Power distribution method and system of vehicle and vehicle

Abstract

The invention relates to the technical field of new energy vehicles, in particular to a vehicle power distribution method and system and a vehicle. Acquiring current information, electric quantity information and total required power of vehicle operation, determining first power corresponding to a target working mode from preset working modes of a fuel cell according to the current information, the electric quantity information and the total required power, and determining second power corresponding to the target working mode according to the total required power and the first power. Second power to be distributed to the auxiliary energy source of the vehicle is calculated, the fuel cell is controlled to operate according to the first power, and operation of the auxiliary energy source is controlled according to the second power. According to the method, reasonable power distribution and management are carried out on the energy sources in the vehicle, the working state of each energy source can be effectively controlled, the problems of excessive charging and discharging, overheating and the like are avoided, stable operation of the system is guaranteed, and the service life of the system is prolonged.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular to a vehicle power distribution method, system and vehicle. Background Art

[0002] In the current new energy vehicle and other fields, a single energy power system is difficult to meet complex usage requirements. Fuel cells, with their outstanding high energy density advantages, can provide vehicles with a long-lasting and stable energy source, greatly extending the vehicle's mileage, and produce very few pollutants during operation, which is extremely friendly to the environment. Power batteries have good energy storage capacity and can quickly release energy under different working conditions to meet the high power requirements of vehicles, such as vehicle acceleration, high-speed driving and other scenarios, providing strong guarantees for the dynamic performance of vehicles. With high power density and amazing fast charging and discharging capabilities, supercapacitors can instantly output strong current when the vehicle starts, ensuring rapid vehicle start-up; in the vehicle acceleration state, they can respond to power changes in time to assist the power battery to improve the vehicle's acceleration performance; and during braking, they can efficiently recover energy, reduce energy waste, and further improve the overall efficiency of the energy system. However, in actual applications, hybrid energy systems need to withstand long-term use and various complex working conditions, such as frequent charge and discharge cycles, different ambient temperatures and humidity, etc. Therefore, how to improve the durability and reliability of the system and ensure its stable performance during long-term use has become an urgent problem to be solved. Summary of the invention

[0003] In view of this, an embodiment of the present invention provides a vehicle power distribution method, system and vehicle to solve the problem of how to improve the durability and reliability of the energy system.

[0004] In a first aspect, an embodiment of the present invention provides a vehicle power distribution method, comprising: Acquire current information, power information and total required power of the vehicle, and determine a first power corresponding to a target operating mode from a preset operating mode of the fuel cell according to the current information, power information and total required power; The second power to be allocated by the auxiliary energy source of the vehicle is calculated based on the total required power and the first power. The operation of the fuel cell is controlled based on the first power. The operation of the auxiliary energy source is controlled based on the second power.

[0005] In a second aspect, an embodiment of the present invention provides a power distribution system for a vehicle, comprising: A determination module, configured to obtain current information, power information, and total required power of the vehicle, and determine a first power corresponding to a target operating mode from a preset operating mode of the fuel cell according to the current information, power information, and total required power; A calculation module is used to calculate a second power to be allocated to the auxiliary energy source of the vehicle according to the total required power and the first power, control the operation of the fuel cell according to the first power, and control the operation of the auxiliary energy source according to the second power.

[0006] In a third aspect, an embodiment of the present invention provides a vehicle, comprising the power distribution system of the vehicle described in the second aspect.

[0007] Compared with the prior art, the present invention has the following beneficial effects: The current information, power information and total power demand of the vehicle are obtained, and the first power corresponding to the target working mode is determined from the preset working mode of the fuel cell according to the current information, power information and total power demand. The second power to be allocated by the auxiliary energy source of the vehicle is calculated according to the total power demand and the first power. The operation of the fuel cell is controlled according to the first power, and the operation of the auxiliary energy source is controlled according to the second power. In the present application, reasonable power allocation and management of the energy sources in the vehicle can effectively control the working state of each energy source, avoid problems such as overcharging and discharging and overheating, ensure the stable operation of the system, and extend the service life of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0009] Figure 1 is a flow chart of a vehicle power distribution method provided in Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the relationship between a working mode switch and power information of a power battery provided in a second embodiment of the present invention; Figure 3 is a schematic diagram of correction of the first power in a fuel cell following mode provided by the third embodiment of the present invention; Figure 4 This is a power flow diagram provided by the fourth embodiment of the present invention in a capacitor power consumption mode and a power battery and capacitor coordinated discharge mode; Figure 5 This is a power flow diagram in a capacitor power consumption mode and a power battery charging mode provided by the fifth embodiment of the present invention; Figure 6 This is a power flow diagram in a capacitor power consumption mode and a capacitor cooperative charging mode provided by Embodiment 6 of the present invention; Figure 7 This is a flow diagram of electric power in a capacitor charge retention mode and a coordinated discharge mode of a power battery and a capacitor provided by Embodiment 7 of the present invention; Figure 8 This is a flow diagram of electric power in a capacitor charge retention mode and a power battery charging capacitor mode provided by Embodiment 8 of the present invention; Fig. 9 This is a flow diagram of electric power in a capacitor charge retention mode and a power battery charging mode provided by the ninth embodiment of the present invention; Fig.10 It is a flow diagram of electric quantity in a capacitor charge retention mode and a capacitor compound charging mode provided by the tenth embodiment of the present invention; Fig.11 is a structural block diagram of a vehicle power distribution system provided in the eleventh embodiment of the present invention; Fig.12 It is a structural schematic diagram of a vehicle provided in Example 12 of the present invention. DETAILED DESCRIPTION

[0010] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0011] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present invention. However, it should be clear to those skilled in the art that the present invention may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, systems, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present invention.

[0012] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or combinations thereof.

[0013] It should also be understood that the term "and / or" used in the present description and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

[0014] As used in the present specification and the appended claims, the term "if" may be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" may be interpreted as meaning "upon determination" or "in response to determining" or "upon detection of [described condition or event]" or "in response to detecting [described condition or event]", depending on the context.

[0015] In addition, in the description of the present specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0016] References to "one embodiment" or "some embodiments" etc. described in the present specification mean that one or more embodiments of the present invention include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0017] It should be understood that the order of execution of the steps in the following embodiments does not imply a precedence of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0018] In order to illustrate the technical solution of the present invention, specific embodiments are provided below for illustration.

[0019] See also Figure 1 , is a flow chart of a vehicle power distribution method provided by Embodiment 1 of the present invention, such as Figure 1 As shown, the power distribution method of the vehicle may include the following steps.

[0020] S101: obtaining current information, power information and total required power of the vehicle, and determining a first power corresponding to a target operating mode from preset fuel cell operating modes according to the current information, power information and total required power.

[0021] In step S101, the current information, power information and total required power of the vehicle are obtained, wherein the current information is the current of the power battery in the vehicle, the power information is the remaining power of the power battery in the vehicle, and the total required power is the power required for the vehicle to travel. According to the current information, power information and total required power, a first power corresponding to a target operating mode is determined from a preset operating mode of the fuel cell, wherein the preset operating mode of the fuel cell includes a fuel cell shutdown mode, a fuel cell idle mode, a fuel cell maximum power output mode and a fuel cell follow mode, and the first power is the power required to be output by the fuel cell.

[0022] In this embodiment, the corresponding current information and power information are collected by using sensors, and the total required power is calculated according to the input driving destination. When the first power corresponding to the target working mode is determined from the preset fuel cell working mode according to the current information, power information and total required power, the power required to be output by the fuel cell is different for different working modes. The target working modes can be determined according to logical operations, and different working modes can be converted.

[0023] It should be noted that when determining the target operating mode from the preset fuel cell operating modes, it is determined according to the corresponding logical value. For example, if the logical value of the fuel cell shutdown mode is 1, it is considered that the corresponding fuel cell shutdown mode is the target operating mode. If the logical value of the fuel cell shutdown mode is 0, it is considered that the corresponding fuel cell shutdown mode is not the target operating mode.

[0024] It should be noted that when determining the first power corresponding to the target operating mode, the first power may be less than the total required power or greater than the total required power. When the first power is less than the total required power, it is considered that the power output by the fuel cell is part of the total required power, and the auxiliary energy source is required to output another part of the power. When the first power is greater than the total required power, it is considered that part of the power output by the fuel cell is used for vehicle driving, and the other part is used to charge the auxiliary energy source. Therefore, the output state of the auxiliary energy source can be determined based on the first power.

[0025] Optionally, determining a first power corresponding to a target operating mode from a preset operating mode of the fuel cell according to the current information, the power information and the total required power includes: When the switch logic value of the fuel cell is 1, the target operation mode is determined to be the fuel cell shutdown mode; When the switch logic value of the fuel cell is 0 and the idle operation logic value is 1, the target operation mode is determined to be the fuel cell idle mode; When the switch logic value of the fuel cell is 0, the idle operation logic value is 0, and the maximum power operation logic value is 1, the target operation mode is determined to be the maximum power output mode of the fuel cell; When the switch logic value of the fuel cell is 0, the idle operation logic value is 0, and the maximum power operation logic value is 0, the target operation mode is determined to be the fuel cell following mode; If the target operating mode is the fuel cell shutdown mode, zero is determined as the first power; If the target operating mode is the fuel cell idle mode, obtaining the additional required power of the vehicle, and determining the additional required power as the first power; If the target operating mode is the maximum power output mode of the fuel cell, the maximum output power of the fuel cell is obtained, and the maximum output power is determined as the first power; If the target working mode is the fuel cell following mode, the historical first power allocated to the fuel cell and the historical second power allocated to the auxiliary energy source before the current moment are obtained, and the first power is calculated based on the historical first power and the historical second power.

[0026] In this embodiment, the target working mode is determined from the preset working modes of the fuel cell according to the current information, the power information and the total required power, wherein the switch logic value of the fuel cell shutdown mode is determined according to the power information, and whether the fuel cell shutdown mode is the target working mode is determined according to the switch logic value of the fuel cell shutdown mode. For example, the initial logic value of the fuel cell shutdown mode is first determined. When the power in the power battery is greater than the third preset threshold, it is considered that the power battery has more power and can output the total required power. At this time, the switch logic value of the fuel cell shutdown mode is 1, that is, the fuel cell shutdown mode is the target working mode, that is, the fuel cell is in the shutdown mode and does not output the corresponding power. When the power in the power battery is not greater than the third preset threshold, the switch logic value of the fuel cell shutdown mode is 0, that is, the fuel cell shutdown mode is not the target working mode. As the vehicle travels, if the power in the power battery is less than or equal to the fourth preset threshold, the switch logic value of the fuel cell shutdown mode is 0, that is, the fuel cell is turned on and the fuel cell needs to output. When the power in the power battery is greater than the preset fifth preset threshold, the logic value of the fuel cell shutdown mode is 1, and the fuel cell shutdown mode is the target working mode. Among them, the third preset threshold is smaller than the fourth preset threshold, and the fourth preset threshold is smaller than the fifth preset threshold.

[0027] It should be noted that, since a hysteresis zone for switching the working mode needs to be set, the fourth preset threshold value and the fifth preset threshold value need to deviate from the theoretical critical point and shift downward and upward, respectively, such as Figure 2 , Figure 2: is a schematic diagram of the relationship between a working mode switch and the power information of the power battery provided by the second embodiment of the present invention, wherein fcOffControl is the switch logic value of the fuel cell shutdown mode, fcIdleControl is the idle operation logic value of the fuel cell idle mode, and fcMaxControl is the maximum power operation logic value of the fuel cell maximum power output mode. The horizontal axis is time, and the vertical axis is power information, wherein, . is the first preset threshold, is the second preset threshold, is the third preset threshold, is the fourth preset threshold, is the fifth preset threshold. Figure 2 It can be seen and The part between the two constitutes the hysteresis zone. In the hysteresis zone, fcOffControl depends not only on the value of the power battery, but also on the previous historical state. At the initial moment, the system has no historical state. The existence of the hysteresis zone will make the power of the power battery in this area unable to be used alone as the basis for determining the initial value of fcOffControl. At this time, the initial value of fcOffControl should be as follows: Figure 2 As shown on the left, only one critical point of charge is used as the basis for judgment. This critical point easily leads to the fuel cell being in shutdown mode when the power battery is low and the auxiliary energy source needs to be charged. This critical point may cause the fuel cell to be in the on mode when the power battery is relatively high and the auxiliary energy source charging demand is not obvious. ∈( ) as the new critical point.

[0028] When determining the idle operation logic value of the fuel cell idle mode, it is determined based on the total required power and the current of the power battery. When the total required power is less than the power critical point used to determine whether the vehicle is in a driving or braking energy recovery state, the vehicle is in a braking energy recovery state, and the power battery current is less than or equal to, and the absolute value is slightly less than the negative current of the maximum charging current of the power battery, that is, when the current of the power battery is close to the maximum charging current, the idle operation logic value of the fuel cell idle mode is 1, ensuring that the fuel cell and the vehicle accessories power requirements reach a dynamic balance, and will not output charging power to the auxiliary energy source. When the power battery current is greater than, and the absolute value is slightly less than the negative current of the maximum charging current of the power battery, and the total required power is less than the power critical point used to determine whether the vehicle is in a driving or braking energy recovery state, the corresponding vehicle is in a state of braking energy recovery and the power battery still has a certain amount of charging space, which serves as the hysteresis zone for the switching of the logic value of the fuel cell idle mode. As shown in the following table: in, The current of the power source, is the total required power, fcIdleControl is the logic value of the fuel cell idle mode, It is a negative current whose absolute value is slightly smaller than the maximum charging current of the power battery. It is the power critical point used to judge whether the vehicle is in driving or braking energy recovery state. It is the hysteresis zone of the logic value switching of the fuel cell idle mode at the previous moment. When fcIdleControl is 1, the fuel cell idle mode is the target working mode. When fcIdleControl is 0, the fuel cell idle mode is not the target working mode.

[0029] When determining the logic value of the maximum power output mode of the fuel cell, it is also necessary to initialize the maximum power operation logic value of the maximum power output mode of the fuel cell. During initialization, when the power of the power battery is less than or equal to the second preset threshold, the maximum power operation logic value of the maximum power output mode of the fuel cell is initialized to 1, that is, the maximum power output mode of the fuel cell is determined as the target working mode. Otherwise, the maximum power operation logic value of the maximum power output mode of the fuel cell is initialized to 0. As the power of the power battery changes, if the power of the power battery is greater than the second preset threshold, the maximum power operation logic value of the maximum power output mode of the fuel cell is switched to 0, and the maximum power output mode of the fuel cell is not the target working mode. When the power of the power battery is less than or equal to the first preset threshold, the maximum power operation logic value of the maximum power output mode of the fuel cell is 1, and the working mode is switched to the maximum power output mode of the fuel cell. The logic value of the maximum power output mode of the fuel cell switches between 0 and 1 according to the change of the power of the power battery.

[0030] It should be noted that when the maximum power operation logic value of the fuel cell maximum power output mode is determined at the beginning of initialization, it is only necessary to judge based on the power of the power battery, and there is no hysteresis area. During the vehicle driving process, when the maximum power operation logic value of the fuel cell maximum power output mode switches between 1 and 0, the corresponding hysteresis area is required for buffering. Figure 2 As shown, at the initial moment, that is, when the maximum power operation logic value of the maximum power output mode of the fuel cell takes values ​​of 0 and 1, there is no hysteresis zone, and the second preset threshold can be used as the critical point. In the subsequent simulation time, there is also a hysteresis zone between the first preset threshold and the second preset threshold.

[0031] When determining the fuel cell following mode, it is determined according to the switch logic value of the fuel cell shutdown mode, the idle operation logic value of the fuel cell idle mode, and the maximum power operation logic value of the fuel cell maximum power output mode. When the switch logic value of the fuel cell shutdown mode, the idle operation logic value of the fuel cell idle mode, and the maximum power operation logic value of the fuel cell maximum power output mode are all 0, that is, the fuel cell shutdown mode, the fuel cell idle mode, and the fuel cell maximum power output mode are not the target operating mode, the fuel cell following mode is determined as the target operating mode.

[0032] In this embodiment, the corresponding target operating mode is determined according to the logic values ​​of the fuel cell shutdown mode, the fuel cell idle mode, and the fuel cell maximum power output mode. When the logic value is 1, the corresponding operating mode is turned on. When the switch logic value of the fuel cell shutdown mode, the idle operation logic value of the fuel cell idle mode, and the maximum power operation logic value of the fuel cell maximum power output mode are all 0, the fuel cell following mode is determined as the target operating mode.

[0033] After determining the target working mode, the corresponding power is allocated to the fuel cell so that the fuel cell can output according to the allocated power to achieve the purpose of reasonable output power. When the target working mode is the fuel cell shutdown mode, that is, the fuel cell is in a shutdown state and does not output the corresponding power, the first power is zero.

[0034] When the target operating mode is the fuel cell idle mode, that is, when the vehicle is at the critical point between driving and braking, it is only necessary to ensure that the power output by the fuel cell and the additional power demand of the vehicle reach a dynamic balance. Therefore, the first power value is the additional power demand of the vehicle, wherein the additional power demand of the vehicle is the power required in addition to driving the vehicle, such as the power required for air conditioning.

[0035] When the target working mode is the maximum power output mode of the fuel cell, that is, when the power of the power battery is low, the fuel cell needs to output more power, part of which is used to drive the vehicle and part of which is used to charge the power battery. Therefore, the maximum output power of the fuel cell is obtained and determined as the first power, so that the fuel cell can output a larger power.

[0036] In this embodiment, the time window is divided, and when the time window moves according to different step sizes, the average of the first power allocated by the fuel cell in the previous time window corresponding to time t and the second power allocated by the auxiliary energy source is used as the first power at time t in the fuel cell following mode, and the average of the first power allocated by the fuel cell in the previous time window corresponding to time t and the second power allocated by the auxiliary energy source is calculated. In the fuel cell following mode, the first power output by the fuel cell must not only ensure that the power of the power battery and the capacitor is maintained at a medium-high level for a long time, but also meet the requirement that frequent mutations cannot accelerate the attenuation of the fuel cell voltage. The calculation formula is as follows: in, is the average of the first power allocated by the fuel cell and the second power allocated by the auxiliary energy source in the previous time window corresponding to time t, T is the window size, is the first power allocated to the fuel cell at the jth moment, The second power allocated to the auxiliary energy source at time j, t is greater than T, that is, the time at the current moment is greater than the length of the window.

[0037] It should be noted that when When , that is, when calculating the mean, the data in the corresponding time window is missing, and the number of time points used is small, so the remaining windows are compensated, and zero is used for compensation. After compensation, the mean of the first power allocated by the fuel cell and the second power allocated by the auxiliary energy source in the time window is calculated. The calculation formula after compensation is as follows: in, is the average of the first power allocated by the fuel cell and the second power allocated by the auxiliary energy source in the time window calculated after compensating the remaining window when the time length from the initial moment to the current time point is less than the window length, is the window length, The first power allocated by the fuel cell at the jth moment, is the second power allocated by the auxiliary energy source at time j, is the compensation function, is the compensation amount at the initial moment.

[0038] Optionally, after calculating the first power according to the historical first power and the historical second power, the method further includes: The remaining power of the power battery of the vehicle is obtained, and the first power is corrected according to the remaining power of the power battery to obtain a corrected first power, and the corrected first power is determined as the first power.

[0039] In this embodiment, the remaining power of the vehicle's power battery is obtained, and the first power is corrected according to the remaining power of the power battery. During the correction, the correction is made according to the remaining power of the vehicle's power battery, and a closed-loop control of the numerical correction function is established.

[0040] See also Figure 3 , Figure 3 : is a schematic diagram of correction of the first power in a fuel cell following mode provided by the third embodiment of the present invention, wherein the horizontal axis is the remaining power of the power battery, and the vertical axis is the corrected first power. is the first preset threshold in the above, is the second preset threshold mentioned above.

[0041] S102: Calculate a second power to be allocated to the auxiliary energy source of the vehicle according to the total required power and the first power, control the operation of the fuel cell according to the first power, and control the operation of the auxiliary energy source according to the second power.

[0042] In step S102, the total required power is subtracted from the first power to calculate the second power to be allocated by the auxiliary energy source of the vehicle, and the operation of the fuel cell is controlled according to the first power, and the operation of the auxiliary energy source is controlled according to the second power. The second power can be a positive value or a negative value. When the second power is a positive value, it is considered that the auxiliary energy source outputs electric power, and when the second power is a negative value, it is considered that the auxiliary energy source is charged.

[0043] In this embodiment, the total required power is subtracted from the first power to calculate the second power to be allocated by the auxiliary energy source of the vehicle, that is, the total required power is subtracted from the first power output by the fuel cell to obtain the second power to be allocated by the auxiliary energy source of the vehicle.

[0044] When the total required power is greater than the first power, it is considered that the first power output by the fuel cell cannot meet the power required by the vehicle, and the auxiliary energy source needs to continue to output the corresponding power to meet the power required by the vehicle. When the total required power is less than the first power, it is considered that the first power output by the fuel cell can meet the power required by the vehicle, and the auxiliary energy source does not need to continue to output the corresponding power, and the part of the first power output by the fuel cell that is greater than the total required power can also charge the auxiliary energy source.

[0045] Optionally, after calculating the second power to be distributed by the auxiliary energy source of the vehicle, the method further includes: The magnitude of the second power is determined. When the second power is greater than zero, the working state of the auxiliary energy source is determined to be a discharging state. When the second power is less than zero, the working state of the auxiliary energy source is determined to be a charging state.

[0046] In this embodiment, whether the working state of the auxiliary energy source is a discharging state or a charging state is determined based on whether the second power is greater than zero. When the second power is greater than zero, the working state of the auxiliary energy source is determined to be a discharging state. When the second power is less than zero, the working state of the auxiliary energy source is determined to be a charging state.

[0047] In this embodiment, the working state of the auxiliary energy source is determined so as to reasonably distribute the second power to the power battery and the capacitor in the auxiliary energy source according to different working modes.

[0048] Optionally, after calculating the second power to be distributed by the auxiliary energy source of the vehicle, the method further includes: The second power is filtered to obtain a first filtered power and a second filtered power, wherein the first filtered power is greater than the second filtered power.

[0049] In this embodiment, a first-order low-pass filter is used to filter the second power to obtain filtered high-frequency power and low-frequency power. The formula of the first-order low-pass filter is as follows: in, is the low-frequency power output at time t, is the low-frequency power output at time t-1, is the second power at time t, is the discrete time step, is the time constant, .when When t, the output is equal to the input, and the filtering effect is zero. As it approaches 0 from 1, the cutoff frequency becomes smaller and smaller, and the filtering effect becomes more obvious. It should be noted that the auxiliary energy source includes capacitors and power batteries. When determining the value of After the value is reached, the remaining capacity of the capacitor is maintained within the specified upper and lower limits. In the charging and discharging state of the auxiliary energy source, the remaining capacity of the capacitor can maintain a trend of not continuing to rise or fall when it is close to the maximum value, and the remaining capacity of the capacitor can maintain a trend of not continuing to fall or rise when it is close to the minimum value. Therefore, the time constant The calculation formula is as follows: in, The second power at time t, is the adjustable coefficient, is the discrete time step, is the remaining charge of the capacitor at time t, is the minimum value of capacitance.

[0050] As shown in the following table, the change of the remaining charge of the capacitor at time t has an effect on , , The impact of for The remaining charge of the capacitor at that moment.

[0051] As shown in the table above, is the second power, is the minimum value of capacitance, is the upper limit of capacitance, When the auxiliary energy source is in the discharge state and the remaining capacity of the capacitor is close to the minimum limit of the capacitor, the time constant Close to discrete time steps , Close to 1, the filtering effect approaches 0, and the power battery bears almost all the discharge power. The remaining capacity of the capacitor keeps a non-decreasing trend. When the remaining capacity of the capacitor is close to the upper limit of the capacitor, the time constant Approaching infinity, Close to 0, the filtering effect reaches its limit, and the capacitor bears almost all the discharge power. The remaining capacity of the capacitor keeps decreasing at all times.

[0052] When the auxiliary energy source is in charging state and the remaining capacity of the capacitor is close to the minimum limit of the capacitor, the time constant Approaching infinity, Close to 0, the filtering effect reaches its limit, and the capacitor accepts almost all the charging power. The remaining charge of the capacitor keeps increasing. When the remaining charge of the capacitor is close to the upper limit of the capacitor, the time constant Close to discrete time steps , Close to 1, the filtering effect approaches 0, and the power battery accepts almost all charging power. At this moment, the remaining charge of the capacitor keeps a non-increasing trend.

[0053] Optionally, after filtering the second power to obtain the first filtering power and the second filtering power, the method further includes: Obtain the remaining power of the capacitor. When the remaining power of the capacitor is greater than a preset power threshold, determine the working mode of the capacitor as a capacitor power consumption mode. When the remaining power of the capacitor is not greater than the preset power threshold, determine the working mode of the capacitor as a capacitor power retention mode.

[0054] In this embodiment, the auxiliary energy source includes a capacitor and a power battery, and the remaining power of the capacitor is obtained. According to the remaining power of the capacitor, it is determined whether the capacitor is in a high-level state. When the remaining power of the capacitor is greater than a preset power threshold, the capacitor is determined to be in a high-level state, and the working mode of the capacitor is determined to be a capacitor power consumption mode. When the remaining power of the capacitor is not greater than the preset power threshold, the capacitor is determined to be in a low-level state, and the working mode of the capacitor is determined to be a capacitor power retention mode.

[0055] In this embodiment, the working mode of the capacitor is determined according to the remaining power of the capacitor, so that the flow direction of the power can be determined according to different working modes.

[0056] Optionally, in the capacitor power consumption mode, when the auxiliary energy source is in a discharging state, if the second power is greater than a preset power threshold, a coordinated discharging mode of the power battery and the capacitor is determined; In the capacitor power consumption mode, when the auxiliary energy source is in the charging state, if the first filter power is greater than zero and the second filter power is less than zero, the power battery charging mode is determined; In the capacitor power consumption mode, when the auxiliary energy source is in the charging state, if the first filter power is less than zero and the second filter power is less than zero, the power battery and the capacitor are cooperatively charged in a manner; Controlling the operation of the auxiliary energy source according to the second power includes: In the capacitor power consumption mode, in the coordinated discharge mode of the power battery and the capacitor, the first filter power is allocated to the capacitor, and the second filter power is allocated to the power battery; In the capacitor power consumption mode and the power battery charging mode, the second power is allocated to the power battery; In the capacitor power consumption mode, in the power battery and capacitor cooperative charging mode, the first filter power is allocated to the capacitor, and the second filter power is allocated to the power battery.

[0057] In this embodiment, in the capacitor power consumption mode, the discharge state includes a power battery and capacitor coordinated discharge mode, and the charging state includes a power battery charging mode and a power battery and capacitor coordinated charging mode, wherein the power battery and capacitor coordinated discharge mode is to discharge the power battery and capacitor simultaneously. The power battery charging mode is to charge only the power battery, and the power battery and capacitor coordinated charging mode is to charge the power battery and capacitor simultaneously.

[0058] When the auxiliary energy source is operated according to the second power control, in the capacitor power consumption mode, the power battery and the capacitor are discharged in a coordinated manner, the first filter power is allocated to the capacitor, and the second filter power is allocated to the power battery, that is, when the auxiliary energy source is discharged, the capacitor outputs high-frequency power and the power battery outputs low-frequency power. Figure 4 , Figure 4 This is a power flow diagram provided by the fourth embodiment of the present invention in a capacitor power consumption mode, a power battery and a capacitor coordinated discharge mode. Among them, Figure 4 (a) is the power flow diagram when the fuel cell is shut down. Figure 4 (b) is a diagram of the flow of electricity in a fuel cell under discharge conditions, where the red arrow indicates the direction of flow during discharge and the green arrow indicates the direction of flow during charge. Figure 4 In (a), the power flows from the power battery and capacitor, that is, the supercapacitor and battery in the figure, to the DC bus. Figure 4 In (b), the fuel cell is discharged, and the electricity flows from the fuel cell, power battery and capacitor, that is, the supercapacitor and battery in the figure, to the DC bus. Figure 4 In (a), when the fuel cell is stopped, it discharges through the capacitor and the power battery, that is, the supercapacitor and the battery in the figure, and outputs the corresponding power. Figure 4 In (b), when the fuel cell is in the discharge state, that is, the first power output by the fuel cell is less than the total required power, it needs to be discharged through the capacitor and the power battery, that is, the supercapacitor and battery in the figure.

[0059] In the capacitor power consumption mode, the second power is allocated to the power battery, that is, only the power battery is charged. The second power is allocated to the power battery to charge the power battery. The charging size is the absolute value of the second power. Figure 5 , Figure 5 This is a flow diagram of power in a capacitor power consumption mode and a power battery charging mode provided by the fifth embodiment of the present invention. The red arrow indicates the direction of power flow during discharge, and the green arrow indicates the direction of power flow during charging. Figure 5 (a) is the power flow diagram when the fuel cell is shut down. Figure 5 (b) is the flow diagram of the power in the fuel cell discharge state. Figure 5In (a), power flows from the DC bus to the power battery, which is the battery in the figure. Figure 5 In (b), the fuel cell discharges, and electricity flows from the fuel cell to the DC bus and then to the power battery. That is, part of the first power output by the fuel cell drives the vehicle and part of it charges the power battery.

[0060] In the capacitor power consumption mode, the power battery and capacitor are charged in a coordinated manner, and the first filter power is allocated to the capacitor, and the second filter power is allocated to the power battery. That is, when charging the auxiliary energy source, the high-frequency power, that is, the first filter power, is allocated to the capacitor, and the low-frequency power, that is, the second filter power, is allocated to the power battery. Figure 6 , Figure 6 This is a power flow diagram in a capacitor power consumption mode and a capacitor cooperative charging mode provided by the sixth embodiment of the present invention. Figure 6 (a) is the power flow diagram when the fuel cell is shut down. Figure 6 (b) is the flow diagram of the power in the fuel cell discharge state, where the red arrow indicates the direction of discharge power flow and the green arrow indicates the direction of charge power flow. Figure 6 In (a), the power flows from the DC bus to the capacitor and power battery, that is, the supercapacitor and battery in the figure. Figure 6 In (b), the fuel cell discharges, and the electricity flows from the fuel cell to the DC bus. Then part of it is used to drive the vehicle, and part of it flows to the capacitor and the power battery, that is, the supercapacitor and battery in the figure are charged, charging the capacitor and the power battery.

[0061] Optionally, in the capacitor power retention mode, when the auxiliary energy source is in a discharging state, if the second power is greater than a preset power threshold, a coordinated discharging mode of the power battery and the capacitor is determined; In the capacitor power retention mode, when the auxiliary energy source is in the discharge state, if the discharge power of the power battery is greater than the second power, the power battery charging capacitor mode is determined; In the capacitor power retention mode, when the auxiliary energy source is in the charging state, if the first filter power is greater than zero and the second filter power is less than zero, the power battery charging mode is determined; In the capacitor power retention mode, when the auxiliary energy source is in the charging state, if the absolute value of the second power is less than the preset power threshold, a power battery and capacitor composite charging mode is determined; Controlling the operation of the auxiliary energy source according to the second power further includes: In the capacitor power retention mode, in the coordinated discharge mode of the power battery and the capacitor, the first filter power is allocated to the capacitor, and the second filter power is allocated to the power battery; In the capacitor power retention mode and the power battery charging capacitor mode, a third power is calculated according to the difference between the discharge power of the power battery and the second power, and the third power is allocated to the capacitor; In the capacitor power retention mode, the second power is allocated to the power battery in the power battery charging mode; In the capacitor charge retention mode and the capacitor compound charging mode, the fourth power is calculated according to the sum of the discharge power of the power battery and the absolute value of the second power, and the fourth power is allocated to the capacitor.

[0062] In this embodiment, in the capacitor power retention mode, the discharge state includes the power battery and capacitor coordinated discharge mode and the power battery charging capacitor mode, and the charging state includes the power battery charging mode and the power battery and capacitor composite charging mode. Among them, the power battery and capacitor coordinated discharge mode is that the power battery and the capacitor are discharged at the same time and the corresponding power is output, the power battery charging capacitor mode is to use the power battery to charge the capacitor so that the capacitor maintains a stable state, and the power battery and capacitor composite charging mode is that the power battery can charge the capacitor, or the power battery and the fuel cell can charge the capacitor at the same time.

[0063] In the capacitor power retention mode, when the power battery and capacitor are discharged in coordination, the first filter power is allocated to the capacitor and the second filter power is allocated to the power battery. That is, when the power battery and capacitor are discharged at the same time, the capacitor outputs the first filter power and the power battery outputs the second filter power. Figure 7 , Figure 7 This is a flow diagram of power in the capacitor power retention mode and the coordinated discharge mode of the power battery and the capacitor provided by the seventh embodiment of the present invention. Figure 7 (a) is the power flow diagram when the fuel cell is shut down. Figure 7 (b) is a diagram of the flow of electricity in a fuel cell under discharge conditions, where the red arrow indicates the direction of flow during discharge and the green arrow indicates the direction of flow during charge. Figure 7 In (a), the power flows from the power battery and capacitor, that is, the supercapacitor and battery in the figure, to the DC bus to drive the vehicle. Figure 7 In (b), the fuel cell discharges, and electricity flows from the fuel cell, power battery and capacitor, that is, the supercapacitor and battery in the figure, to the DC bus to drive the vehicle.

[0064] In the capacitor power retention mode and the power battery charging capacitor mode, the third power is calculated based on the difference between the discharge power of the power battery and the second power, and the third power is allocated to the capacitor. That is, in the auxiliary energy source discharge state, part of the power output of the power battery is used to drive the vehicle, and part is used to charge the capacitor. Among them, the battery discharge power is the power value corresponding to the 1C discharge condition. See Figure 8 , Figure 8 This is a flow diagram of power in the capacitor charge retention mode and the power battery charging capacitor mode provided by the eighth embodiment of the present invention. The red arrow indicates the direction of power flow during discharge, and the green arrow indicates the direction of power flow during charging. Figure 8 (a) is the power flow diagram when the fuel cell is shut down. Figure 8 (b) is the flow diagram of the power in the fuel cell discharge state. Figure 8 In (a), the power flows from the power cell, i.e. the battery in the figure, to the DC bus, and then to the capacitor, i.e. the supercapacitor. Figure 8 In (b), the fuel cell discharges, and electricity flows from the fuel cell to the DC bus to drive the vehicle. Electricity flows from the power battery, that is, the battery in the figure, to the DC bus, and then part of the electricity flows to drive the vehicle, and part of the electricity flows to the capacitor.

[0065] In the capacitor power retention mode, the second power is allocated to the power battery in the power battery charging mode. That is, in the auxiliary energy source charging state, only the power battery is charged, and the second power is fully allocated to the power battery. The amount of power charged to the power battery is the absolute value of the second power. Fig. 9 , Fig. 9 This is a flow diagram of electric power in a capacitor charge retention mode and a power battery charging mode provided by the ninth embodiment of the present invention. In which, the red arrow indicates the direction of electric power flow during discharge, and the green arrow indicates the direction of electric power flow during charging. Fig. 9 (a) is the power flow diagram when the fuel cell is shut down. Fig. 9 (b) is the flow diagram of the power in the fuel cell discharge state. Fig. 9 In (a), power flows from the DC bus to the power battery, which is the battery in the figure. Fig. 9 In (b), the fuel cell discharges, and electricity flows from the fuel cell to the DC bus and then to the power battery. That is, part of the first power output by the fuel cell drives the vehicle and part of it charges the power battery.

[0066] In the capacitor charge retention mode and the capacitor composite charging mode, the fourth power is calculated based on the sum of the discharge power of the power battery and the absolute value of the second power, and the fourth power is allocated to the capacitor. That is, the capacitor can be charged by a power battery and a fuel cell, or only by a power battery. When only a power battery is used to charge the capacitor, the charging power of the capacitor is the discharge power of the power battery. When a power battery and a fuel cell are used to charge the capacitor, the charging power of the capacitor is the sum of the discharge power of the power battery and the absolute value of the second power. Among them, the discharge power of the power battery is the power value corresponding to the 1C discharge condition. See Fig.10 , Fig.10 This is a flow diagram of electric charge in a capacitor charge retention mode and a capacitor compound charging mode provided by the tenth embodiment of the present invention. Fig.10 (a) is the power flow diagram when the fuel cell is shut down. Fig.10 (b) is a diagram of the flow of electricity in a fuel cell under discharge conditions, where the red arrow indicates the direction of flow during discharge and the green arrow indicates the direction of flow during charge. Fig.10 In (a), the power flows from the power battery to the DC bus and then to the capacitor. Fig.10 In (b), the fuel cell discharges, and the electricity flows from the fuel cell and the power battery to the DC bus, and then flows to the capacitor for charging. A portion of the first power output by the fuel cell is used to drive the vehicle, and a portion is used to charge the capacitor.

[0067] The current information, power information and total power demand of the vehicle are obtained, and the first power corresponding to the target working mode is determined from the preset working mode of the fuel cell according to the current information, power information and total power demand. The second power to be allocated by the auxiliary energy source of the vehicle is calculated according to the total power demand and the first power. The operation of the fuel cell is controlled according to the first power, and the operation of the auxiliary energy source is controlled according to the second power. In the present application, reasonable power allocation and management of the energy sources in the vehicle can effectively control the working state of each energy source, avoid problems such as overcharging and discharging and overheating, ensure the stable operation of the system, and extend the service life of the system.

[0068] See also Fig.11 , Fig.11 1 is a structural block diagram of a vehicle power distribution system provided in the eleventh embodiment of the present invention. For the convenience of explanation, only the parts related to the embodiment of the present application are shown. Fig.11 The vehicle power distribution system 110 includes a determination module 111 and a calculation module 112 .

[0069] The determination module 111 is used to obtain the current information, the power information and the total required power of the vehicle, and determine the first power corresponding to the target working mode from the preset working modes of the fuel cell according to the current information, the power information and the total required power; The calculation module 112 is used to calculate the second power to be allocated by the auxiliary energy source of the vehicle according to the total required power and the first power, control the operation of the fuel cell according to the first power, and control the operation of the auxiliary energy source according to the second power.

[0070] Optionally, the determination module 111 includes: A first determination unit, configured to determine that the target operation mode is a fuel cell shutdown mode when the switch logic value of the fuel cell is 1; A second determination unit, configured to determine that the target operation mode is a fuel cell idle mode when the switch logic value of the fuel cell is 0 and the idle operation logic value is 1; A third determination unit is used to determine that the target operation mode is the maximum power output mode of the fuel cell when the switch logic value of the fuel cell is 0, the idle operation logic value is 0, and the maximum power operation logic value is 1; A fourth determination unit, configured to determine that the target operation mode is a fuel cell following mode when the switch logic value of the fuel cell is 0, the idle operation logic value is 0, and the maximum power operation logic value is 0; a fifth determining unit, configured to determine zero as the first power if the target operating mode is a fuel cell shutdown mode; a sixth determining unit, configured to obtain an additional required power of the vehicle if the target operating mode is a fuel cell idle mode, and determine the additional required power as the first power; a seventh determining unit, configured to obtain the maximum output power of the fuel cell if the target operating mode is the maximum power output mode of the fuel cell, and determine the maximum output power as the first power; The eighth determination unit is used to obtain the historical first power allocated to the fuel cell and the historical second power allocated to the auxiliary energy source before the current moment if the target operating mode is the fuel cell following mode, and calculate the first power based on the historical first power and the historical second power.

[0071] Optionally, the power distribution system 110 of the vehicle further includes: The correction module is used to obtain the remaining power of the power battery of the vehicle, correct the first power according to the remaining power of the power battery to obtain the corrected first power, and determine the corrected first power as the first power.

[0072] Optionally, the power distribution system 110 of the vehicle further includes: The judgment module is used to judge the size of the second power. When the second power is greater than zero, it is determined that the working state of the auxiliary energy source is a discharging state. When the second power is less than zero, it is determined that the working state of the auxiliary energy source is a charging state.

[0073] Optionally, the power distribution system 110 of the vehicle further includes: The filtering module is used to filter the second power to obtain a first filtering power and a second filtering power, wherein the first filtering power is greater than the second filtering power.

[0074] Optionally, the power distribution system 110 of the vehicle further includes: The acquisition module is used to obtain the remaining power of the capacitor. When the remaining power of the capacitor is greater than a preset power threshold, the working mode of the capacitor is determined to be a capacitor power consumption mode. When the remaining power of the capacitor is not greater than the preset power threshold, the working mode of the capacitor is determined to be a capacitor power retention mode.

[0075] Optionally, the calculation module 112 includes: A first allocation unit is used to allocate the first filter power to the capacitor and allocate the second filter power to the power battery in a capacitor power consumption mode and a power battery and capacitor cooperative discharge mode; A second allocation unit is used to allocate the second power to the power battery in the capacitor power consumption mode and the power battery charging mode; The third allocation unit is used to allocate the first filter power to the capacitor and allocate the second filter power to the power battery in the capacitor power consumption mode and the power battery and capacitor cooperative charging mode.

[0076] Optionally, the calculation module 112 further includes: A fourth allocation unit is used to allocate the first filter power to the capacitor and allocate the second filter power to the power battery in a capacitor power retention mode and a power battery and capacitor cooperative discharge mode; a fifth allocation unit, configured to calculate a third power according to a difference between a discharge power of the power battery and the second power in a capacitor power maintenance mode and a power battery charging capacitor mode, and allocate the third power to the capacitor; A sixth allocation unit, configured to allocate the second power to the power battery in a capacitor power maintenance mode and a power battery charging mode; The seventh allocation unit is used to calculate the fourth power according to the sum of the discharge power of the power battery and the absolute value of the second power in the capacitor power retention mode and the capacitor compound charging mode, and allocate the fourth power to the capacitor.

[0077] See also Fig.12 , is a schematic structural diagram of a vehicle 120 provided in Embodiment 12 of the present invention, wherein the vehicle 120 includes a vehicle power distribution system 110 .

Claims

1. A vehicle power distribution method, characterized in that: include: Acquire current information, power information and total required power of the vehicle, and determine a first power corresponding to a target operating mode from a preset operating mode of the fuel cell according to the current information, power information and total required power; The second power to be allocated by the auxiliary energy source of the vehicle is calculated based on the total required power and the first power. The operation of the fuel cell is controlled based on the first power. The operation of the auxiliary energy source is controlled based on the second power.

2. The vehicle power distribution method according to claim 1, characterized in that: The determining, according to the current information, the power information and the total required power, a first power corresponding to a target operating mode from a preset operating mode of the fuel cell includes: When the switch logic value of the fuel cell is 1, determining that the target operating mode is a fuel cell shutdown mode; When the switch logic value of the fuel cell is 0 and the idle operation logic value is 1, determining that the target operation mode is a fuel cell idle mode; When the switch logic value of the fuel cell is 0, the idle operation logic value is 0, and the maximum power operation logic value is 1, determining that the target operation mode is the maximum power output mode of the fuel cell; When the switch logic value of the fuel cell is 0, the idle operation logic value is 0, and the maximum power operation logic value is 0, determining that the target operation mode is a fuel cell following mode; If the target operating mode is a fuel cell shutdown mode, zero is determined as the first power; If the target operating mode is a fuel cell idle mode, obtaining an additional required power of the vehicle, and determining the additional required power as a first power; If the target operation mode is a fuel cell maximum power output mode, obtaining the maximum output power of the fuel cell, and determining the maximum output power as the first power; If the target operating mode is the fuel cell following mode, the historical first power allocated to the fuel cell and the historical second power allocated to the auxiliary energy source before the current moment are obtained, and the first power is calculated based on the historical first power and the historical second power.

3. The vehicle power distribution method according to claim 2, characterized in that: After the first power is calculated according to the historical first power and the historical second power, the method further includes: The remaining power of the power battery of the vehicle is obtained, the first power is corrected according to the remaining power of the power battery to obtain a corrected first power, and the corrected first power is determined as the first power.

4. The vehicle power distribution method according to claim 3, characterized in that: After the calculation obtains the second power to be distributed by the auxiliary energy source of the vehicle, the method further includes: Determine the size of the second power, and when the second power is greater than zero, determine that the working state of the auxiliary energy source is a discharging state, and when the second power is less than zero, determine that the working state of the auxiliary energy source is a charging state.

5. The vehicle power distribution method according to claim 4, characterized in that: After the calculation obtains the second power to be distributed by the auxiliary energy source of the vehicle, the method further includes: The second power is filtered to obtain a first filtered power and a second filtered power, wherein the first filtered power is greater than the second filtered power.

6. The vehicle power distribution method according to claim 5, characterized in that: The auxiliary energy source includes a capacitor and a power battery; After filtering the second power to obtain the first filtering power and the second filtering power, the method further includes: Obtain the remaining power of the capacitor, and when the remaining power of the capacitor is greater than a preset power threshold, determine the working mode of the capacitor as a capacitor power consumption mode, and when the remaining power of the capacitor is not greater than the preset power threshold, determine the working mode of the capacitor as a capacitor power retention mode.

7. The vehicle power distribution method according to claim 6, characterized in that: In the capacitor power consumption mode, when the auxiliary energy source is in a discharging state, if the second power is greater than a preset power threshold, a coordinated discharging mode of the power battery and the capacitor is determined; In the capacitor power consumption mode, when the auxiliary energy source is in a charging state, if the first filter power is greater than zero and the second filter power is less than zero, the power battery charging mode is determined; In the capacitor power consumption mode, the auxiliary energy source is in a charging state, and if the first filter power is less than zero and the second filter power is less than zero, a power battery and capacitor cooperative charging mode is determined; The controlling the operation of the auxiliary energy source according to the second power comprises: In the capacitor power consumption mode, in the power battery and capacitor cooperative discharge mode, the first filter power is allocated to the capacitor, and the second filter power is allocated to the power battery; In the capacitor power consumption mode, in the power battery charging mode, allocating the second power to the power battery; In the capacitor power consumption mode, in a cooperative charging mode of the power battery and the capacitor, the first filter power is allocated to the capacitor, and the second filter power is allocated to the power battery.

8. The vehicle power distribution method according to claim 6, characterized in that: In the capacitor power retention mode, when the auxiliary energy source is in a discharging state, if the second power is greater than a preset power threshold, a power battery and capacitor coordinated discharging mode is determined; In the capacitor power retention mode, the auxiliary energy source is in a discharging state, and if the discharge power of the power battery is greater than the second power, a capacitor charging mode for the power battery is determined; In the capacitor power retention mode, when the auxiliary energy source is in a charging state, if the first filter power is greater than zero and the second filter power is less than zero, the power battery charging mode is determined; In the capacitor power maintenance mode, when the auxiliary energy source is in a charging state, if the absolute value of the second power is less than a preset power threshold, a power battery and capacitor composite charging mode is determined; The controlling the operation of the auxiliary energy source according to the second power further includes: In the capacitor power retention mode, in the coordinated discharge mode of the power battery and the capacitor, the first filter power is allocated to the capacitor, and the second filter power is allocated to the power battery; In the capacitor power retention mode and the power battery charging capacitor mode, a third power is calculated according to the difference between the discharge power of the power battery and the second power, and the third power is allocated to the capacitor; In the capacitor charge retention mode, in the power battery charging mode, allocating the second power to the power battery; In the capacitor charge retention mode and the capacitor composite charging mode, a fourth power is calculated based on the sum of the discharge power of the power battery and the absolute value of the second power, and the fourth power is allocated to the capacitor.

9. A power distribution system for a vehicle, characterized in that: include: A determination module, configured to obtain current information, power information, and total required power of the vehicle, and determine a first power corresponding to a target operating mode from a preset operating mode of the fuel cell according to the current information, power information, and total required power; A calculation module is used to calculate a second power to be allocated to the auxiliary energy source of the vehicle according to the total required power and the first power, control the operation of the fuel cell according to the first power, and control the operation of the auxiliary energy source according to the second power.

10. A vehicle, characterized in that: The vehicle comprises the vehicle power distribution system of claim 9.

Images