Method and device for determining power of hybrid power fuel cell vehicle and vehicle

Abstract

The invention relates to a power determination method and device of a hybrid power fuel cell vehicle and the vehicle, and relates to the technical field of vehicles. The technical problem of unreasonable power distribution in related technologies is at least solved. The method comprises the following steps: acquiring vehicle power demand information, a first current temperature of a fuel cell and a second current temperature of a power cell; and obtaining a first power constraint condition of the fuel cell based on the first current temperature and the first power constraint matching strategy. And obtaining a second power constraint condition of the power battery based on the second current temperature and a second power constraint matching strategy. And determining the power of the fuel cell and the power of the power cell based on the vehicle power demand information, the first power constraint condition and the second power constraint condition. Therefore, the power distribution of the fuel cell and the power cell is more reasonable.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and in particular, to a method, device and vehicle for determining the power of a hybrid fuel cell vehicle. Background Art

[0002] With the rapid development of new energy vehicle technology, fuel cell hybrid vehicles have been gradually widely used due to their advantages such as long endurance and low emissions. During the actual operation of a fuel cell hybrid vehicle, through reasonable distribution of the power of the fuel cell and the power battery, energy management of the fuel cell hybrid vehicle can be achieved.

[0003] One existing technology provides a method for controlling the energy management of a fuel cell vehicle. By constructing a neural network model and training the neural network model, energy management of a fuel cell electric vehicle can be achieved. Another existing technology provides an energy management method for a fuel cell vehicle. This method can determine whether the remaining power of the power battery and the output power of the fuel cell system are within a target range, and achieve energy management of the fuel cell electric vehicle through the target power corresponding to the optimal hydrogen consumption efficiency of the fuel cell system and the vehicle demand power.

[0004] However, the above methods may have the problem of unreasonable battery power distribution. Therefore, a new method is needed to determine the power of the fuel cell and the power battery. Summary of the Invention

[0005] According to the first aspect provided by the present application, the present application provides a method, device and vehicle for determining the power of a hybrid fuel cell vehicle, so as to at least solve the technical problem of unreasonable battery power distribution in related technologies.

[0006] The technical solution of the present application is applied to a device for determining the power of a hybrid fuel cell vehicle. The method for determining the power of the hybrid fuel cell vehicle includes: obtaining vehicle power demand information, a first current temperature of the fuel cell, and a second current temperature of the power battery. Based on the first current temperature and a first power constraint matching strategy, a first power constraint condition of the fuel cell is obtained. The first power constraint matching strategy is used to indicate the correspondence between a plurality of first preset temperatures and a plurality of first preset power constraint conditions, and one first preset temperature corresponds to one first preset power constraint condition. Based on the second current temperature and a second power constraint matching strategy, a second power constraint condition of the power battery is obtained. The second power constraint matching strategy is used to indicate the correspondence between a plurality of second preset temperatures and a plurality of second preset power constraint conditions, and one second preset temperature corresponds to one second preset power constraint condition. Based on the vehicle power demand information, the first power constraint condition and the second power constraint condition, the power of the fuel cell and the power of the power battery are determined.

[0007] In a possible implementation, the first power constraint condition includes: the power of the fuel cell is less than or equal to a first power threshold, and the first power threshold corresponds to a first current temperature. The second power constraint condition includes: the power of the power battery is less than or equal to a second power threshold, and the second power threshold corresponds to a second current temperature.

[0008] In a possible implementation, the first power constraint condition further includes: the power change rate of the fuel cell is less than or equal to a power change rate threshold, and the power change rate threshold corresponds to the second power threshold.

[0009] In a possible implementation, the power change rate threshold is negatively correlated with the second power threshold.

[0010] In a possible implementation, determining the power of the fuel cell and the power of the power battery based on vehicle power demand information, the first power constraint condition, and the second power constraint condition includes: determining at least one set of candidate battery powers based on vehicle power demand information, the first power constraint condition, and the second power constraint condition, where one set of candidate battery powers includes: a candidate power of a fuel cell and a candidate power of a power battery. Determining the equivalent energy consumption information corresponding to each set of candidate battery powers in the at least one set of candidate battery powers. Determining target battery powers from the at least one set of candidate battery powers based on the equivalent energy consumption information corresponding to each set of candidate battery powers, where the target battery powers include: the power of the fuel cell and the power of the power battery.

[0011] In a possible implementation, the target battery powers are the candidate battery powers with the minimum equivalent energy consumption information in the at least one set of candidate battery powers.

[0012] In a possible implementation, determining the equivalent energy consumption information corresponding to the candidate battery powers includes: obtaining the fuel consumption rate of the fuel cell based on the candidate power of the fuel cell and the current state information of the fuel cell. Obtaining the equivalent fuel consumption rate of the power battery based on the candidate power of the power battery and the current state information of the power battery. Determining the equivalent energy consumption information based on the fuel consumption rate of the fuel cell and the equivalent fuel consumption rate of the power battery.

[0013] In a possible implementation, obtaining the equivalent fuel consumption rate of the power battery based on the candidate power of the power battery and the current state information of the power battery includes: obtaining a first equivalent factor, where the first equivalent factor is used to adjust the energy consumption situation of the power battery at the current moment. Obtaining the equivalent fuel consumption rate of the power battery based on the first equivalent factor, the candidate power of the power battery, and the current state information of the power battery.

[0014] In a possible implementation manner, obtaining the first equivalent factor includes: obtaining a second equivalent factor, the current state of charge of the power battery, the preset state of charge of the power battery, the target power of the fuel cell, and the candidate power of the fuel cell. The second equivalent factor is the equivalent factor corresponding to the previous moment of the current moment, and the target power is the power with the highest fuel utilization rate among the multiple output powers of the fuel cell. Based on the second equivalent factor, the current state of charge of the power battery, the preset state of charge of the power battery, the target power of the fuel cell, and the candidate power of the fuel cell, the first equivalent factor is determined.

[0015] According to the second aspect provided by the present application, a power determination device for a hybrid fuel cell vehicle is provided. The device includes an acquisition module and a processing module. The acquisition module is configured to acquire vehicle power demand information, the first current temperature of the fuel cell, and the second current temperature of the power battery. The processing module is configured to obtain the first power constraint condition of the fuel cell based on the first current temperature and the first power constraint matching strategy, and the first power constraint matching strategy is used to indicate the correspondence between multiple first preset temperatures and multiple first preset power constraint conditions, and one first preset temperature corresponds to one first preset power constraint condition. The processing module is further configured to obtain the second power constraint condition of the power battery based on the second current temperature and the second power constraint matching strategy, and the second power constraint matching strategy is used to indicate the correspondence between multiple second preset temperatures and multiple second preset power constraint conditions, and one second preset temperature corresponds to one second preset power constraint condition. The processing module is further configured to determine the power of the fuel cell and the power of the power battery based on the vehicle power demand information, the first power constraint condition, and the second power constraint condition.

[0016] In a possible implementation manner, the first power constraint condition includes: the power of the fuel cell is less than or equal to a first power threshold, and the first power threshold corresponds to the first current temperature. The second power constraint condition includes: the power of the power battery is less than or equal to a second power threshold, and the second power threshold corresponds to the second current temperature.

[0017] In a possible implementation manner, the first power constraint condition further includes: the power change rate of the fuel cell is less than or equal to a power change rate threshold, and the power change rate threshold corresponds to the second power threshold.

[0018] In a possible implementation manner, the power change rate threshold is negatively correlated with the second power threshold.

[0019] In a possible implementation, a processing module is configured to determine at least one set of candidate battery powers based on vehicle power demand information, a first power constraint condition, and a second power constraint condition. One set of candidate battery powers includes: a candidate power of a fuel cell and a candidate power of a power battery. The processing module is further configured to determine equivalent energy consumption information corresponding to each set of candidate battery powers in the at least one set of candidate battery powers. The processing module is further configured to determine a target battery power from the at least one set of candidate battery powers based on the equivalent energy consumption information corresponding to each set of candidate battery powers. The target battery power includes: the power of the fuel cell and the power of the power battery.

[0020] In a possible implementation, the target battery power is the candidate battery power with the smallest corresponding equivalent energy consumption information among the at least one set of candidate battery powers.

[0021] In a possible implementation, the processing module is configured to obtain a fuel consumption rate of the fuel cell based on the candidate power of the fuel cell and the current state information of the fuel cell. The processing module is further configured to obtain a fuel consumption rate of the power battery based on the candidate power of the power battery and the current state information of the power battery. The processing module is further configured to determine equivalent energy consumption information based on the fuel consumption rate of the fuel cell and the fuel consumption rate of the power battery.

[0022] In a possible implementation, an acquisition module is configured to acquire a first equivalent factor and an electric energy consumption rate of the power battery. The first equivalent factor is used to adjust the energy consumption rate situation of the power battery at the current moment. The processing module is configured to obtain an equivalent fuel consumption rate of the power battery based on the first equivalent factor, the candidate power of the power battery, and the current state information of the power battery.

[0023] In a possible implementation, the acquisition module is configured to acquire a second equivalent factor, the current state of charge of the power battery, the preset state of charge of the power battery, the target power of the fuel cell, and the candidate power of the fuel cell. The second equivalent factor is the equivalent factor corresponding to the previous moment of the current moment, and the target power is the power with the highest fuel utilization rate among the multiple output powers of the fuel cell. The processing module is configured to determine the first equivalent factor based on the second equivalent factor, the current state of charge of the power battery, the preset state of charge of the power battery, the target power of the fuel cell, and the candidate power of the fuel cell.

[0024] According to a third aspect provided by the present application, there is provided a power determination device for a hybrid fuel cell vehicle, including: a processor; a memory for storing processor-executable instructions; wherein, the processor is configured to execute the instructions to implement the method according to the first aspect and any of its possible implementations.

[0025] According to a fourth aspect provided by the present application, a vehicle is provided. The vehicle includes a power determination device of a hybrid fuel cell vehicle as in the second aspect, and the vehicle is configured to implement the method as in the first aspect and any possible implementation manners thereof above.

[0026] According to a fifth aspect provided by the present application, a computer-readable storage medium is provided. When instructions in the computer-readable storage medium are executed by a processor of the power determination device of the hybrid fuel cell vehicle, the power determination device of the hybrid fuel cell vehicle is enabled to execute the method as in the first aspect and any possible implementation manners thereof.

[0027] According to a sixth aspect provided by the present application, a computer program product is provided. The computer program product includes computer instructions. When the computer instructions run on the power determination device of the hybrid fuel cell vehicle, the power determination device of the hybrid fuel cell vehicle operates as the method as in the first aspect and any possible implementation manners thereof.

[0028] Advantages of the present invention:

[0029] (1) By obtaining vehicle power demand information, the first current temperature of the fuel cell, and the second current temperature of the power battery, based on the first current temperature and the first power constraint matching strategy, the first power constraint condition of the fuel cell can be obtained, and based on the second current temperature and the second power constraint matching strategy, the second power constraint condition of the power battery can be obtained. In this way, the first power constraint condition of the fuel cell and the second power constraint condition of the power battery can change with the temperature, so as to control the working states of the fuel cell and the power battery in real time. Then, based on the vehicle power demand information, the first power constraint condition, and the second power constraint condition, power can be reasonably allocated to the fuel cell and the power battery, thereby avoiding excessive resource waste and energy loss caused by excessive power of the fuel cell and the power battery, and further increasing the service life of the fuel cell and the power battery.

[0030] (2) By restricting the power of the fuel cell at different temperatures, the power of the fuel cell can be reasonably adjusted according to the actual working conditions and the battery temperature of the fuel cell, so as to ensure that the vehicle can operate safely, stably, and efficiently. By setting reasonable power thresholds, the output power of the power battery can be reasonably adjusted, so as to ensure that the power battery operates in the best working state, enabling the power battery to maintain good performance and improving the cycle life of the battery.

[0031] (3) By restricting the power change rate of the fuel cell at the corresponding temperature, the generation and accumulation of heat inside the battery can be effectively controlled, avoiding excessive battery temperature, which may lead to a decline in the performance of the fuel cell and reducing the risk of thermal runaway.

[0032] (4) The larger the second power threshold of the power battery is, the stronger the charge and discharge capacity of the power battery. Without exceeding the second power threshold of the power battery, the power change rate of the fuel cell decreases, which can reduce the stress and wear inside the fuel cell, thereby improving the service life of the fuel cell. Moreover, since the speed at which the fuel cell provides power to the vehicle during startup and acceleration is less than that of the power battery, and the second power threshold of the power battery is larger while the power change rate of the fuel cell is lower, the power response speed of the vehicle can be faster.

[0033] (5) At least one set of candidate battery powers can be determined based on vehicle power demand information, the first power constraint condition, and the second power constraint condition. By determining the equivalent energy consumption information corresponding to each set of candidate battery powers, the target battery power can be determined from at least one set of candidate battery powers that maximizes energy efficiency, so as to determine the power of the fuel cell and the power of the power battery. In this way, the power of the fuel cell and the power of the power battery can be limited within their respective reasonable usage ranges, more accurately control the power output of the fuel cell, and achieve maximum energy efficiency.

[0034] (6) By determining the power provided by the fuel cell when the equivalent energy consumption information is minimized, the energy consumed by the vehicle can be minimized, reducing resource waste.

[0035] (7) The total energy consumption situation of the fuel cell and the power battery, that is, the equivalent energy consumption information, can be obtained through the candidate power of the fuel cell and the candidate power of the power battery, which can quantify the energy-saving effect of each set of candidate powers, and thus the load status of the fuel cell and the power battery can be analyzed. Further, the energy consumption rate of the power battery at the current moment is adjusted in real time through the first equivalent factor, and the power distribution ratio of the fuel cell and the power battery is coordinated to increase the service life of the fuel cell and the power battery.

[0036] (8) By using the second equivalent factor to adjust the fuel consumption rate of the power battery at the current moment in real time, the current states of the fuel cell and the power battery can be sensed in real time. Taking the target SOC and the target power as the goals, the states of the fuel cell and the power battery are dynamically adjusted, which can make the fuel utilization rate of the power of the fuel cell reach the highest. At the same time, the SOC of the power battery can also be controlled within a reasonable range to improve the durability of the power battery.

[0037] It should be noted that the technical effects brought by any implementation manner in the second aspect to the sixth aspect can refer to the technical effects brought by the corresponding implementation manner in the first aspect, which will not be elaborated here.

[0038] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit this application. Description of the Drawings

[0039] The accompanying drawings here are incorporated into the specification and form a part of this specification, showing embodiments consistent with this application, and are used together with the specification to explain the principles of this application, and do not constitute an improper limitation of this application.

[0040] Figure 1 is a schematic structural diagram of a vehicle shown according to an exemplary embodiment;

[0041] Figure 2 is a schematic flowchart of a method for determining the power of a hybrid fuel cell vehicle shown according to an exemplary embodiment;

[0042] Figure 3 is a schematic flowchart of another method for determining the power of a hybrid fuel cell vehicle shown according to an exemplary embodiment;

[0043] Figure 4 is a schematic flowchart of another method for determining the power of a hybrid fuel cell vehicle shown according to an exemplary embodiment;

[0044] Figure 5 is a schematic flowchart of a method for determining target state constraint conditions shown according to an exemplary embodiment;

[0045] Figure 6 is a schematic structural diagram of a device for determining the power of a hybrid fuel cell vehicle shown according to an exemplary embodiment;

[0046] Figure 7 is a schematic structural diagram of another device for determining the power of a hybrid fuel cell vehicle shown according to an exemplary embodiment. Detailed Embodiments

[0047] In order to enable those of ordinary skill in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0048] It should be noted that the terms "first", "second", etc. in the specification and claims of this application and the above-mentioned accompanying drawings are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that such data used can be interchanged under appropriate circumstances so that the embodiments of this application described here can be implemented in an order other than those illustrated or described here. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. On the contrary, they are merely examples of devices and methods consistent with some aspects of this application as detailed in the appended claims.

[0049] Currently, fuel cell hybrid vehicles are powered by a hybrid system formed by a fuel cell and a power battery. The structure of the hybrid system is usually an indirect configuration, that is, the fuel cell stack can be connected in parallel to the DC bus through a direct current-to-direct current (DC / DC) converter and the power battery, so that the DC / DC converter can adjust the output voltage of the DC / DC converter in real time according to the voltage change of the power battery. In this structure, the interaction between the DC / DC converter and the power battery is relatively complex. Therefore, it is necessary to determine the power of the fuel cell and the power battery so that the hybrid system can distribute power to the fuel cell and the power battery during driving, improving the performance of the hybrid system.

[0050] Some methods consider the influence of environmental temperature, road conditions, and vehicle heat dissipation capacity on fuel cells and power batteries. By adjusting the output power of the fuel cell, the vehicle's power performance, economy, and durability can be balanced. Although this method can complete the power distribution of fuel cells and power batteries, it does not consider the limitation of temperature on the output power of fuel cells and power batteries.

[0051] For fuel cell hybrid vehicles, if the temperature of the fuel cell and the power battery changes, the maximum output power of the fuel cell, the power change rate of the fuel cell, and the maximum charge-discharge power of the power battery will also change. For example, during the cold start of the vehicle, the operating temperatures of the fuel cell and the power battery are likely to be too high or too low, resulting in relatively large changes in the maximum output power of the fuel cell, the power change rate of the fuel cell, and the maximum charge-discharge power of the power battery.

[0052] Therefore, if the influence of battery temperature on the battery is not considered, it may cause the power distributed to the fuel cell and the power battery to exceed the capabilities of the fuel cell or the power battery, resulting in a decline in the performance of the fuel cell and the power battery, attenuation of the lifespan of the power battery and the fuel cell, and further affecting the vehicle performance. Moreover, it may cause energy waste and affect fuel economy.

[0053] To solve the above problems, the present application provides a method for determining the power of a hybrid fuel cell vehicle, the method comprising: by obtaining vehicle power demand information, a first current temperature of a fuel cell, and a second current temperature of a power battery, a first power constraint condition of the fuel cell can be obtained based on the first current temperature and a first power constraint matching strategy, and a second power constraint condition of the power battery can be obtained based on the second current temperature and a second power constraint matching strategy. In this way, the first power constraint condition of the fuel cell and the second power constraint condition of the power battery can change with the temperature, so as to control the working states of the fuel cell and the power battery in real time. Subsequently, based on the vehicle power demand information, the first power constraint condition, and the second power constraint condition, power can be reasonably allocated to the fuel cell and the power battery, thereby avoiding excessive resource waste and energy loss caused by excessive power of the fuel cell and the power battery, and further increasing the service life of the fuel cell and the power battery.

[0054] It should be noted that the execution subject of the method for determining the power of the hybrid fuel cell vehicle provided by the present application can be a power determination device of the hybrid fuel cell vehicle, and this device can be a vehicle (such as a fuel cell vehicle). At the same time, this device can also be the central processing unit (CPU) of the vehicle, or a module in the device for determining the power of the hybrid fuel cell vehicle, or a vehicle-mounted device in the vehicle. In the embodiments of the present application, taking the vehicle as the execution subject of the method for determining the power of the hybrid fuel cell vehicle as an example, the method for determining the power of the hybrid fuel cell vehicle provided by the embodiments of the present application is described.

[0055] The implementation environment of the embodiments of the present application is introduced below.

[0056] In a possible design, the vehicle is equipped with a fuel cell hybrid system and a vehicle control unit (VCU). Among them, the fuel cell hybrid system includes at least one of the following: a fuel cell, a power battery, an air supply subsystem, a hydrogen supply subsystem, a water heat management subsystem, a DC / DC converter, and a fuel cell hybrid system controller (FCCU).

[0057] It should be noted that the fuel cell hybrid system has complete control capabilities, the vehicle control unit has energy management control capabilities, the fuel cell can convert chemical energy into electrical energy through a hydrogen-oxygen reaction to provide power for the vehicle, and the power battery can provide power for the vehicle through the stored electrical energy.

[0058] Exemplarily, such as Figure 1As shown, it is a schematic structural diagram of a vehicle shown according to an exemplary embodiment. Among them, the vehicle is equipped with a fuel cell hybrid system and a vehicle controller, and the fuel cell hybrid system includes a fuel cell and a power battery.

[0059] In some embodiments, as Figure 2 shown, when the fuel cell vehicle is powered on, the fuel cell hybrid system is started, and the vehicle starts to run. After that, the fuel cell hybrid system can send demand data to the vehicle controller, and the vehicle controller can process the demand data to obtain vehicle power demand information. After that, the vehicle controller can process the vehicle power demand information based on the equivalent consumption minimization strategy (ECMS) to determine the power of the fuel cell and the power of the power battery. After that, the vehicle controller can send the power of the fuel cell and the power of the power battery to the fuel cell hybrid system to control the fuel cell and the power battery to supply power to the fuel cell hybrid system.

[0060] For ease of understanding, the following specifically introduces the power determination method of the hybrid fuel cell vehicle provided in this application with reference to the accompanying drawings.

[0061] Figure 3 is a schematic flowchart of a power determination method for a hybrid fuel cell vehicle shown according to an exemplary embodiment. As Figure 3 shown, the power determination method for this hybrid fuel cell vehicle includes:

[0062] S301. Obtain vehicle power demand information, the first current temperature of the fuel cell, and the second current temperature of the power battery.

[0063] Among them, the vehicle power demand information is used to indicate the power required by the vehicle during driving. The first current temperature of the fuel cell is the temperature of the fuel cell at the current moment, and the second current temperature of the power battery is the temperature of the power battery at the current moment.

[0064] It should be noted that this application places no restrictions on the fuel cell and the power battery. For example, the fuel cell can be a hydrogen fuel cell, a methane fuel cell, a methanol fuel cell, a liquid ammonia fuel cell, or a natural gas fuel cell. The power battery can be a lead-acid battery, a nickel-cadmium battery, a nickel-iron battery, a nickel-hydrogen battery, or a lithium battery.

[0065] In a possible implementation manner, the first current temperature of the fuel cell and the second current temperature of the power battery can be obtained through sensors.

[0066] S302. Obtain the first power constraint condition of the fuel cell based on the first current temperature and the first power constraint matching strategy.

[0067] Among them, the first power constraint matching strategy is used to indicate the corresponding relationship between multiple first preset temperatures and multiple first preset power constraint conditions. One first preset temperature corresponds to one first preset power constraint condition.

[0068] In a possible design, fuel cell information can be obtained. After that, based on the thermodynamic model of the fuel cell and the fuel cell information, the first preset temperature of the fuel cell can be obtained.

[0069] Optionally, the fuel cell information includes at least one of the following: the mass of the fuel cell, the specific heat capacity of the fuel cell, the heat generation power of the fuel cell, the surface heat dissipation power of the fuel cell, the duration of the fuel cell temperature, and the output power of the fuel cell.

[0070] It should be noted that this application does not limit the thermodynamic model of the fuel cell. For example, the thermodynamic model of the fuel cell can be a physical model, a semi-empirical semi-theoretical model, a mathematical analytical model, a geometric model, or a chemical engineering thermodynamic model.

[0071] Exemplarily, the thermodynamic model of the fuel cell satisfies Formula 1.

[0072]

[0073] Among them, T FC is the first preset temperature of the fuel cell, m FC is the mass of the fuel cell, C S,FC is the specific heat capacity of the fuel cell, P FC,loss is the heat generation power of the fuel cell, Q FC,coolanr is the heat transfer power of the coolant, Q FC,e is the surface heat dissipation power of the fuel cell, and t is the duration of the fuel cell temperature. Among them, the heat generation power of the fuel cell is used to indicate the heat generated when the fuel cell loses energy, and the heat transfer power of the coolant is used to indicate the heat taken away by the coolant from the fuel cell.

[0074] Optionally, the first power constraint matching strategy is: if there is a first target temperature among the multiple first preset temperatures that is the same as the first current temperature, then determine the first preset power constraint condition corresponding to the target temperature as the first power constraint condition.

[0075] Exemplarily, the first preset temperature 1 is 12 degrees Celsius, and the first preset temperature 1 corresponds to the first preset power constraint condition a. The first preset temperature 2 is 15 degrees Celsius, and the first preset temperature 2 corresponds to the first preset power constraint condition b. The first preset temperature 3 is 18 degrees Celsius, and the first preset temperature 3 corresponds to the first preset power constraint condition c. If the first current temperature of the fuel cell is 15 degrees Celsius, the first power constraint condition of the fuel cell is the first preset power constraint condition b.

[0076] In the embodiment of the present application, the first power constraint condition includes: the power of the fuel cell is less than or equal to the first power threshold, and the first power threshold corresponds to the first current temperature.

[0077] Exemplarily, the first power threshold of the fuel cell can be obtained by Formula 2.

[0078] P FC_net_max =f 1 (T FC ) Formula 2.

[0079] Wherein, P FC_net_max is the first power threshold of the fuel cell, and f 1 (T FC ) is a function related to the first preset temperature of the fuel cell.

[0080] It can be understood that by restricting the power threshold of the fuel cell at different temperatures, the power of the fuel cell can be reasonably adjusted according to the actual working conditions and the battery temperature of the fuel cell, so as to ensure the safe, stable and efficient operation of the vehicle.

[0081] S303. Based on the second current temperature and the second power constraint matching strategy, obtain the second power constraint condition of the power battery.

[0082] Wherein, the second power constraint matching strategy is used to indicate the corresponding relationship between multiple second preset temperatures and multiple second preset power constraint conditions, and one second preset temperature corresponds to one second preset power constraint condition.

[0083] In a possible design, power battery information can be obtained. Then, based on the thermodynamic model of the power battery (such as the equivalent thermal model of the power battery), the second preset temperature of the power battery can be obtained.

[0084] Optionally, the power battery information includes at least one of the following: the surface temperature of the power battery, the core temperature of the power battery, the external thermal resistance of the power battery, the surface heat capacity of the power battery, the internal thermal resistance of the power battery, and the charge and discharge power of the power battery.

[0085] Exemplarily, the thermodynamic model of the power battery satisfies Formula 3 and Formula 4.

[0086]

[0087] Among them, T b,s is the surface temperature of the power battery, T b,coolant is the temperature of the coolant, T b,c is the core temperature of the power battery, R b,ext is the external thermal resistance of the power battery, C b,s is the surface heat capacity of the power battery, R b,in is the internal thermal resistance of the power battery.

[0088]

[0089] Among them, P b,loss is the heating power. C b,c is the core heat capacity of the power battery.

[0090] Exemplarily, the temperature of the power battery can be obtained by Formula Five.

[0091]

[0092] Among them, T Bat is the second preset temperature of the power battery.

[0093] Optionally, the second power constraint matching strategy is: if there is a second target temperature that is the same as the second current temperature among multiple second preset temperatures, then determine the second preset power constraint condition corresponding to the target temperature as the second power constraint condition.

[0094] Exemplarily, the second preset temperature 1 is 12 °C, and the second preset temperature 1 corresponds to the second preset power constraint condition a. The second preset temperature 2 is 15 °C, and the second preset temperature 2 corresponds to the second preset power constraint condition b. The second preset temperature 3 is 18 °C, and the second preset temperature 3 corresponds to the second preset power constraint condition c. If the second current temperature of the power battery is 15 °C, then the second power constraint condition of the power battery is the second preset power constraint condition b.

[0095] In the embodiments of the present application, the second power constraint condition includes: the power of the power battery is less than or equal to the second power threshold, and the second power threshold corresponds to the second current temperature.

[0096] Optionally, the power of the power battery includes the charging power of the power battery and the discharging power of the power battery, and the second power threshold includes the charging power threshold and the discharging power threshold.

[0097] Exemplarily, the charging power threshold of the power battery can be obtained by Formula Six.

[0098] P Bat_cha_max = f2 (T Bat ) Formula VI.

[0099] Wherein, P Bat_cha_max is the charging power threshold of the power battery, and f 2 (T Bat ) is a function related to the second preset temperature of the power battery.

[0100] Exemplarily, the discharge power threshold of the power battery can be obtained through Formula VII.

[0101] P Bat_dis_max = f 3 (T Bat ) Formula VII.

[0102] Wherein, P Bat_dis_max is the discharge power threshold of the power battery, and f 3 (T Bat ) is another function related to the second preset temperature of the power battery.

[0103] It should be noted that the obtaining methods of the charging power threshold of the power battery and the discharge power threshold of the power battery can refer to the relevant obtaining methods in the prior art, and this application does not limit this.

[0104] It can be understood that by setting reasonable power thresholds, the output power of the power battery can be reasonably adjusted, so as to ensure that the power battery operates in the best working state, enabling the power battery to maintain good performance and improving the cycle life of the battery.

[0105] Optionally, the power change rate threshold is negatively correlated with the second power threshold.

[0106] Specifically, the power down-rate threshold is negatively correlated with the charging power threshold, and the power up-rate threshold is negatively correlated with the discharge power threshold.

[0107] That is to say, the larger the charging power threshold, the smaller the power down-rate threshold; the smaller the charging power threshold, the larger the power down-rate threshold. The larger the discharge power threshold, the smaller the power up-rate threshold; the smaller the discharge power threshold, the larger the power up-rate threshold.

[0108] It can be understood that the larger the second power threshold of the power battery, the stronger the charge and discharge ability of the power battery. Without exceeding the second power threshold of the power battery, the power change rate of the fuel cell decreases, which can reduce the stress and wear inside the fuel cell, thereby enhancing the life of the fuel cell. And since the speed at which the fuel cell provides power to the vehicle during startup and acceleration is less than that of the power battery, and the second power threshold of the power battery is larger and the power change rate of the fuel cell is lower, the power response speed of the vehicle can be faster.

[0109] S304. Determine the power of the fuel cell and the power of the power battery based on the vehicle power demand information, the first power constraint condition, and the second power constraint condition.

[0110] In a possible implementation, a charge constraint condition and a third power constraint condition can be obtained. The charge constraint condition is used to control the state of charge (SOC) of the power battery, and the third power constraint condition is used to control the power of the vehicle. Then, based on the first power constraint condition, the second power constraint condition, the third power constraint condition, and the charge constraint condition, a target state constraint condition can be obtained. Then, based on the vehicle power demand information and the target state constraint condition, the power of the fuel cell and the power of the power battery can be determined.

[0111] Among them, the charge constraint condition is: the SOC of the power battery is less than or equal to the first charge threshold, and the SOC of the power battery is greater than or equal to the second charge threshold, where the first charge threshold is greater than the second charge threshold. The third power constraint condition is: the power of the vehicle is less than or equal to the vehicle power threshold.

[0112] Optionally, the initial SOC of the power battery, the Coulomb efficiency of the power battery, the current of the power battery, and the capacity of the power battery can be obtained. Then, based on the ampere-hour integration method, the initial SOC of the power battery, the Coulomb efficiency of the power battery, the current of the power battery, and the capacity of the power battery can be processed to obtain the SOC of the power battery.

[0113] Exemplarily, the SOC of the power battery can be obtained through Equation 8.

[0114]

[0115] Among them, SOC int is the initial SOC of the power battery, η bat is the Coulomb efficiency of the power battery, I bat is the current of the power battery, Q bat is the capacity of the battery, t 0 is the initial moment of the SOC continuous time period of the power battery, and t is the termination moment of the SOC continuous time period of the power battery.

[0116] Exemplarily, the vehicle power threshold can be obtained through Equation 9.

[0117] P dmd = P FC_net + P Bat Equation 9.

[0118] Among them, P dmd is the vehicle power threshold, P FC_netis the power of the fuel cell, P Bat is the power of the power battery

[0119] In some embodiments, the first power constraint condition further includes: the power change rate of the fuel cell is less than or equal to a power change rate threshold, and the power change rate threshold corresponds to a second power threshold.

[0120] Optionally, the power change rate of the fuel cell includes the power loading rate and the power unloading rate of the fuel cell. The power loading rate of the fuel cell is used to indicate the power growth of the fuel cell, and the power unloading rate of the fuel cell is used to indicate the power attenuation of the fuel cell. The power change rate threshold of the fuel cell includes a power loading rate threshold and a power unloading rate threshold.

[0121] Exemplarily, the power loading rate threshold of the fuel cell can be obtained by Formula Ten.

[0122] P′ FC_net_up_max =f 4 (P Bat_dis_max ) Formula Ten.

[0123] where P’ FC_net_up_max is the power loading rate threshold of the fuel cell, and f 4 (P Bat_dis_max ) is a function related to the discharge power threshold of the power battery.

[0124] Exemplarily, the power unloading rate threshold of the fuel cell can be obtained by Formula Eleven.

[0125] P′ PC_net_down_max =f 5 (P Bat_cha_max ) Formula Eleven.

[0126] where P’ FC_net_down_max is the power unloading rate threshold of the fuel cell, and f 5 (P Bat_cha_max ) is a function related to the charging power threshold of the power battery.

[0127] It should be noted that the first power threshold, the power loading rate threshold, and the power unloading rate threshold can be obtained from experimental data.

[0128] It can be understood that by restricting the power change rate of the fuel cell at the corresponding temperature, the generation and accumulation of internal heat of the battery can be effectively controlled, avoiding excessive battery temperature, thereby causing a decline in the performance of the fuel cell and reducing the risk of thermal runaway.

[0129] Exemplarily, the target state constraint condition satisfies the following Formula Twelve.

[0130]

[0131] Among them, SOC is the state of charge of the power battery, SOC min is the second state-of-charge threshold, SOC max is the first state-of-charge threshold. P’ FC_net_up is the power growth rate of the fuel cell; P’ FC_net_down is the power derating rate of the fuel cell.

[0132] It should be noted that if the power of the vehicle is less than the vehicle power threshold, the power of the vehicle remains unchanged. If the power of the vehicle is greater than or equal to the vehicle power threshold, the power of the vehicle is the vehicle power threshold.

[0133] Based on the above technical solution, by obtaining the vehicle power demand information, the first current temperature of the fuel cell, and the second current temperature of the power battery, the first power constraint condition of the fuel cell can be obtained based on the first current temperature and the first power constraint matching strategy, and the second power constraint condition of the power battery can be obtained based on the second current temperature and the second power constraint matching strategy. In this way, the first power constraint condition of the fuel cell and the second power constraint condition of the power battery can change with the change of temperature, so as to control the working states of the fuel cell and the power battery in real time. After that, based on the vehicle power demand information, the first power constraint condition, and the second power constraint condition, power can be reasonably allocated to the fuel cell and the power battery, so as to avoid waste of resources and excessive energy loss caused by excessive power of the fuel cell and the power battery, and further increase the service life of the fuel cell and the power battery.

[0134] Figure 4 is a schematic flowchart of another method for determining the power of a hybrid fuel cell vehicle shown according to an exemplary embodiment, as Figure 4 shown, S304 includes:

[0135] S401. Determine at least one set of candidate battery powers based on the vehicle power demand information, the first power constraint condition, and the second power constraint condition.

[0136] Among them, one set of candidate battery powers includes: the candidate power of a fuel cell and the candidate power of a power battery.

[0137] In a possible implementation manner, at least one set of initial battery powers can be obtained based on the vehicle power demand information. One set of initial battery powers includes: the initial allocated power of a fuel cell and the initial allocated power of a power battery. After that, based on the first power constraint condition and the second power constraint condition, at least one set of candidate battery powers can be determined from at least one set of initial battery powers, and the candidate battery powers are the initial battery powers that meet the first power constraint condition and the second power constraint condition.

[0138] Optionally, the historical power of the fuel cell can be obtained, and the historical power of the fuel cell is the power of the fuel cell at the previous moment of the current moment. After that, at least one set of candidate battery powers can be determined from at least one set of initial battery powers based on the historical power of the fuel cell, the first power constraint condition, and the second power constraint condition.

[0139] Exemplarily, the vehicle power demand information is 15 kilowatts (kW), and initial battery power 1, initial battery power 2, and initial battery power 3 can be obtained. Among them, the initial power of the fuel cell of initial battery power 1 is 5 kW, and the initial power of the power battery is 10 kW; the initial power of the fuel cell of initial battery power 2 is 11 kW, and the initial power of the power battery is 4 kW; the initial power of the fuel cell of initial battery power 3 is 2 kW, and the initial power of the power battery is 13 kW; the initial power of the fuel cell of initial battery power 4 is 7 kW, and the initial power of the power battery is 8 kW. If the historical power of the fuel cell is 4 kW, the first power threshold of the fuel cell is 10 kW, the power change rate threshold of the fuel cell is 2 kilowatts per second (kW / s), and the second power threshold of the power battery is 12 kW, then initial battery power 1 is determined as the candidate battery power.

[0140] S402. Determine the equivalent energy consumption information corresponding to each set of candidate battery powers in at least one set of candidate battery powers.

[0141] In a possible implementation manner, the fuel consumption rate of the fuel cell can be obtained based on the candidate power of the fuel cell and the current state information of the fuel cell. After that, the equivalent fuel consumption rate of the power battery can be obtained based on the candidate power of the power battery and the current state information of the power battery. After that, the equivalent energy consumption information can be determined based on the fuel consumption rate of the fuel cell and the equivalent fuel consumption rate of the power battery.

[0142] It should be noted that the fuel consumption rate of the fuel cell is related to the current of the fuel cell. This application does not limit the fuel consumption rate of the fuel cell and the fuel consumption rate of the power battery. For example, the fuel consumption rate of the fuel cell can be the hydrogen consumption rate, methane consumption rate, methanol consumption rate, liquid ammonia consumption rate, or natural gas consumption rate. The fuel consumption rate of the power battery can be the equivalent hydrogen consumption rate, equivalent methane consumption rate, equivalent methanol consumption rate, equivalent liquid ammonia consumption rate, or equivalent natural gas consumption rate.

[0143] Exemplarily, the fuel consumption rate of the fuel cell satisfies Equation XIII.

[0144] m′ FC =f 6 (I FC ) / η H2 Equation XIII.

[0145] where m' FC is the fuel consumption rate of the fuel cell, I FC is the current of the fuel cell, f 6 (I FC ) is a function related to the current of the fuel cell and the power of the fuel cell, η H2 is the hydrogen utilization rate.

[0146] In a possible design, a first equivalent factor and the power consumption rate of the power battery can be obtained. The first equivalent factor is used to adjust the energy consumption of the power battery at the current moment. Then, based on the first equivalent factor, the candidate power of the power battery, and the current state information of the power battery, the equivalent fuel consumption rate of the power battery can be obtained.

[0147] Exemplarily, the equivalent fuel consumption rate of the power battery satisfies Equation XIV.

[0148]

[0149] where m' bat is the equivalent fuel consumption rate of the power battery, R bat is the internal resistance of the power battery, I bat is the current of the fuel cell, LHV H2 is the lower heating value of hydrogen, and s is the first equivalent factor.

[0150] Exemplarily, the equivalent energy consumption information satisfies Equation XV.

[0151]

[0152] where m' eqv is the equivalent energy consumption information.

[0153] It can be understood that the total energy consumption of the fuel cell and the power battery, that is, the equivalent energy consumption information, can be obtained through the candidate power of the fuel cell and the candidate power of the power battery, and the energy-saving effect of each group of candidate powers can be quantified, so as to analyze the load states of the fuel cell and the power battery. Further, by adjusting the energy consumption of the power battery at the current moment in real time through the first equivalent factor, the power distribution ratio of the fuel cell and the power battery can be coordinated to increase the service life of the fuel cell and the power battery.

[0154] It should be noted that the difference between the current SOC of the power battery and the target SOC and the difference between the current power of the fuel cell and the power with the highest fuel utilization rate can be obtained, and the equivalent factor at the next moment can be adjusted in real time through the feedback control algorithm to change the power of the battery to control the battery SOC to reach the target SOC and the current power of the fuel cell to reach the power with the highest fuel utilization rate.

[0155] Optionally, a second equivalent factor, the current state of charge of the power battery, the preset state of charge of the power battery, the target power of the fuel cell, and the alternative power of the fuel cell can be obtained. Then, based on the second equivalent factor, the current state of charge of the power battery, the preset state of charge of the power battery, the target power of the fuel cell, and the alternative power of the fuel cell, the first equivalent factor can be determined. Wherein, the second equivalent factor is the equivalent factor corresponding to the previous moment of the current moment, and the target power is the power with the highest fuel utilization rate among the multiple output powers of the fuel cell.

[0156] Exemplarily, the second equivalent factor satisfies Formula XVI.

[0157] s n+1 = s n + c p1 (SOC ref - SOC) + c p2 (P FC_net_eff - P FC_net ) Formula XVI.

[0158] Wherein, s n+1 is the second equivalent factor, s n is the first equivalent factor, c p1 is used to control the difference between the current SOC of the power battery and the target SOC, c p2 is used to control the difference between the current power of the fuel cell and the power with the highest fuel utilization rate, SOC c is the current state of charge of the power battery, SOC ref is the preset state of charge of the power battery, P FC_net_eff is the target power. n is used to indicate any moment. For example, n can be 0, 1, 2, 3, 4.

[0159] It should be noted that c p1 and c p2 are proportional control parameters in the principle of the feedback controller.

[0160] It can be understood that by adjusting the fuel consumption rate of the power battery at the current moment in real time through the second equivalent factor, the current states of the fuel cell and the power battery can be sensed in real time. Taking the target SOC and the target power as the goals, dynamically adjusting the states of the fuel cell and the power battery can make the fuel utilization rate of the power of the fuel cell reach the highest. At the same time, the SOC of the power battery can also be controlled within a reasonable range, improving the durability of the power battery.

[0161] S403. Determine the target battery power from at least one set of alternative battery powers based on the equivalent energy consumption information corresponding to each set of alternative battery powers.

[0162] Among them, the target battery power includes: the power of the fuel cell and the power of the power battery.

[0163] Optionally, the target battery power is the candidate battery power corresponding to the smallest equivalent energy consumption information among at least one group of candidate battery powers.

[0164] It can be understood that by determining the power provided by the fuel cell when the equivalent energy consumption information is the smallest, the energy consumed by the vehicle can be minimized, reducing resource waste.

[0165] Exemplarily, the equivalent energy consumption information corresponding to the candidate battery power 1 is 2.6 g, the equivalent energy consumption information corresponding to the candidate battery power 2 is 2.3 g, and the equivalent energy consumption information corresponding to the candidate battery power 1 is 2.8 g. Then, the candidate battery power 2 is the target battery power.

[0166] Based on the above technical solution, at least one group of candidate battery powers can be determined based on the vehicle power demand information, the first power constraint condition, and the second power constraint condition. By determining the equivalent energy consumption information corresponding to each group of candidate battery powers, the target battery power can be determined from at least one group of candidate battery powers that maximizes the energy efficiency, so as to determine the power of the fuel cell and the power of the power battery. In this way, the power of the fuel cell and the power of the power battery can be limited within their respective reasonable usage ranges, and the fuel cell power output can be more accurately controlled to maximize the energy efficiency.

[0167] The embodiments of the present application will be introduced below with specific examples.

[0168] Exemplarily, as Figure 5 shown, it is a schematic flowchart of a method for determining the target state constraint condition according to an exemplary embodiment. The fuel cell information and the power battery information can be obtained, and the first power threshold can be obtained based on the fuel cell information, and the second power threshold can be obtained based on the power battery information.

[0169] After that, the fuel cell information can be input into the thermodynamic model of the fuel cell to obtain the first preset temperature of the fuel cell. After that, based on the first preset temperature, the first power threshold of the fuel cell can be obtained. The power battery information can be input into the thermodynamic model of the power battery to obtain the second preset temperature of the power battery. Based on the second preset temperature, the second power threshold of the power battery can be obtained.

[0170] After that, based on the second power threshold of the power battery, the second preset power constraint condition can be obtained. Based on the second power threshold of the power battery, the power change rate of the fuel cell can be obtained. After that, based on the first power threshold of the fuel cell and the fuel cell power change rate threshold, the first preset power constraint condition can be obtained.

[0171] After that, the first current temperature of the fuel cell can be obtained, and based on the first current temperature of the fuel cell and the first power constraint matching strategy, the first power constraint condition of the fuel cell can be obtained. The second current temperature of the power battery can be obtained, and based on the second current temperature and the second power constraint matching strategy, the second power constraint condition of the power battery can be obtained.

[0172] Optionally, the charge constraint condition and the third power constraint condition can be obtained.

[0173] After that, based on the first power constraint condition, the second power constraint condition, the third power constraint condition and the charge constraint condition, the target state constraint condition can be obtained.

[0174] The above mainly introduces the solution provided by the embodiments of the present application from the perspective of methods. To implement the above functions, the power determination device of the hybrid fuel cell vehicle includes the corresponding hardware structures and / or software modules for executing each function. Those skilled in the art should easily realize that, combining the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is executed in the way of hardware or computer software driving hardware depends on the specific application and design constraint conditions of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0175] The embodiments of the present application can divide the function modules of the power determination device of the hybrid fuel cell vehicle according to the above method. For example, the power determination device of the hybrid fuel cell vehicle can include each function module corresponding to each function division, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware or in the form of a software function module. It should be noted that the division of modules in the embodiments of the present application is illustrative, only a logical function division, and there may be other division methods in actual implementation.

[0176] Figure 6 is a schematic structural diagram of a power determination device of a hybrid fuel cell vehicle shown according to an exemplary embodiment. Refer to Figure 6 , the power determination device of the hybrid fuel cell vehicle includes an acquisition module 601 and a processing module 602.

[0177] The acquisition module 601 is used to acquire vehicle power demand information, the first current temperature of the fuel cell, and the second current temperature of the power battery.

[0178] A processing module 602 is configured to obtain a first power constraint condition of a fuel cell based on a first current temperature and a first power constraint matching strategy, where the first power constraint matching strategy is used to indicate the corresponding relationship between multiple first preset temperatures and multiple first preset power constraint conditions, and one first preset temperature corresponds to one first preset power constraint condition. The processing module 602 is further configured to obtain a second power constraint condition of a power battery based on a second current temperature and a second power constraint matching strategy, where the second power constraint matching strategy is used to indicate the corresponding relationship between multiple second preset temperatures and multiple second preset power constraint conditions, and one second preset temperature corresponds to one second preset power constraint condition. The processing module 602 is further configured to determine the power of the fuel cell and the power of the power battery based on vehicle power demand information, the first power constraint condition, and the second power constraint condition.

[0179] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated herein.

[0180] Figure 7 is a schematic structural diagram of another power determination device for a hybrid fuel cell vehicle shown according to an exemplary embodiment. As Figure 7 shown, the power determination device for a hybrid fuel cell vehicle includes, but is not limited to: a processor 701 and a memory 702.

[0181] Among them, the above-mentioned memory 702 is used to store executable instructions of the above-mentioned processor 701. It can be understood that the above-mentioned processor 701 is configured to execute instructions to implement the power determination method for a hybrid fuel cell vehicle in the above embodiments.

[0182] It should be noted that those skilled in the art can understand that Figure 7 the structure of the power determination device for a hybrid fuel cell vehicle shown in Figure 7 does not constitute a limitation on the power determination device for a hybrid fuel cell vehicle. The power determination device for a hybrid fuel cell vehicle may include more or fewer components than

[0183] The processor 701 is the control center of the power determination device of the hybrid fuel cell vehicle, connecting all parts of the power determination device of the entire hybrid fuel cell vehicle through various interfaces and lines. By running or executing software programs and / or modules stored in the memory 702, and calling the data stored in the memory 702, it performs various functions of the power determination device of the hybrid fuel cell vehicle and processes data, thereby monitoring the power determination device of the hybrid fuel cell vehicle as a whole. The processor 701 may include one or more processing units. Optionally, the processor 701 may integrate an application processor and a modem processor. Among them, the application processor mainly processes the operating system, user interface, application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor may not be integrated into the processor 701 either.

[0184] The memory 702 can be used to store software programs and various data. The memory 702 mainly includes a program storage area and a data storage area. Among them, the program storage area can store the operating system, application programs required by at least one functional module (such as a determination unit, a processing unit, etc.). In addition, the memory 702 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state storage devices.

[0185] In an exemplary embodiment, the present application embodiment also provides a vehicle, which includes the power determination device of the hybrid fuel cell vehicle. The vehicle can execute the methods in the above embodiments through the power determination device of the hybrid fuel cell vehicle.

[0186] In an exemplary embodiment, there is also provided a computer-readable storage medium including instructions, such as the memory 702 including instructions. The above instructions can be executed by the processor 701 of the power determination device of the hybrid fuel cell vehicle to implement the methods in the above embodiments.

[0187] In actual implementation, Figure 6 the functions of the acquisition module 601 and the processing module 602 in Figure 7 can be implemented by the processor 701 in

[0188] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium. For example, the non-transitory computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0189] In an exemplary embodiment, the embodiments of the present application further provide a computer program product including one or more instructions, and the one or more instructions can be executed by a processor 701 of a power determination device of a hybrid fuel cell vehicle to complete the method in the above embodiments.

[0190] It should be noted that when the instructions in the above computer-readable storage medium or the one or more instructions in the computer program product are executed by the processor of the power determination device of the hybrid fuel cell vehicle, each process of the above method embodiments is implemented, and the same technical effects as the above method can be achieved. To avoid repetition, it will not be elaborated here.

[0191] Through the description of the above embodiments, those skilled in the art can clearly understand that for the convenience and brevity of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0192] In several embodiments provided by the present application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are only illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point, the displayed or discussed mutual coupling or direct coupling or communication connection may be through some interfaces, and the indirect coupling or communication connection of the device or unit may be in an electrical, mechanical or other form.

[0193] The unit described as a separated component may or may not be physically separated, and the component displayed as a unit may be a physical unit or multiple physical units, that is, it may be located in one place, or may be distributed to multiple different places. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0194] In addition, in each embodiment of the present application, each functional unit may be integrated into one processing unit, may exist physically alone for each unit, or two or more units may be integrated into one unit. The above integrated unit may be implemented in the form of hardware or in the form of a software functional unit.

[0195] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it may be stored in a readable storage medium. Based on such an understanding, the technical solution of the embodiments of the present application, in essence, or the part that contributes to the prior art, or all or part of this technical solution, may be embodied in the form of a software product. The software product is stored in a storage medium and includes several instructions for causing a device (which may be a single-chip microcomputer, a chip, etc.) or a processor to execute all or part of the steps of the methods of the various embodiments of the present application. The aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, ROM, RAM, magnetic disks, or optical discs that can store program codes.

[0196] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for determining the power of a hybrid fuel cell vehicle, characterized in that: The method comprises: Acquiring vehicle power demand information, a first current temperature of the fuel cell, and a second current temperature of the power battery; Based on the first current temperature and a first power constraint matching strategy, a first power constraint condition of the fuel cell is obtained, wherein the first power constraint matching strategy is used to indicate a correspondence between a plurality of first preset temperatures and a plurality of first preset power constraint conditions, and one first preset temperature corresponds to one first preset power constraint condition; Based on the second current temperature and the second power constraint matching strategy, a second power constraint condition of the power battery is obtained, wherein the second power constraint matching strategy is used to indicate a correspondence between a plurality of second preset temperatures and a plurality of second preset power constraint conditions, and one second preset temperature corresponds to one second preset power constraint condition; The power of the fuel cell and the power of the power battery are determined based on the vehicle power demand information, the first power constraint condition, and the second power constraint condition.

2. The method for determining the power of a hybrid fuel cell vehicle according to claim 1, characterized in that: The first power constraint condition includes: the power of the fuel cell is less than or equal to a first power threshold, and the first power threshold corresponds to the first current temperature; The second power constraint condition includes: the power of the power battery is less than or equal to a second power threshold, and the second power threshold corresponds to the second current temperature.

3. The power determination method of a hybrid fuel cell vehicle according to claim 2, characterized in that: The first power constraint condition also includes: a power change rate of the fuel cell is less than or equal to a power change rate threshold, and the power change rate threshold corresponds to the second power threshold.

4. The method for determining the power of a hybrid fuel cell vehicle according to claim 3, characterized in that: The power change rate threshold is negatively correlated with the second power threshold.

5. The method for determining the power of a hybrid fuel cell vehicle according to any one of claims 1 to 4, characterized in that: The determining the power of the fuel cell and the power of the power battery based on the vehicle power demand information, the first power constraint condition and the second power constraint condition includes: Based on the vehicle power demand information, the first power constraint condition and the second power constraint condition, determining at least one group of battery powers to be selected, wherein the group of battery powers to be selected includes: a fuel cell power to be selected and a power to be selected for the power battery; Determine equivalent energy consumption information corresponding to each group of the at least one group of battery powers to be selected; Based on the equivalent energy consumption information corresponding to each group of the battery powers to be selected, a target battery power is determined from the at least one group of battery powers to be selected, and the target battery power includes: the power of the fuel cell and the power of the power battery.

6. The method for determining the power of a hybrid fuel cell vehicle according to claim 5, characterized in that: The target battery power is the battery power to be selected that has the smallest equivalent energy consumption information among the at least one group of battery powers to be selected.

7. The method for determining the power of a hybrid fuel cell vehicle according to claim 5, characterized in that: Determining the equivalent energy consumption information corresponding to the selected battery power includes: Obtaining a fuel consumption rate of the fuel cell based on the selected power of the fuel cell and current state information of the fuel cell; Obtaining an equivalent fuel consumption rate of the power battery based on the selected power of the power battery and current state information of the power battery; The equivalent energy consumption information is determined based on the fuel consumption rate of the fuel cell and the equivalent fuel consumption rate of the power battery.

8. The method for determining the power of a hybrid fuel cell vehicle according to claim 7, characterized in that: The obtaining the equivalent fuel consumption rate of the power battery based on the selected power of the power battery and the current state information of the power battery includes: Acquire a first equivalent factor, where the first equivalent factor is used to adjust the energy consumption rate of the power battery at a current moment; Based on the first equivalent factor, the selected power of the power battery and the current state information of the power battery, an equivalent fuel consumption rate of the power battery is obtained.

9. The method for determining the power of a hybrid fuel cell vehicle according to claim 8, characterized in that: The obtaining of the first equivalent factor comprises: Acquire a second equivalent factor, a current state of charge of the power battery, a preset state of charge of the power battery, a target power of the fuel cell, and a selected power of the fuel cell; the second equivalent factor is an equivalent factor corresponding to a moment before the current moment, and the target power is a power with the highest fuel utilization rate among multiple output powers of the fuel cell; The first equivalent factor is determined based on the second equivalent factor, the current state of charge of the power battery, the preset state of charge of the power battery, the target power of the fuel cell, and the selected power of the fuel cell.

10. A power determination device for a hybrid fuel cell vehicle, characterized in that: The device comprises an acquisition module and a processing module; The acquisition module is used to acquire vehicle power demand information, a first current temperature of the fuel cell and a second current temperature of the power battery; The processing module is used to obtain a first power constraint condition of the fuel cell based on the first current temperature and a first power constraint matching strategy, wherein the first power constraint matching strategy is used to indicate a correspondence between a plurality of first preset temperatures and a plurality of first preset power constraint conditions, and one first preset temperature corresponds to one first preset power constraint condition; The processing module is further used to obtain a second power constraint condition of the power battery based on the second current temperature and the second power constraint matching strategy, wherein the second power constraint matching strategy is used to indicate a correspondence between a plurality of second preset temperatures and a plurality of second preset power constraint conditions, and one second preset temperature corresponds to one second preset power constraint condition; The processing module is further used to determine the power of the fuel cell and the power of the power battery based on the vehicle power demand information, the first power constraint condition and the second power constraint condition.

11. A power determination device for a hybrid fuel cell vehicle, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the power determination method for a hybrid fuel cell vehicle as described in any one of claims 1 to 9.

12. A vehicle, characterized in that: The vehicle includes the power determination device for a hybrid fuel cell vehicle as claimed in claim 10.

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