A power distribution method, system, and vehicle for a vehicle.

Abstract

This invention relates to the field of new energy vehicle technology, and more particularly to a power distribution method, system, and vehicle for a vehicle. The method involves acquiring the vehicle's operating current and charge information, along with the total power demand. Based on this information, a first power corresponding to a target operating mode is determined from a preset range of fuel cell operating modes. Then, based on the total power demand and the first power, a second power to be allocated to the vehicle's auxiliary energy source is calculated. The fuel cell operation is controlled according to the first power, and the auxiliary energy source operation is controlled according to the second power. This application provides a reasonable power distribution and management system for the energy sources in the vehicle, effectively controlling the operating state of each energy source, avoiding overcharging, over-discharging, and overheating, ensuring stable system operation, and extending the system's lifespan.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and in particular to a power distribution method, system and vehicle for a vehicle. Background Technology

[0002] In current fields such as new energy vehicles, single-energy power systems are insufficient to meet complex usage demands. Fuel cells, with their outstanding high energy density, provide a long-lasting and stable energy source for vehicles, significantly extending their driving range, and generating minimal pollutants during operation, making them extremely environmentally friendly. Power batteries possess excellent energy storage capabilities, rapidly releasing energy under various operating conditions to meet the high-power demands of vehicles, such as acceleration and high-speed driving, providing strong support for vehicle dynamic performance. Supercapacitors, with their high power density and astonishingly fast charging and discharging capabilities, can instantly output a powerful current during vehicle startup, ensuring rapid vehicle start-up; during acceleration, they can respond promptly to power changes, assisting the power battery in improving vehicle acceleration performance; and during braking, they can efficiently recover energy, reducing energy waste and further improving the overall efficiency of the energy system. However, in practical applications, hybrid energy systems need to withstand long-term use and various complex operating conditions, such as frequent charge-discharge cycles and varying ambient temperatures and humidity. Therefore, improving the system's durability and reliability, and ensuring stable performance during long-term use, has become a pressing issue. Summary of the Invention

[0003] In view of this, embodiments of the present invention provide a power distribution method, system, and vehicle for a vehicle to address the problem of how to improve the durability and reliability of an energy system.

[0004] In a first aspect, embodiments of the present invention provide a power distribution method for a vehicle, comprising:

[0005] The system acquires the vehicle's operating current information, power information, and total power demand. Based on the current information, power information, and total power demand, it determines the first power corresponding to the target operating mode from the preset fuel cell operating modes.

[0006] Based on the total required power and the first power, the second power to be allocated to the auxiliary energy source of the vehicle is calculated. Based on the first power, the operation of the fuel cell is controlled, and based on the second power, the operation of the auxiliary energy source is controlled.

[0007] Secondly, embodiments of the present invention provide a power distribution system for a vehicle, comprising:

[0008] The determination module is used to acquire the vehicle's operating current information, power information, and total power demand, and to determine the first power corresponding to the target operating mode from the preset fuel cell operating modes based on the current information, power information, and total power demand.

[0009] The calculation module is used to calculate the second power to be allocated to the auxiliary energy source of the vehicle based on the total required power and the first power, control the operation of the fuel cell based on the first power, and control the operation of the auxiliary energy source based on the second power.

[0010] Thirdly, embodiments of the present invention provide a vehicle, the vehicle including the power distribution system of the vehicle described in the second aspect above.

[0011] The advantages of this invention compared to the prior art are:

[0012] This application acquires the vehicle's operating current and charge information, along with the total power demand. Based on this information, a first power corresponding to the target operating mode is determined from a preset range of fuel cell operating modes. Then, based on the total power demand and the first power, a second power to be allocated to the vehicle's auxiliary energy source is calculated. The fuel cell operation is controlled according to the first power, and the auxiliary energy source operation is controlled according to the second power. This application achieves reasonable power allocation and management of energy sources in the vehicle, effectively controlling the operating state of each energy source, avoiding overcharging, over-discharging, and overheating, ensuring stable system operation, and extending the system's lifespan. Attached Figure Description

[0013] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic flowchart of a power distribution method for a vehicle provided in Embodiment 1 of the present invention;

[0015] Figure 2 This is a schematic diagram illustrating the relationship between working mode switching and power battery power information provided in Embodiment 2 of the present invention;

[0016] Figure 3 This is a schematic diagram illustrating the correction of the first power in a fuel cell follower mode according to Embodiment 3 of the present invention;

[0017] Figure 4This is a power flow diagram provided in Embodiment 4 of the present invention under the capacitor power consumption mode and the power battery and capacitor co-discharge mode.

[0018] Figure 5 This is a power flow diagram under the capacitor power consumption mode and power battery charging mode provided in Embodiment 5 of the present invention;

[0019] Figure 6 This is a power flow diagram under capacitor power consumption mode and capacitor cooperative charging mode provided in Embodiment 6 of the present invention;

[0020] Figure 7 This is a power flow diagram provided in Embodiment 7 of the present invention under the capacitor power retention mode and the power battery and capacitor co-discharge mode;

[0021] Figure 8 This is a power flow diagram provided in the capacitor power retention mode and the power battery charging capacitor mode according to Embodiment 8 of the present invention.

[0022] Figure 9 This is a power flow diagram provided in the capacitor power retention mode and power battery charging mode according to Embodiment 9 of the present invention;

[0023] Figure 10 This is a power flow diagram provided in the capacitor power retention mode and capacitor composite charging mode according to Embodiment 10 of the present invention.

[0024] Figure 11 This is a structural block diagram of a vehicle power distribution system provided in Embodiment Eleven of the present invention;

[0025] Figure 12 This is a structural schematic diagram of a vehicle provided in Embodiment Twelve of the present invention. Detailed Implementation

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of the invention. However, those skilled in the art will understand that the invention can be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, circuits, and methods are omitted so as not to obscure the description of the invention with unnecessary detail.

[0028] It should be understood that, when used in this specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0029] It should also be understood that the term “and / or” as used in this specification and the appended claims refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0030] As used in this specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if [described condition or event] is detected" may be interpreted, depending on the context, as meaning "once determined," "in response to determination," "once [described condition or event] is detected," or "in response to detection of [described condition or event]."

[0031] Furthermore, in the description of this invention and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0032] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of the invention include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0033] It should be understood that the sequence number of each step in the following embodiments does not imply the order 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.

[0034] To illustrate the technical solution of the present invention, specific embodiments are described below.

[0035] See Figure 1 This is a flowchart illustrating a power distribution method for a vehicle provided in Embodiment 1 of the present invention, as shown below. Figure 1 As shown, the power distribution method for this vehicle may include the following steps.

[0036] S101: Obtain the vehicle's operating current information, power information, and total power demand. Based on the current information, power information, and total power demand, determine the first power corresponding to the target operating mode from the preset fuel cell operating modes.

[0037] In step S101, the current information, power information, and total power demand of the vehicle are obtained. 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 power demand is the power required for the vehicle to drive. Based on the current information, power information, and total power demand, the first power corresponding to the target operating mode is determined from the preset fuel cell operating modes. The preset fuel cell operating modes include fuel cell shutdown mode, fuel cell idling mode, fuel cell maximum power output mode, and fuel cell follow mode. The first power is the power that the fuel cell needs to output.

[0038] In this embodiment, sensors are used to collect corresponding current and power information. Based on the input travel destination, the total required power is calculated. Using the current and power information and the total required power, the first power corresponding to the target operating mode is determined from the preset fuel cell operating modes. Different operating modes require different power outputs from the fuel cell. Target operating modes can be determined through logical operations, and different operating modes can be switched.

[0039] It should be noted that when determining the target operating mode from the preset fuel cell operating modes, the determination is based on the corresponding logic value. For example, if the logic value of the fuel cell shutdown mode is 1, then the corresponding fuel cell shutdown mode is considered to be the target operating mode; if the logic value of the fuel cell shutdown mode is 0, then the corresponding fuel cell shutdown mode is considered not to be the target operating mode.

[0040] It should be noted that when determining the first power corresponding to the target operating mode, the first power can be less than or greater than the total required power. When the first power is less than the total required power, it is assumed that the power output by the fuel cell is a part of the total required power, and the auxiliary energy source needs to output another part of the power. When the first power is greater than the total required power, it is assumed that part of the power output by the fuel cell is used for vehicle operation, 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.

[0041] Optionally, based on the current information, the energy information, and the total power demand, a first power corresponding to the target operating mode is determined from a preset range of fuel cell operating modes, including:

[0042] When the switching logic value of the fuel cell is 1, the target operating mode is determined to be the fuel cell shutdown mode;

[0043] When the switching logic value of the fuel cell is 0 and the idling operation logic value is 1, the target operating mode is determined to be the fuel cell idling mode.

[0044] When the switching logic value of the fuel cell is 0, the idling operation logic value is 0, and the maximum power operation logic value is 1, the target operating mode is determined to be the maximum power output mode of the fuel cell.

[0045] When the switching logic value of the fuel cell is 0, the idling operation logic value is 0, and the maximum power operation logic value is 0, the target operating mode is determined to be the fuel cell follower mode.

[0046] If the target operating mode is the fuel cell shutdown mode, then zero is defined as the first power.

[0047] If the target operating mode is fuel cell idling mode, then the additional power demand of the vehicle is obtained and the additional power demand is determined as the first power.

[0048] If the target operating mode is the maximum power output mode of the fuel cell, then obtain the maximum output power of the fuel cell and determine the maximum output power as the first power.

[0049] If the target operating mode is fuel cell follower mode, then 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, and calculate the first power based on the historical first power and the historical second power.

[0050] In this embodiment, a target operating mode is determined from preset fuel cell operating modes based on current information, battery level information, and total power demand. Specifically, the switching logic value for the fuel cell shutdown mode is determined based on the battery level information. This switching logic value determines whether the fuel cell shutdown mode is the target operating mode. For example, first, an initial logic value for the fuel cell shutdown mode is determined. When the battery level is greater than a third preset threshold, it is considered that the battery level is high enough to output the total power demand. In this case, the switching logic value for the fuel cell shutdown mode is 1, indicating that the fuel cell shutdown mode is the target operating mode and the fuel cell is in shutdown mode, without outputting the corresponding power. When the battery level is not greater than the third preset threshold, the switching logic value for the fuel cell shutdown mode is 0, indicating that the fuel cell shutdown mode is not the target operating mode. As the vehicle travels, if the battery level is less than or equal to a fourth preset threshold, the switching logic value for the fuel cell shutdown mode is 0, indicating that the fuel cell is activated and needs to output power. When the battery level is greater than a fifth preset threshold, the switching logic value for the fuel cell shutdown mode is 1, indicating that the fuel cell shutdown mode is the target operating mode. Among them, the third preset threshold is less than the fourth preset threshold, and the fourth preset threshold is less than the fifth preset threshold.

[0051] It should be noted that, due to the need to set a hysteresis zone for switching working modes, the fourth and fifth preset thresholds need to be offset downwards and upwards from the theoretical critical point, respectively. Figure 2 , Figure 2 This is a schematic diagram illustrating the relationship between operating mode switching and power battery charge information according to Embodiment 2 of the present invention. In this diagram, fcOffControl is the switching logic value for the fuel cell shutdown mode, fcIdleControl is the idling operation logic value for the fuel cell idling mode, and fcMaxControl is the maximum power operation logic value for the fuel cell maximum power output mode. The horizontal axis represents time, and the vertical axis represents charge information. . The first preset threshold, The second preset threshold, The third preset threshold, The fourth preset threshold, The fifth preset threshold. From Figure 2 It can be seen from and The portion between these two points constitutes the hysteresis region. Within this hysteresis region, fcOffControl depends not only on the battery's charge level but also on its historical state. Initially, the system has no historical state, and the existence of the hysteresis region means that the battery's charge level within this region cannot be used alone to determine the initial value of fcOffControl. Therefore, the initial value of fcOffControl should be as follows: Figure 2 As shown on the left, only one electrical threshold is used as the criterion for judgment. This critical point can easily lead to a situation where the battery charge is relatively low and the auxiliary energy source needs to be recharged, yet the fuel cell remains in shutdown mode. Therefore, selecting... This critical point might occur when the battery charge is relatively high and the demand for auxiliary energy source charging is not significant, at which point the fuel cell is already in active mode. Therefore, setting... ∈( This serves as a new critical point.

[0052] When determining the idle operation logic value for the fuel cell idle mode, it is based on the total power demand and the current of the power battery. When the total power demand is less than the power threshold used to determine whether the vehicle is in driving or regenerative braking mode, the vehicle is in regenerative braking mode. When the power battery current is less than or equal to, and its absolute value is slightly less than, the negative current of the power battery's maximum charging current (i.e., the power battery current is close to the maximum charging current), the idle operation logic value for the fuel cell idle mode is 1. This ensures a dynamic balance between the power demand of the fuel cell and vehicle accessories, and prevents the output of charging power to auxiliary energy sources. When the power battery current is greater than, and its absolute value is slightly less than, the negative current of the power battery's maximum charging current, and the total power demand is less than the power threshold used to determine whether the vehicle is in driving or regenerative braking mode, the corresponding state is regenerative braking mode with the power battery still having some charging capacity. This serves as the hysteresis zone for switching the logic value of the fuel cell idle mode. See the table below:

[0053]

[0054] in, For power electricity, The total power demand is given by fcIdleControl, which is the logic value for the fuel cell idling mode. It is a negative current whose absolute value is slightly less than the maximum charging current of the power battery. This is the power critical point used to determine whether the vehicle is in driving or regenerative braking state. It is the hysteresis zone for switching the logic value of the fuel cell idle mode at the previous moment. When fcIdleControl is 1, the fuel cell idle mode is the target operating mode. When fcIdleControl is 0, the fuel cell idle mode is not the target operating mode.

[0055] When determining the logic value for the maximum power output mode of the fuel cell, it is also necessary to initialize the maximum power operation logic value for this mode. During initialization, if the battery charge is less than or equal to a second preset threshold, the maximum power operation logic value for the maximum power output mode is initialized to 1, thus defining the maximum power output mode as the target operating mode. Otherwise, the maximum power operation logic value is initialized to 0. As the battery charge changes, if the battery charge exceeds the second preset threshold, the maximum power operation logic value switches to 0. If the maximum power output mode is not the target operating mode, and the battery charge is less than or equal to a first preset threshold, the maximum power operation logic value is 1, switching the operating mode to the maximum power output mode. The logic value for the maximum power output mode switches between 0 and 1 according to changes in the battery charge.

[0056] It should be noted that during initialization, when determining the maximum power operating logic value of the fuel cell's maximum power output mode, only the battery charge level needs to be considered; there is no hysteresis. However, during vehicle operation, when the maximum power operating logic value of the fuel cell's maximum power output mode switches between 1 and 0, a corresponding hysteresis buffer is required. For example... Figure 2 As shown, at the initial moment, when the maximum power operation logic value of the fuel cell maximum power output mode is 0 and 1, there is no hysteresis region. The second preset threshold can be used as the critical point. In the subsequent simulation time, there is also a hysteresis region between the first preset threshold and the second preset threshold.

[0057] When determining the fuel cell follower mode, the decision is based on 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, when the fuel cell shutdown mode, the fuel cell idle mode, and the fuel cell maximum power output mode are not the target operating modes, the fuel cell follower mode is determined as the target operating mode.

[0058] In this embodiment, the corresponding target operating mode is determined based on the logic values ​​of the fuel cell shutdown mode, fuel cell idling mode, and 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 idling operation logic value of the fuel cell idling mode, and the maximum power operation logic value of the fuel cell maximum power output mode are all 0, the fuel cell follow mode is determined as the target operating mode.

[0059] After determining the target operating mode, the corresponding power is allocated to the fuel cell so that it can output power according to the allocated power, achieving the goal of reasonable power output. In the target operating mode, which is the fuel cell shutdown mode, the fuel cell is in a stopped state and does not output the corresponding power; therefore, the initial power is zero.

[0060] When the target operating mode is the fuel cell idling mode, that is, when the vehicle is at the critical point of driving and braking, it is only necessary to ensure that the power output of the fuel cell and the additional power demand of the vehicle are dynamically balanced. Therefore, the first power value is the additional power demand of the vehicle, which is the power required for driving the vehicle, such as the power required by the air conditioner.

[0061] When the target operating mode is the fuel cell's maximum power output mode, i.e., when the battery charge is relatively low, the fuel cell needs to output more power, partly to drive the vehicle and partly to charge the battery. Therefore, obtaining the fuel cell's maximum output power and defining it as the first power allows the fuel cell to output a larger amount of power.

[0062] In this embodiment, a time window is defined. As the time window moves according to different step sizes, 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 is taken as the first power at time t in the fuel cell follower mode. 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 is calculated. In the fuel cell follower mode, the first power output by the fuel cell must not only ensure that the charge of the power battery and capacitor is maintained at a medium-to-high level over a long period of time, but also prevent frequent sudden changes that accelerate the voltage decay of the fuel cell. The calculation formula is as follows:

[0063]

[0064] in, Let t be 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, where T is the window size. The first power allocated to the fuel cell at time j. The second power allocated to the auxiliary energy source at time j, where t is greater than T, meaning the current time is greater than the length of the window.

[0065] It should be noted that when When calculating the mean, data within the corresponding time window is missing, and the number of time points used is insufficient. Therefore, compensation is performed on the remaining window using zero. After compensation, the average of the first power allocated to the fuel cell and the second power allocated to the auxiliary energy source within that time window is calculated. The compensation formula is as follows:

[0066]

[0067]

[0068]

[0069] in, This is the average of the first power allocated to the fuel cell and the second power allocated to the auxiliary energy source within the time window after compensation, when the time interval from the initial moment to the current moment is less than the window length. For window length, The first power allocated to the fuel cell at time j. The second power allocated to the auxiliary energy source at time j. For the compensation function, This is the compensation amount at the initial moment.

[0070] Optionally, after calculating the first power based on the historical first power and the historical second power, the calculation further includes:

[0071] The remaining power of the vehicle's power battery is obtained. Based on the remaining power of the power battery, the first power is corrected to obtain the corrected first power, and the corrected first power is determined as the first power.

[0072] In this embodiment, the remaining power of the vehicle's power battery is obtained, and the first power is corrected based on the remaining power of the power battery. During the correction, the correction is made based on the remaining power of the vehicle's power battery, and a closed-loop control is established for the numerical correction function.

[0073] See Figure 3 , Figure 3 This is a schematic diagram illustrating the correction of the first power in a fuel cell follower mode according to Embodiment 3 of the present invention, where the horizontal axis represents the remaining charge of the power battery, and the vertical axis represents the corrected first power. The first preset threshold mentioned above, This is the second preset threshold mentioned above.

[0074] S102: Based on the total power demand and the first power, calculate the second power to be allocated to the vehicle's auxiliary energy source. Based on the first power, control the operation of the fuel cell, and based on the second power, control the operation of the auxiliary energy source.

[0075] In step S102, the total required power is subtracted from the first power to calculate the second power to be allocated to the vehicle's auxiliary energy source. Based on the first power, the fuel cell is controlled to operate, and based on the second power, the auxiliary energy source is controlled to operate. The second power can be positive or negative. When the second power is positive, it is considered that the auxiliary energy source is outputting electrical power; when the second power is negative, it is considered that the auxiliary energy source is being charged.

[0076] In this embodiment, the first power is subtracted from the total required power to calculate the second power to be allocated to the vehicle's auxiliary energy source. That is, the first power output by the fuel cell is subtracted from the total required power to obtain the second power to be allocated to the vehicle's auxiliary energy source.

[0077] When the total power demand exceeds the first power requirement, it is considered that the first power output of the fuel cell is insufficient to meet the vehicle's power needs, and an auxiliary energy source is required to continue outputting the corresponding power to satisfy the vehicle's power requirements. When the total power demand is less than the first power requirement, it is considered that the first power output of the fuel cell is sufficient to meet the vehicle's power needs, and an auxiliary energy source is not required to continue outputting the corresponding power. Furthermore, the portion of the first power output of the fuel cell that exceeds the total power demand can also charge the auxiliary energy source.

[0078] Optionally, after calculating the second power to be allocated to the vehicle's auxiliary energy source, the method further includes:

[0079] Determine the magnitude of the second power. When the second power is greater than zero, determine that the auxiliary energy source is in a discharging state. When the second power is less than zero, determine that the auxiliary energy source is in a charging state.

[0080] In this embodiment, the auxiliary energy source is determined to be in a discharging state or a charging state based on whether the second power is greater than zero. When the second power is greater than zero, the auxiliary energy source is determined to be in a discharging state; when the second power is less than zero, the auxiliary energy source is determined to be in a charging state.

[0081] In this embodiment, the working state of the auxiliary energy source is determined so that the second power can be reasonably allocated to the power battery and capacitor in the auxiliary energy source according to different working modes.

[0082] Optionally, after calculating the second power to be allocated to the vehicle's auxiliary energy source, the method further includes:

[0083] The second power is filtered to obtain the first filtered power and the second filtered power, where the first filtered power is greater than the second filtered power.

[0084] In this embodiment, a first-order low-pass filter is used to filter the second power to obtain the filtered high-frequency power and low-frequency power. The formula for the first-order low-pass filter is as follows:

[0085]

[0086] in, Let be the low-frequency power output at time t. The low-frequency power output at time t-1 The second power at time t, For discrete time steps, It is a time constant. .when At time t, the output equals the input, and the filtering effect is zero. As the value approaches 0 from 1, the cutoff frequency decreases, and the filtering effect becomes more pronounced.

[0087] It should be noted that auxiliary energy sources include capacitors and power batteries, which are determined in the context of... When determining the value, the stability of the capacitor must be considered. After setting the value, the remaining charge of the capacitor is maintained within the specified upper and lower limits. During the charging and discharging of the auxiliary energy source, the remaining charge of the capacitor maintains a steady trend of not increasing or decreasing when approaching its maximum value, and also maintains a steady trend of not decreasing or increasing when approaching its minimum value. Therefore, the time constant... The calculation formula is as follows:

[0088]

[0089] in, The second power at time t, This is an adjustable coefficient. For discrete time steps, Let t be the remaining charge of the capacitor at time t. This is the minimum capacitance value.

[0090] As shown in the table below, the change in the remaining charge of the capacitor at time t affects... , , The impact, among which, for The remaining charge on the capacitor at any given time.

[0091]

[0092] As shown in the table above, For the second power, This is the minimum capacitance value. This is the maximum limit for the capacitor. When the auxiliary energy source is discharging, and the remaining charge of the capacitor is close to its minimum limit, the time constant is... Approximate discrete time step , When the value is close to 1, the filtering effect approaches 0, and the power battery bears almost all the discharge power. The remaining charge of the capacitor maintains a steady trend of not decreasing. When the remaining charge of the capacitor approaches its maximum limit, the time constant... Approaching infinity When the value is close to 0, the filtering effect reaches its limit, and the capacitor bears almost all the discharge power. The remaining charge in the capacitor continues to decrease.

[0093] When the auxiliary energy source is charging, and the remaining charge of the capacitor is close to the minimum limit of the capacitor, the time constant is... Approaching infinity When the value is close to 0, the filtering effect reaches its limit, and the capacitor accepts almost all the charging power. The remaining charge of the capacitor continues to increase. When the remaining charge of the capacitor approaches its maximum limit, the time constant... Approximate discrete time step , When the value is close to 1, the filtering effect approaches 0, and the power battery accepts almost all the charging power. The remaining charge in the capacitor remains constant and does not continue to increase.

[0094] Optionally, after performing the second power filtering process to obtain the first filtered power and the second filtered power, the process further includes:

[0095] The remaining charge of the capacitor is obtained. When the remaining charge of the capacitor is greater than a preset charge threshold, the capacitor's operating mode is set to capacitor charge consumption mode. When the remaining charge of the capacitor is not greater than the preset charge threshold, the capacitor's operating mode is set to capacitor charge retention mode.

[0096] In this embodiment, the auxiliary energy source includes a capacitor and a power battery. The remaining charge of the capacitor is obtained, and based on the remaining charge, it is determined whether the capacitor is in a high-level state. When the remaining charge of the capacitor is greater than a preset charge threshold, the capacitor is determined to be in a high-level state, and the capacitor's operating mode is determined to be the capacitor charge consumption mode. When the remaining charge of the capacitor is not greater than the preset charge threshold, the capacitor is determined to be in a low-level state, and the capacitor's operating mode is determined to be the capacitor charge retention mode.

[0097] In this embodiment, the operating mode of the capacitor is determined based on the remaining charge of the capacitor, so as to determine the direction of charge flow according to different operating modes.

[0098] Optionally, in the capacitor power consumption mode, when the auxiliary energy source is in the discharge state, if the second power is greater than the preset power threshold, then the power battery and capacitor are determined to discharge together.

[0099] In the capacitor power consumption mode, 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.

[0100] In the capacitor power consumption mode, 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, then the power battery and capacitor are determined to be in a co-charging mode.

[0101] The operation of the auxiliary energy source is controlled by the second power source, including:

[0102] In the capacitor power consumption mode, under the collaborative 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.

[0103] In the capacitor power consumption mode, under the power battery charging mode, the second power is allocated to the power battery;

[0104] In the capacitor power consumption mode, under the collaborative charging method 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.

[0105] In this embodiment, under the capacitor power consumption mode, the discharge state includes a power battery and capacitor co-discharge mode, and the charging state includes a power battery charging mode and a power battery and capacitor co-charging mode. The power battery and capacitor co-discharge mode involves both the power battery and capacitor discharging simultaneously. The power battery charging mode only charges the power battery, while the power battery and capacitor co-charging mode charges both the power battery and capacitor simultaneously.

[0106] According to the operation of the auxiliary energy source under the second power control, in the capacitor power consumption mode and the power battery and capacitor co-discharge mode, 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 discharging, the capacitor outputs high-frequency power, and the power battery outputs low-frequency power. See also Figure 4 , Figure 4 This is a power flow diagram provided in Embodiment 4 of the present invention under a capacitor power consumption mode and a power battery and capacitor co-discharge method. Wherein, Figure 4(a) is a diagram showing the flow of electricity in the fuel cell shutdown state. Figure 4 (b) is a diagram showing the charge flow during fuel cell discharge, where red arrows indicate the direction of charge flow during discharge, and green arrows indicate the direction of charge flow during charging. Figure 4 In (a), electrical energy flows from the power battery and capacitor, i.e., the supercapacitor and battery in the diagram, to the DC bus. Figure 4 In (b), the fuel cell discharges, and electricity flows from the fuel cell, power battery, and capacitor (i.e., the supercapacitor and battery in the diagram) to the DC bus. Figure 4 In (a), when the fuel cell is shut down, it discharges through the capacitor and the power battery, i.e., the supercapacitor and the battery in the diagram, to output the corresponding power. Figure 4 In (b), when the fuel cell is in discharge mode, that is, the first power output of 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 the battery in the figure.

[0107] In capacitor power consumption mode, under the power battery charging method, the second power is allocated to the power battery, meaning it only charges the power battery. The charging amount is the absolute value of the second power. See also... Figure 5 , Figure 5 This is a power flow diagram provided in Embodiment 5 of the present invention under the capacitor power consumption mode and the power battery charging mode. The red arrows indicate the direction of power flow during discharge, and the green arrows indicate the direction of power flow during charging. Figure 5 (a) is a diagram showing the flow of electricity in the fuel cell shutdown state. Figure 5 (b) is a power flow diagram of the fuel cell under discharge conditions. Figure 5 In (a), electrical energy flows from the DC bus to the power battery, i.e., the battery shown in the diagram. Figure 5 In (b), the fuel cell discharges, and the electricity flows from the fuel cell to the DC bus and then to the power battery. That is, part of the first power output from the fuel cell drives the vehicle and part of it charges the power battery.

[0108] In the capacitor power consumption mode, under the co-charging method of the power battery and capacitor, the first filtered power is allocated to the capacitor, and the second filtered power is allocated to the power battery. That is, when charging the auxiliary energy source, high-frequency power (i.e., the first filtered power) is allocated to the capacitor, and low-frequency power (i.e., the second filtered power) is allocated to the power battery. See also... Figure 6 , Figure 6 This is a power flow diagram under a capacitor power consumption mode and a capacitor-coordinated charging method, provided in Embodiment Six of the present invention. Wherein, Figure 6 (a) is a diagram showing the flow of electricity in the fuel cell shutdown state. Figure 6(b) is a diagram showing the flow of electricity during fuel cell discharge, where red arrows indicate the direction of discharge electricity flow and green arrows indicate the direction of charging electricity flow. Figure 6 In (a), electrical energy flows from the DC bus to the capacitor and the power battery, i.e., the supercapacitor and battery in the diagram. Figure 6 In (b), the fuel cell discharges, and the electricity flows from the fuel cell to the DC bus. Part of the electricity is then used to drive the vehicle, and part of it flows to the capacitor and the power battery, i.e., the supercapacitor and the battery in the figure, to charge the capacitor and the power battery.

[0109] Optionally, in the capacitor charge retention mode, when the auxiliary energy source is in the discharge state, if the second power is greater than the preset power threshold, then the power battery and capacitor are determined to discharge together.

[0110] In the capacitor charge retention mode, the auxiliary energy source is in the discharge state. If the discharge power of the power battery is greater than the second power, then the charging capacitor mode of the power battery is determined.

[0111] In the capacitor charge retention mode, 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 charging mode of the power battery is determined.

[0112] In the capacitor charge 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, the combined charging mode of the power battery and the capacitor is determined.

[0113] The operation of the auxiliary energy source, based on the second power control, also includes:

[0114] In the capacitor power retention mode, under the collaborative 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.

[0115] In the capacitor charge retention mode and the power battery charging capacitor mode, the third power is calculated based on the difference between the power battery discharge power and the second power, and the third power is allocated to the capacitor.

[0116] In the capacitor charge retention mode, under the power battery charging method, the second power is allocated to the power battery;

[0117] In the capacitor charge retention mode and 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.

[0118] In this embodiment, under the capacitor charge retention mode, the discharge states include a power battery and capacitor co-discharge mode and a power battery charging capacitor mode. The charging states include a power battery charging mode and a power battery and capacitor combined charging mode. Specifically, the power battery and capacitor co-discharge mode involves the power battery and capacitor discharging simultaneously, outputting corresponding power; the power battery charging capacitor mode involves the power battery charging the capacitor to maintain its stable state; and the power battery and capacitor combined charging mode can involve the power battery charging the capacitor, or the power battery and fuel cell simultaneously charging the capacitor.

[0119] In the capacitor charge retention mode, under the cooperative discharge method of the power battery and capacitor, 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 discharge simultaneously, the capacitor outputs the first filter power, and the power battery outputs the second filter power. See [link to relevant documentation]. Figure 7 , Figure 7 This is a power flow diagram provided in Embodiment 7 of the present invention under a capacitor power retention mode and a power battery and capacitor co-discharge method. Wherein, Figure 7 (a) is a diagram showing the flow of electricity in the fuel cell shutdown state. Figure 7 (b) is a diagram showing the charge flow during fuel cell discharge, where red arrows indicate the direction of charge flow during discharge, and green arrows indicate the direction of charge flow during charging. Figure 7 In (a), electricity flows from the power battery and capacitor, i.e., the supercapacitor and battery in the diagram, to the DC bus to drive the vehicle. Figure 7 In (b), the fuel cell discharges, and the electricity flows from the fuel cell, the power battery and the capacitor, i.e. the supercapacitor and the battery in the figure, to the DC bus to drive the vehicle.

[0120] In capacitor charge retention mode, specifically the power battery charging capacitor mode, a third power is calculated based on the difference between the power battery's discharge power and the second power, and this third power is then allocated to the capacitor. That is, in auxiliary energy source discharge mode, a portion of the power output from the power battery is used to drive the vehicle, and a portion is used to charge the capacitor. The battery's discharge power is the power value corresponding to 1C discharge conditions. See also... Figure 8 , Figure 8 This is a power flow diagram provided in Embodiment 8 of the present invention, in a capacitor power retention mode and a power battery charging capacitor mode. The red arrows indicate the direction of power flow during discharge, and the green arrows indicate the direction of power flow during charging. Figure 8 (a) is a diagram showing the flow of electricity in the fuel cell shutdown state. Figure 8 (b) is a power flow diagram of the fuel cell under discharge conditions. Figure 8In (a), the electrical charge flows from the power battery (the battery in the diagram) to the DC bus, and then to the capacitor, i.e., the supercapacitor. Figure 8 In (b), the fuel cell discharges, and the electricity flows from the fuel cell to the DC bus to drive the vehicle. The electricity flows from the power battery, i.e., the battery in the figure, to the DC bus. Then, part of the electricity flows to drive the vehicle and part of the electricity flows to the capacitor.

[0121] In capacitor charge retention mode, during battery charging, the second power is allocated to the battery. That is, in auxiliary energy source charging mode, only the battery is charged, and all the second power is allocated to the battery. The amount of charge added to the battery is the absolute value of the second power. See also... Figure 9 , Figure 9 This is a power flow diagram provided in Embodiment 9 of the present invention under the capacitor power retention mode and power battery charging mode. In the diagram, the red arrows indicate the direction of power flow during discharge, and the green arrows indicate the direction of power flow during charging. Figure 9 (a) is a diagram showing the flow of electricity in the fuel cell shutdown state. Figure 9 (b) is a power flow diagram of the fuel cell under discharge conditions. Figure 9 In (a), electrical energy flows from the DC bus to the power battery, i.e., the battery shown in the diagram. Figure 9 In (b), the fuel cell discharges, and the electricity flows from the fuel cell to the DC bus and then to the power battery. That is, part of the first power output from the fuel cell drives the vehicle and part of it charges the power battery.

[0122] In capacitor charge retention mode and capacitor combined 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 this fourth power is allocated to the capacitor. This means the capacitor can be charged using both the power battery and the fuel cell, or only the power battery can be used to charge the capacitor. When only the power battery is used to charge the capacitor, the charging power is the same as the discharge power of the power battery. When both the power battery and the fuel cell are used, the charging power is the sum of the discharge power of the power battery and the absolute value of the second power. The discharge power of the power battery refers to the power value under 1C discharge conditions. See also... Figure 10 , Figure 10 This is a power flow diagram provided in Embodiment 10 of the present invention under capacitor charge retention mode and capacitor combined charging mode. Wherein, Figure 10 (a) is a diagram showing the flow of electricity in the fuel cell shutdown state. Figure 10 (b) is a diagram showing the charge flow during fuel cell discharge, where red arrows indicate the direction of charge flow during discharge, and green arrows indicate the direction of charge flow during charging. Figure 10In (a), the electricity flows from the power battery to the DC bus, and then to the capacitor. Figure 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 to the capacitor for charging. A portion of the initial power output from the fuel cell is used to drive the vehicle, and a portion is used to charge the capacitor.

[0123] This application acquires the vehicle's operating current and charge information, along with the total power demand. Based on this information, a first power corresponding to the target operating mode is determined from a preset range of fuel cell operating modes. Then, based on the total power demand and the first power, a second power to be allocated to the vehicle's auxiliary energy source is calculated. The fuel cell operation is controlled according to the first power, and the auxiliary energy source operation is controlled according to the second power. This application achieves reasonable power allocation and management of energy sources in the vehicle, effectively controlling the operating state of each energy source, avoiding overcharging, over-discharging, and overheating, ensuring stable system operation, and extending the system's lifespan.

[0124] See Figure 11 , Figure 11 This is a structural block diagram of a vehicle power distribution system according to Embodiment Eleven of the present invention. For ease of explanation, only the parts relevant to this embodiment are shown. See also Figure 11 The vehicle's power distribution system 110 includes a determination module 111 and a calculation module 112.

[0125] The determination module 111 is used to acquire the current information, power information and total power demand of the vehicle, and determine the first power corresponding to the target working mode from the preset working modes of the fuel cell based on the current information, power information and total power demand.

[0126] The calculation module 112 is used to calculate the second power to be allocated to the auxiliary energy source of the vehicle based on the total required power and the first power, control the operation of the fuel cell based on the first power, and control the operation of the auxiliary energy source based on the second power.

[0127] Optionally, the determining module 111 includes:

[0128] The first determining unit is used to determine the target operating mode as fuel cell shutdown mode when the switching logic value of the fuel cell is 1.

[0129] The second determining unit is used to determine the target operating mode as fuel cell idle mode when the switching logic value of the fuel cell is 0 and the idling operation logic value is 1.

[0130] The third determining unit is used to determine the target operating mode as the maximum power output mode of the fuel cell when the switching logic value of the fuel cell is 0, the idling operation logic value is 0, and the maximum power operation logic value is 1.

[0131] The fourth determining unit is used to determine the target operating mode as fuel cell follower mode when the switching logic value of the fuel cell is 0, the idling operation logic value is 0, and the maximum power operation logic value is 0.

[0132] The fifth determining unit is used to determine zero as the first power if the target operating mode is the fuel cell shutdown mode;

[0133] The sixth determining unit is used to obtain the vehicle's additional power demand if the target operating mode is fuel cell idling mode, and determine the additional power demand as the first power.

[0134] The seventh determining unit is used 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.

[0135] The eighth determining 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 working mode is the fuel cell follower mode, and calculate the first power based on the historical first power and the historical second power.

[0136] Optionally, the power distribution system 110 of the aforementioned vehicle further includes:

[0137] The correction module is used to obtain the remaining power of the vehicle's power battery, correct the first power based on the remaining power of the power battery, obtain the corrected first power, and determine the corrected first power as the first power.

[0138] Optionally, the power distribution system 110 of the aforementioned vehicle further includes:

[0139] The judgment module is used to determine the magnitude of the second power. When the second power is greater than zero, it determines that the working state of the auxiliary energy source is the discharge state; when the second power is less than zero, it determines that the working state of the auxiliary energy source is the charging state.

[0140] Optionally, the power distribution system 110 of the aforementioned vehicle further includes:

[0141] The filtering module is used to filter the second power to obtain a first filtered power and a second filtered power, wherein the first filtered power is greater than the second filtered power.

[0142] Optionally, the power distribution system 110 of the aforementioned vehicle further includes:

[0143] The acquisition module is used to acquire the remaining charge of the capacitor. When the remaining charge of the capacitor is greater than a preset charge threshold, the capacitor's operating mode is determined to be the capacitor charge consumption mode. When the remaining charge of the capacitor is not greater than the preset charge threshold, the capacitor's operating mode is determined to be the capacitor charge retention mode.

[0144] Optionally, the above-mentioned calculation module 112 includes:

[0145] The first distribution unit is used to distribute the first filter power to the capacitor and the second filter power to the power battery in the capacitor power consumption mode and the power battery co-discharge mode.

[0146] The second distribution unit is used to distribute the second power to the power battery in the capacitor power consumption mode and power battery charging mode.

[0147] The third distribution unit is used to distribute the first filtered power to the capacitor and the second filtered power to the power battery in the capacitor power consumption mode and the power battery co-charging mode.

[0148] Optionally, the above-mentioned calculation module 112 further includes:

[0149] The fourth distribution unit is used to distribute the first filtered power to the capacitor and the second filtered power to the power battery in the capacitor charge retention mode and the power battery co-discharge mode.

[0150] The fifth allocation unit is used to calculate the third power based on the difference between the discharge power of the power battery and the second power in the capacitor power retention mode and the power battery charging capacitor mode, and allocate the third power to the capacitor.

[0151] The sixth distribution unit is used to distribute the second power to the power battery in the capacitor charge retention mode and power battery charging mode.

[0152] The seventh allocation unit is used to calculate the fourth power based on the sum of the discharge power of the power battery and the absolute value of the second power in the capacitor charge retention mode and capacitor composite charging mode, and then allocate the fourth power to the capacitor.

[0153] See Figure 12 This is a schematic diagram of the structure of a vehicle 120 provided in Embodiment Twelve of the present invention. The vehicle 120 includes a power distribution system 110.

Claims

1. A power distribution method for a vehicle, characterized in that, include: The system acquires the vehicle's operating current information, power information, and total power demand. Based on the current information, power information, and total power demand, it determines the first power corresponding to the target operating mode from the preset fuel cell operating modes. Based on the total power demand and the first power, the second power to be allocated to the auxiliary energy source of the vehicle is calculated. Based on the first power, the operation of the fuel cell is controlled, and based on the second power, the operation of the auxiliary energy source is controlled. The auxiliary energy source includes a capacitor and a power battery; After obtaining the first filtered power and the second filtered power through the second power filtering process, the process further includes: The remaining charge of the capacitor is obtained. When the remaining charge of the capacitor is greater than a preset charge threshold, the operating mode of the capacitor is determined to be the capacitor charge consumption mode. When the remaining charge of the capacitor is not greater than the preset charge threshold, the operating mode of the capacitor is determined to be the capacitor charge retention mode.

2. The power distribution method for a vehicle as described in claim 1, characterized in that, The step of determining the first power corresponding to the target operating mode from the preset operating modes of the fuel cell based on the current information, power information, and total power demand includes: When the switching logic value of the fuel cell is 1, the target operating mode is determined to be the fuel cell shutdown mode; When the switching logic value of the fuel cell is 0 and the idling operation logic value is 1, the target operating mode is determined to be the fuel cell idling mode. When the switching logic value of the fuel cell is 0, the idling operation logic value is 0, and the maximum power operation logic value is 1, the target operating mode is determined to be the maximum power output mode of the fuel cell. When the switching logic value of the fuel cell is 0, the idling operation logic value is 0, and the maximum power operation logic value is 0, the target operating mode is determined to be the fuel cell follower mode. If the target operating mode is the fuel cell shutdown mode, then zero is defined as the first power. If the target operating mode is the fuel cell idling mode, then the additional power demand of the vehicle is obtained, and the additional power demand is determined as the first power. If the target operating mode is the maximum power output mode of the fuel cell, then the maximum output power of the fuel cell is obtained, and the maximum output power is determined as the first power; If the target operating mode is the fuel cell follower mode, then the historical first power allocated to the fuel cell before the current time and the historical second power allocated to the auxiliary energy source are obtained, and the first power is calculated based on the historical first power and the historical second power.

3. The power distribution method for a vehicle as described in claim 2, characterized in that, After calculating the first power based on the first historical power and the second historical power, the method further includes: The remaining power of the vehicle's power battery is obtained, and the first power is corrected based on the remaining power of the power battery to obtain the corrected first power, which is then determined as the first power.

4. The power distribution method for a vehicle as described in claim 3, characterized in that, After calculating the second power to be allocated to 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 the discharge state. When the second power is less than zero, the working state of the auxiliary energy source is determined to be the charging state.

5. The power distribution method for a vehicle as described in claim 4, characterized in that, After calculating the second power to be allocated to 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 power distribution method for a vehicle as described in claim 1, characterized in that, In the capacitor power consumption mode, the auxiliary energy source is in a discharge state. If the second power is greater than the preset power threshold, then the power battery and capacitor are determined to be in a coordinated discharge mode. In the capacitor power consumption mode, 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, then the power battery charging mode is determined. In the capacitor power consumption mode, 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, then the power battery and capacitor are determined to be in a co-charging mode. The step of controlling the operation of the auxiliary energy source according to the second power includes: In the capacitor power consumption mode, under the power battery and capacitor co-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, under the power battery charging mode, the second power is allocated to the power battery; In the capacitor power consumption mode, under the power battery and capacitor co-charging method, the first filter power is allocated to the capacitor, and the second filter power is allocated to the power battery.

7. The power distribution method for a vehicle as described in claim 1, characterized in that, In the capacitor charge retention mode, the auxiliary energy source is in a discharge state. If the second power is greater than a preset power threshold, then the power battery and capacitor are determined to be in a coordinated discharge mode. In the capacitor charge retention mode, when the auxiliary energy source is in a discharge state, if the discharge power of the power battery is greater than the second power, then the charging capacitor mode of the power battery is determined. In the capacitor charge retention mode, 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, then the power battery charging mode is determined. In the capacitor charge retention 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 combined charging mode of the power battery and capacitor is determined. The method of controlling the operation of the auxiliary energy source according to the second power further includes: In the capacitor power retention mode, under the power battery and capacitor co-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 charge retention mode, the power battery charging capacitor mode, a 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; In the capacitor charge retention mode, under the power battery charging method, the second power is allocated to the power battery; In the capacitor charge retention mode, under the capacitor composite charging method, 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.

8. A power distribution system for a vehicle, characterized in that, include: The determination module is used to acquire the vehicle's operating current information, power information, and total power demand, and to determine the first power corresponding to the target operating mode from the preset fuel cell operating modes based on the current information, power information, and total power demand. The calculation module is used to calculate the second power to be allocated to the auxiliary energy source of the vehicle based on the total power demand and the first power, control the operation of the fuel cell based on the first power, and control the operation of the auxiliary energy source based on the second power; The auxiliary energy source includes a capacitor and a power battery; After obtaining the first filtered power and the second filtered power through the second power filtering process, the process further includes: The remaining charge of the capacitor is obtained. When the remaining charge of the capacitor is greater than a preset charge threshold, the operating mode of the capacitor is determined to be the capacitor charge consumption mode. When the remaining charge of the capacitor is not greater than the preset charge threshold, the operating mode of the capacitor is determined to be the capacitor charge retention mode.

9. A vehicle, characterized in that, The vehicle includes the power distribution system of the vehicle as described in claim 8.

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