can be hydrogen fuel cell vehicles. On the premise of meeting the vehicle's power performance, endurance, and driving range, hydrogen fuel cell vehicles can convert chemical energy from hydrogen and oxygen into electrical energy to provide power for the vehicle's driving, and the product is water, effectively achieving energy conservation and emission reduction. To maximize the utilization of the energy of hydrogen fuel cell vehicles to extend the driving range and at the same time address the problem of the impact of frequent start-stop of hydrogen fuel cells on the fuel cell life, the present application provides an energy management method based on driving trajectory prediction, which is applied to the vehicle control device of fuel cell vehicles. Figure 1 The following is a schematic structural diagram of a fuel cell vehicle provided by an embodiment of the present application, as Figure 1 shown, the fuel cell vehicle at least includes: a vehicle body 101, a power battery 102 disposed on the vehicle body 101, a fuel cell 103, and a vehicle control device 104. The power battery 102 and the fuel cell 103 are respectively communicatively connected to the vehicle control device 104. The vehicle control device 104 can perform energy distribution on the power battery 102 and the fuel cell 103 by executing the energy management method based on driving trajectory prediction provided by the embodiments 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 serves 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 serves 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 embodiments of the present application do not limit this. During the driving of the fuel cell vehicle body 101, the power battery 102 can supply power to the fuel cell vehicle body 101 alone, or the fuel cell 103 and the power battery 102 can supply power to the fuel cell vehicle body 101 together, or the power battery 102 and the fuel cell 103 can jointly supply power to the fuel cell vehicle body 101. The specific power supply method is determined according to the driving conditions of the fuel cell vehicle body 101.

[0079] Specifically, the vehicle control device includes an energy management device for fuel cell vehicles based on the driving trajectory, and the energy management method based on driving trajectory prediction is executed by the energy management device for fuel cell vehicles based on the driving trajectory. Figure 2 The following is an energy management device for fuel cell vehicles based on driving trajectory provided by an embodiment of the present application, as Figure 2As shown in the figure, 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. 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 communicatively connected to the fuel cell 103, and the braking energy recovery module is communicatively connected to the power battery 102.

[0080] 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 ending point, and obtain the working 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 working condition data of the target driving trajectory, and obtain the slope data of the downhill section.

[0081] The power battery state acquisition module 1042 is used to obtain the current state of charge parameter of the power battery in the target fuel cell vehicle. The power battery state acquisition module 1042 is communicatively connected to the power battery 102.

[0082] The power control module 1043 is used to determine 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 slope of the downhill section. The power control module 1043 also includes: a cruising range calculation module and an energy distribution module (not shown in the figure). The cruising range calculation module is 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. The energy distribution module is used to determine 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 slope of the downhill section.

[0083] The energy distribution module 1044 is used to control the energy distribution between the fuel cell and the power battery on the target fuel cell vehicle 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 braking energy recovery module is used to control the power battery on the target fuel cell vehicle. The fuel cell control module further includes: a fuel cell state acquisition module and a fuel cell start / stop control module. The fuel cell state acquisition module is used to monitor the fuel gas supply system corresponding to the fuel cell to obtain the remaining fuel amount, fault state, working state, etc. of the fuel cell. Taking a hydrogen fuel cell 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.

[0084] An example of the energy management method executed in the vehicle control device will be further described below with reference to the accompanying drawings. Figure 3 The following is a schematic flowchart of an energy management method based on driving trajectory prediction provided by an embodiment of the present application. As Figure 3 shown, the method includes:

[0085] Step 301, obtain the downhill sections in the target driving trajectory of the target fuel cell vehicle and the slope data of the downhill sections.

[0086] Among them, the slope data of the downhill sections includes: the number of downhill sections, and the positions, lengths, and slopes of each 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.

[0087] Optionally, according to the starting point coordinates and ending point coordinates of the target fuel cell vehicle, the trajectory with the highest driving frequency or the shortest driving time between the starting point coordinates and the ending point coordinates is used as the target driving trajectory, the working condition data in the target driving trajectory is determined, and the downhill sections and the slope data of the downhill sections are determined from the working condition data in the target driving trajectory. Among them, the starting point coordinates and ending point 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.

[0088] Step 302, predict the predicted state of charge parameter of the power battery on the target fuel cell vehicle 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.

[0089] Optionally, determine the current position of the target fuel cell vehicle, the position of the downhill section, and the current state of charge parameter of the power battery in the target fuel cell vehicle. Predict the distance when the target fuel cell vehicle travels to the starting point of the downhill section based on the current position of the target fuel cell vehicle and the position of the downhill section. Predict the predicted state of charge parameter of the power battery when the target fuel cell vehicle travels to the starting point of the downhill section according to the predicted distance and the current state of charge parameter of the power battery in the target fuel cell vehicle.

[0090] Step 303: Determine the energy distribution strategy during the process of the target fuel cell vehicle traveling from the current position to the end point of the downhill section based on the predicted state of charge parameter, the slope length and slope of the downhill section.

[0091] Among them, the energy distribution strategy is used to control the start and stop of the fuel cell and whether the power battery turns on the regenerative braking energy recovery.

[0092] Optionally, determine the energy consumption of the downhill section according to the slope length and slope of the downhill section, and determine the energy distribution strategy during the process of the target fuel cell vehicle traveling from the current position to the end point of the downhill section according to the energy consumption of the downhill section and the predicted state of charge parameter.

[0093] Step 304: Control the energy distribution of the fuel cell and the power battery on the target fuel cell vehicle according to the energy distribution strategy.

[0094] Optionally, control the energy distribution of the fuel cell and the power battery on the target fuel cell vehicle according to the energy distribution strategy. Specifically, control 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 turns on the regenerative braking energy recovery respectively according to the energy distribution strategy.

[0095] In an embodiment of the present application, by obtaining a downhill section in the target driving trajectory of a target fuel cell vehicle and the slope data of the downhill section, and 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 starting point of the downhill section of the downhill section is predicted. According to the predicted state of charge parameter, the slope length and slope of the downhill section, an energy distribution strategy during the process of the target fuel cell vehicle traveling from the current position to the ending point of the downhill section 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 perform energy distribution. The present application can combine the information of the downhill section on the target driving trajectory and the current position to predict the power battery, obtain the predicted state of charge parameter, and then based on the predicted state of charge parameter and the information of the downhill section, determine the corresponding energy distribution strategy, realize the dynamic energy distribution of the fuel cell and the power battery, reduce the start-stop times of the hydrogen fuel cell, avoid the frequent start-stop of the fuel cell, improve the service life of the fuel cell, and maximize the energy utilization rate to extend the cruising range.

[0096] Based on the above embodiment, the present application also provides a process for obtaining downhill section information in an energy management method based on driving trajectory prediction. Figure 4 As shown in the flowchart of the process for obtaining downhill section information in an energy management method based on driving trajectory prediction provided by an embodiment of the present application, as Figure 4 shown, in the above step 301, obtaining a downhill section in the target driving trajectory of a target fuel cell vehicle and the slope data of the downhill section includes:

[0097] Step 401: Determine the target driving trajectory according to a preset starting point and ending point, and obtain the working condition data of the target driving trajectory.

[0098] Optionally, according to a preset starting point and ending point, determine multiple trajectories between the preset starting point and the preset ending point. Determine the target driving trajectory as the trajectory with the highest driving frequency among the multiple trajectories; or determine the target driving trajectory as the trajectory with the shortest driving duration among the multiple trajectories. After determining the target driving trajectory, obtain the working condition data on the target driving trajectory.

[0099] 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.

[0100] Optionally, according to the working condition data of the target driving trajectory, extract the downhill section from the target driving trajectory, and obtain the position of the downhill section, the slope length of the downhill section, and the slope as the slope data of the downhill section.

[0101] In the embodiments of the present application, according to a preset starting point and ending point, a target driving trajectory is determined, and the working condition data of the target driving trajectory is obtained. According to the working condition data of the target driving trajectory, a 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 predicting the state of charge parameter.

[0102] Based on the above embodiments, the present application further provides a process for determining a predicted state of charge parameter in an energy management method based on driving trajectory prediction. Figure 5 It is a schematic flowchart of a process for determining a predicted state of charge parameter in an energy management method based on driving trajectory prediction provided by an embodiment of the present application. As Figure 5 shown, in step 302 above, 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 includes:

[0103] 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.

[0104] Optionally, determine 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. According to the coordinates of the current position of the target fuel cell vehicle and the coordinates of the downhill starting point, determine the predicted distance between the current position and the downhill starting point of the downhill section from the target driving trajectory.

[0105] Step 502: Predict the predicted state of charge parameter according to the predicted distance and the current state of charge parameter.

[0106] Among them, the current state of charge parameter can be S0. Specifically, S0 is determined according to the state of the power battery, and the predicted state of charge parameter can be SA.

[0107] Optionally, if there is no uphill section between the current position and the downhill starting point of the downhill section, then predict the state of charge parameter SA according to the predicted distance, the current state of charge parameter S0, and the average speed of the target fuel cell vehicle.

[0108] Optionally, if there is an uphill section between the current position and the downhill starting point of the downhill section, then predict the state of charge parameter SA according to 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. Among them, the energy consumption of the uphill section is calculated according to the average speed of the target fuel cell vehicle and the slope data of the uphill section.

[0109] 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 based on the predicted distance and the current state of charge parameter, the predicted state of charge parameter is predicted. The present application ensures the accuracy of the predicted state of charge parameter, thereby improving the accuracy of the energy distribution strategy and the fuel management efficiency of the target fuel cell vehicle.

[0110] Based on the above embodiments, the present application also provides a process for determining an energy distribution strategy in an energy management method based on driving trajectory prediction. Figure 6 It is a schematic flow diagram of a process for determining an energy distribution strategy in an energy management method based on driving trajectory prediction provided by an embodiment of the present application, as Figure 6 shown, before step 303 above to determine the energy distribution strategy during 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 predicted state of charge parameter, the slope length and slope of the downhill section, the method further includes:

[0111] Step 601: Determine the category of the downhill section according to the slope length and slope of the downhill section.

[0112] Among them, different categories of downhill sections have different braking recovery energies.

[0113] Exemplarily, when the slope length of the downhill section is long and the slope is steep, the braking recovery energy of the corresponding category of the downhill section is high; when the slope length of the downhill section is short and the slope is gentle, the braking recovery energy of the corresponding category of the downhill section is low, which is specifically determined according to the actual situation, and the embodiments of the present application do not limit this.

[0114] In step 303 above, to determine the energy distribution strategy during 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 predicted state of charge parameter, the slope length and slope of the downhill section, it includes:

[0115] Step 602: Determine the energy distribution strategy according to the predicted state of charge parameter and the category of the downhill section.

[0116] In the embodiment of the present application, the category of the downhill section is determined according to the slope length and slope of the downhill section, and the energy distribution strategy is determined according to the predicted state of charge parameter and the category of the downhill section. In the present application, the predicted state of charge parameter and the category of the downhill section avoid frequent start and stop of the fuel cell, thereby improving the service life of the fuel cell.

[0117] Based on the above embodiments, the present application also provides a process for determining the category of the downhill section in an energy management method based on driving trajectory prediction. In step 601 above, to determine the category of the downhill section according to the slope length and slope of the downhill section, it includes:

[0118] 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 first preset slope threshold, then determine that the category is the first category, and the expected braking recovery energy corresponding to the first category is greater than or equal to the first preset energy threshold.

[0119] Among them, the downhill section of the first category 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 according to information such as the volume of the target fuel cell vehicle. The embodiments of the present application do not limit this. The first preset energy threshold can be Q2, and the first preset energy threshold Q2 is determined according to the volume of the target fuel cell vehicle and the target driving trajectory. The embodiments of the present application do not limit this.

[0120] Optionally, if the slope length 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, then determine that the category is the first category, and the expected braking recovery energy corresponding to the first category is greater than or equal to the first preset energy threshold Q2.

[0121] 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, then determine that the category is the second category, and the expected 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.

[0122] 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. The embodiments of the present application do 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. The embodiments of the present application do 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. The embodiments of the present application do not limit this.

[0123] Optionally, if the slope length 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 determine that the category is the second category, and the expected 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.

[0124] 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 determine that the category is the second category.

[0125] Among them, the second preset slope length threshold can be X1, and X1 can be 300 meters. The specific value is determined according to information such as the volume of the target fuel cell vehicle, and the embodiments of the present application do not limit this.

[0126] Optionally, if the slope length of the downhill section is less than the first preset slope length threshold X2 but greater than the second preset slope length threshold X1, and the slope of the downhill section is greater than the first preset slope threshold ß, then the category is determined to be the second category.

[0127] 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, then the category is determined to be the third category, and the expected braking recovery energy corresponding to the third category is less than the second preset energy threshold.

[0128] 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, then the category is determined to be the third category, and the expected braking recovery energy corresponding to the third category is less than the second preset energy threshold Q1.

[0129] In the embodiments of the present application, according to the slope length and slope of the downhill section, the category of the downhill section is determined, so as to determine the opening and closing 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.

[0130] Based on the above embodiments, the present application also provides a process of the first energy distribution strategy in an energy management method based on driving trajectory prediction. Figure 7 It is a schematic flowchart of the first energy distribution strategy in an energy management method based on driving trajectory prediction provided by the embodiments of the present application. As Figure 7 shown, in step 602 above, according to the predicted state of charge parameter and the category of the downhill section, the energy distribution strategy is determined, including:

[0131] Step 701, if the category of the downhill section is the first category and the predicted state of charge parameter is greater than the first preset state of charge threshold, determine the energy distribution strategy as the first strategy.

[0132] Among them, the first preset state of charge threshold can be 30%.

[0133] Optionally, if the category of the downhill section is the first category, it means that the slope length of the downhill section is long and the slope is steep. And when the predicted state of charge parameter is greater than the first preset state of charge threshold SA when the target fuel cell vehicle travels to the starting point of the downhill section, at this time, the power battery can support the target fuel cell vehicle to complete the downhill section, then determine the energy distribution strategy as the first strategy.

[0134] In step 304 above, according to the energy distribution strategy, control the fuel cell and the power battery on the target fuel cell vehicle to perform energy distribution, including:

[0135] Step 702: According to the first strategy, control the target fuel cell vehicle not to start the fuel cell from the current position, and only the power battery provides the driving energy. When reaching the starting point of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery.

[0136] Optionally, when the energy distribution strategy is the first strategy, at this time, the power battery can support the target fuel cell vehicle to drive to the end point of the downhill section and ensure the normal driving of the target fuel cell vehicle. Therefore, control the target fuel cell vehicle not to start the fuel cell from the current position, and only the power battery provides the driving energy. When reaching the starting point of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery.

[0137] Exemplarily, Figure 8 is the schematic diagram of the energy control of the first target vehicle provided by the embodiment of the present application. As Figure 8 shown, according to the current position of the target vehicle, the position of the starting point of the downhill section 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 starting point of the downhill section of the downhill section is greater than or equal to the first preset state of charge threshold of 30%. Then, the target fuel cell vehicle does not start the fuel cell, and only the power battery provides the driving energy. When reaching the starting point of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery.

[0138] Based on the above embodiments, the present application also provides the process of the second energy distribution strategy in an energy management method based on driving trajectory prediction. Figure 9 is the schematic diagram of the process of the second energy distribution strategy in an energy management method based on driving trajectory prediction provided by the embodiment of the present application. As Figure 9 shown, in step 602 above, according to the predicted state of charge parameter and the category of the downhill section, determine the energy distribution strategy, including:

[0139] Step 901: If the category of the downhill section is the first category and the predicted state of charge parameter is less than the first preset state of charge threshold, determine that the energy distribution strategy is the second strategy.

[0140] Among them, the second preset state of charge threshold can be 40%.

[0141] Optionally, if the category of the downhill section is the first category, it indicates that the downhill section has a relatively long slope length and a relatively steep gradient. And when the predicted state of charge parameter SA of the target fuel cell vehicle is less than the first preset state of charge threshold when the vehicle reaches the starting point of the downhill section, at this time, the power battery cannot support the target fuel cell vehicle to travel through the downhill section, and during the travel of the target fuel cell vehicle, it is necessary to supply power through the fuel cell, then the energy distribution strategy is determined as the second strategy.

[0142] In step 304 above, according to the energy distribution strategy, control the fuel cell and the power battery on the target fuel cell vehicle to perform energy distribution, including:

[0143] Step 902: According to the second strategy, control the target fuel cell vehicle to start providing driving energy only by the power battery from the current position. When the state of charge parameter of the power battery drops to the second preset state of charge threshold, start the fuel cell, and provide driving energy by the fuel cell and the power battery. When reaching the starting point of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery, and control the fuel cell to turn off when the state of charge parameter of the power battery reaches the third preset state of charge threshold.

[0144] Among them, the third preset state of charge threshold can be 60%.

[0145] Optionally, when the energy distribution strategy is the second strategy, at this time, the power battery may not be able to support the target fuel cell vehicle to travel normally after reaching the end point of the downhill section. Therefore, control the target fuel cell vehicle to start providing driving energy only by the power battery from the current position. When the state of charge parameter S0 of the power battery drops to the second preset state of charge threshold, start the fuel cell, and provide driving energy by the fuel cell and the power battery. When reaching the starting point of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery, and control the fuel cell to turn off when the state of charge parameter S0 of the power battery reaches the third preset state of charge threshold.

[0146] Exemplarily, Figure 10 is the schematic diagram of the energy control of the second target vehicle provided by the embodiment of the present application, as Figure 10As shown, based on the current position of the target vehicle, the position of the starting point of the downhill section, and the current state of charge parameter S0 of the power battery in the target fuel cell vehicle, if it is determined that the predicted state of charge parameter SA of the target vehicle at the starting point of the downhill section is less than the first preset state of charge threshold of 30%, 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 starting point of the downhill section, the braking energy recovery function is turned on to recover the braking energy to the power battery, and the fuel cell is controlled to turn off when the state of charge parameter S0 of the power battery reaches the third preset state of charge threshold of 60%.

[0147] Based on the above embodiments, the present application further provides a process of the third energy distribution strategy in an energy management method based on driving trajectory prediction. Figure 11 It is a schematic flowchart of the third energy distribution strategy in an energy management method based on driving trajectory prediction provided by an embodiment of the present application, as Figure 11 shown, in step 602 above, according to the predicted state of charge parameter and the category of the downhill section, determining the energy distribution strategy includes:

[0148] 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 distribution strategy is the third strategy.

[0149] Optionally, when the category of the downhill section is the second category, then there is a situation where the downhill section has a relatively long slope length or a relatively steep slope. And when the predicted state of charge parameter SA of the target fuel cell vehicle is greater than the second preset state of charge threshold when the target fuel cell vehicle travels to the starting point of the downhill section, at this time, the power battery can support the target fuel cell vehicle to travel through the downhill section, then determine that the energy distribution strategy is the third strategy.

[0150] In step 304 above, according to the energy distribution strategy, controlling the fuel cell and the power battery on the target fuel cell vehicle to perform energy distribution includes:

[0151] Step 1102: According to the third strategy, control the target fuel cell vehicle 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, turn on the braking energy recovery function to recover the braking energy to the power battery.

[0152] Optionally, when the energy distribution 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, it is controlled that the target fuel cell vehicle does not start the fuel cell from the current position, and only the power battery provides the 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.

[0153] Exemplarily, Figure 12 is the schematic diagram of the energy control of the third target vehicle provided by the embodiment of the present application. As Figure 12 shown, according to the current position of the target vehicle, the position of the starting point of the downhill section 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 starting point of the downhill section of the downhill section is greater than or equal to the second preset state of charge threshold of 40%. Then, the target fuel cell vehicle does not start the fuel cell, and only the power battery provides the 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.

[0154] Based on the above embodiments, the present application also provides a process of the fourth energy distribution strategy in the energy management method based on driving trajectory prediction. Figure 13 is the schematic diagram of the process of the fourth energy distribution strategy in the energy management method based on driving trajectory prediction provided by the embodiment of the present application. As Figure 13 shown, in step 602 above, according to the predicted state of charge parameter and the category of the downhill section, determining the energy distribution strategy includes:

[0155] 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 distribution strategy is the fourth strategy.

[0156] 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 length or a steep slope. And when the predicted state of charge parameter SA of the target fuel cell vehicle is less than the second preset state of charge threshold when the target fuel cell vehicle travels to the starting point of the downhill section, at this time, the power battery cannot support the target fuel cell vehicle to travel through the downhill section, and the fuel cell needs to supply power during the driving of the target fuel cell vehicle. Then, it is determined that the energy distribution strategy is the fourth strategy.

[0157] In step 304 above, according to the energy distribution strategy, controlling the fuel cell and the power battery on the target fuel cell vehicle to perform energy distribution, including:

[0158] Step 1302: According to the fourth strategy, control the target fuel cell vehicle to start providing driving energy only by the power battery from the current position. When the state of charge parameter of the power battery drops to the third preset state of charge threshold, start the fuel cell to provide driving energy by the fuel cell and the power battery. When reaching the starting point of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery, and control the fuel cell to turn off when the state of charge parameter of the power battery reaches the fourth preset state of charge threshold.

[0159] Among them, the fourth preset state of charge threshold can be 80%.

[0160] Optionally, when the energy distribution strategy is the fourth strategy, at this time, the power battery may not be able to support the target fuel cell vehicle to drive normally after the end point of the downhill section. Therefore, control the target fuel cell vehicle to start providing driving energy only by the power battery from the current position. When the state of charge parameter S0 of the power battery drops to the third preset state of charge threshold, start the fuel cell to provide driving energy by the fuel cell and the power battery. When reaching the starting point of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery, and control the fuel cell to turn off when the state of charge parameter S0 of the power battery reaches the fourth preset state of charge threshold.

[0161] Exemplarily, Figure 14 is the schematic diagram of the energy control of the fourth target vehicle provided by the embodiment of the present application. As Figure 14 shown, according to the current position of the target vehicle, the position of the starting point of the downhill section 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 starting point of the downhill section of the downhill section is less than the second preset state of charge threshold of 40%. Then, when the state of charge parameter S0 of the target fuel cell vehicle reaches the third preset state of charge threshold of 60%, start the fuel cell. When the target fuel cell vehicle travels to the starting point of the downhill section of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery, and control the fuel cell to turn off when the state of charge parameter S0 of the power battery reaches the fourth preset state of charge threshold of 80%.

[0162] On the basis of the above embodiments, the present application also provides a process of the fifth energy distribution strategy in an energy management method based on driving trajectory prediction. Figure 15 is the schematic diagram of the process of the fifth energy distribution strategy in an energy management method based on driving trajectory prediction provided by the embodiment of the present application. As Figure 15 shown, in step 602 above, according to the predicted state of charge parameter and the category of the downhill section, determine the energy distribution strategy, including:

[0163] Step 1501: If the category of the downhill section is the third category, determine that the energy distribution strategy is the fifth strategy.

[0164] Optionally, when the category of the downhill section is the third category, the length of the downhill section is relatively short and the slope is relatively gentle. At this time, there is no need to determine the predicted state of charge parameter of the target fuel cell vehicle at the starting point of the downhill section. When the power battery cannot support the target fuel cell vehicle to complete the downhill section, determine that the energy distribution strategy is the fifth strategy.

[0165] In the above step 304, according to the energy distribution strategy, control the fuel cell and the power battery on the target fuel cell vehicle to perform energy distribution, including:

[0166] Step 1502: According to the fifth strategy, control the target fuel cell vehicle to start providing driving energy only by the power battery from the current position. When the state of charge parameter of the power battery drops to the third preset state of charge threshold, start the fuel cell to provide driving energy by the fuel cell and the power battery. When reaching the starting point of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery.

[0167] Optionally, when the energy distribution strategy is the fifth strategy, the power battery may not be able to support the target fuel cell vehicle to drive normally after reaching the end point of the downhill section. Therefore, control the target fuel cell vehicle to start providing driving energy only by the power battery from the current position. When the state of charge parameter S0 of the power battery drops to the third preset state of charge threshold, start the fuel cell to provide driving energy by the fuel cell and the power battery, and turn on the braking energy recovery function when reaching the starting point of the downhill section to recover the braking energy to the power battery.

[0168] Exemplarily, Figure 16 is the schematic diagram of the energy control of the fifth target vehicle provided by the embodiment of the present application. As Figure 16 shown, when the state of charge parameter of the target fuel cell vehicle reaches the third preset state of charge threshold of 60%, start the fuel cell to provide driving energy by the fuel cell and the power battery. When the target fuel cell vehicle travels to the starting point of the downhill section, turn on the braking energy recovery function to recover the braking energy to the power battery.

[0169] In the embodiment of the present application, according to the type of the downhill section and the predicted state of charge parameter of the target fuel cell, determine the corresponding energy distribution strategy, and according to the energy distribution strategy, control the fuel cell and the power battery on the target fuel cell vehicle to perform energy distribution. Through the energy distribution strategy, the kinetic energy can be recovered to the maximum extent during downhill, reducing the load of the fuel cell, thereby improving 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.

[0170] The embodiments of the present application further provide a vehicle control device. Figure 17 As shown in the structural schematic diagram of a vehicle control device provided by the embodiments of the present application, Figure 17 the vehicle control device includes: a processor 1701, a memory 1702. Optionally, it may further include a bus 1703. The memory 1702 stores machine-readable instructions executable by the processor 1701. When the vehicle control device runs, the processor 1701 communicates with the memory 1702 through the bus 1703. When the machine-readable instructions are executed by the processor 1701, the steps of the above energy management method based on driving trajectory prediction are executed.

[0171] The embodiments of the present application further provide a computer-readable storage medium. A computer program is stored on the computer-readable storage medium. When the computer program is run by a processor, the steps of the above energy management method based on driving trajectory prediction are executed.

[0172] Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the above-described systems and devices can refer to the corresponding processes in the method embodiments, which will not be elaborated in the present application. In the several embodiments provided by the present application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. The device embodiments described above are only illustrative. For example, the division of the modules is only a logical function division, and there may be other division methods in actual implementation. For another 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 displayed or discussed couplings or direct couplings or communication connections to each other can be through some communication interfaces. The indirect couplings or communication connections of the devices or modules can be in electrical, mechanical, or other forms.

[0173] In addition, each functional unit in various embodiments of the present application may be integrated into one processing unit, or each unit may exist physically alone, or two or more units may 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 may be stored in a computer-readable storage medium. Based on such understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of this technical solution, may be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present invention. The aforementioned storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs.

[0174] The above are only specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed in the present application can easily think of changes or substitutions, which should all 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 includes: Obtain a downhill section in the target driving trajectory of a target fuel cell vehicle and slope data of the downhill section; the slope data of the downhill section includes: the position of the downhill section, the slope length of the downhill section, and the slope; 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, 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; Determine the category of the downhill section according to the slope length and slope of the downhill section, and different categories have different braking recovery energies; Determine 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 and the category of the downhill section; Control the fuel cell and the power battery on the target fuel cell vehicle to perform energy distribution according to the energy distribution strategy; Wherein, determining the energy distribution strategy according to the predicted state of charge parameter and the category 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 the first preset state of charge threshold, determine the energy distribution strategy as the second strategy; 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 the energy distribution strategy as the fourth strategy; the first preset state of charge threshold is less than the second preset state of charge threshold; Determining 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 parameter and the category of the downhill section includes: According to the second strategy, control the target fuel cell vehicle to start providing driving energy only by the power battery from the current position. When the state of charge parameter of the power battery drops to the second preset state of charge threshold, start the fuel cell to provide driving energy by the fuel cell and the power battery. When reaching the downhill starting point, turn on the braking energy recovery function to recover the braking energy to the power battery, and control the fuel cell to turn off when the state of charge parameter of the power battery reaches the third preset state of charge threshold; or, According to the fourth strategy, control the target fuel cell vehicle to start providing driving energy only by the power battery from the current position. When the state of charge parameter of the power battery drops to the third preset state of charge threshold, start the fuel cell to provide driving energy by the fuel cell and the power battery. When reaching the downhill starting point, turn on the braking energy recovery function to recover the braking energy to the power battery, and control the fuel cell to turn off when the state of charge parameter of the power battery reaches the fourth preset state of charge threshold.

2. The method according to claim 1, wherein Obtaining the downhill section in the target driving trajectory of the target fuel cell vehicle and the slope data of the downhill section includes: Determining the target driving trajectory according to a preset starting point and ending point, and obtaining the working condition data of the target driving trajectory; Extracting the downhill section from the target driving trajectory according to the working condition data of the target driving trajectory to obtain the slope information of the downhill section.

3. The method according to claim 1, wherein 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 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; Predicting the predicted state of charge parameter based on the predicted distance and the current state of charge parameter.

4. The method according to claim 1, wherein Determining the category of the downhill section according to the slope length and slope of the downhill section includes: 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 first preset slope threshold, determining that the category is the first category, and the predicted 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, determining that the category is the second category, and the predicted 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, determining that the category is 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, determining that the category is the third category, and the predicted braking recovery energy corresponding to the third category is less than the second preset energy threshold.

5. The method according to claim 1, wherein 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 and the category 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 the first preset state of charge threshold, determining that the energy distribution strategy is the first strategy; Controlling the energy distribution of the fuel cell and the power battery on the target fuel cell vehicle according to the energy distribution strategy includes: According to the first strategy, controlling the target fuel cell vehicle not to start the fuel cell from the current position, and only the power battery provides the driving energy, and turning on the braking energy recovery function when reaching the downhill starting point to recover the braking energy to the power battery.

6. The method according to claim 1, wherein Determining the energy distribution strategy for the target fuel cell vehicle during the process of traveling from the current position to the end point of the downhill section according to the predicted state of charge parameter and the category 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 the second preset state of charge threshold, determining the energy distribution strategy as the third strategy; Controlling the energy distribution between the fuel cell and the power battery on the target fuel cell vehicle according to the energy distribution strategy includes: According to the third strategy, controlling the target fuel cell vehicle to not start the fuel cell from the current position and only have the power battery provide the driving energy, and turning on the braking energy recovery function when reaching the starting point of the downhill section to recover the braking energy to the power battery.

7. The method according to claim 1, characterized in that, Determining the energy distribution strategy for the target fuel cell vehicle during the process of traveling from the current position to the end point of the downhill section according to the predicted state of charge parameter and the category of the downhill section includes: If the category of the downhill section is the third category, determining the energy distribution strategy as the fifth strategy; Controlling the energy distribution between the fuel cell and the power battery on the target fuel cell vehicle according to the energy distribution strategy includes: According to the fifth strategy, controlling the target fuel cell vehicle to only have the power battery provide the driving energy from the current position, starting the fuel cell when the state of charge parameter of the power battery drops to the third preset state of charge threshold and having the fuel cell and the power battery provide the driving energy, and turning on the braking energy recovery function when reaching the starting point of the downhill section to recover the braking energy to the power battery.

8. A vehicle control device, characterized in that, Including: A memory and a processor, where the memory stores a computer program that can run on the processor, and when the processor executes the computer program, it executes the steps of the energy management method based on driving trajectory prediction according to any one of claims 1 to 7 above.

9. A computer-readable storage medium, characterized in that, A computer program is stored on the storage medium, and when the computer program is executed by the processor, it executes the steps of the energy management method based on driving trajectory prediction according to any one of claims 1 to 7 above.

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