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

Abstract

The application relates to a power determination method and device for a hybrid fuel cell vehicle and a vehicle, and relates to the technical field of vehicles. At least the technical problem of unreasonable power distribution in the related art is 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 battery. A first power constraint condition of the fuel cell is obtained based on the first current temperature and a first power constraint matching strategy. A second power constraint condition of the power battery is obtained based on the second current temperature and a second power constraint matching strategy. 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. In this way, the power distribution of the fuel cell and the power battery can be more reasonable.

Description

TECHNICAL FIELD

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

[0002] With the rapid development of new energy vehicle technology, fuel cell hybrid electric vehicles are gradually widely used due to their long endurance, low emission and other advantages. In the actual operation process of the fuel cell hybrid electric vehicle, reasonable allocation of the power of the fuel cell and the power of the power battery can realize energy management of the fuel cell hybrid electric vehicle.

[0003] One prior art provides a fuel cell vehicle energy management control method, which can realize energy management of the fuel cell electric vehicle by constructing a neural network model and training the neural network model. Another prior art provides an energy management method of a fuel cell vehicle, which can determine whether the remaining power of the power battery and the output power of the fuel cell system are in a target interval, and realize energy management of the fuel cell electric vehicle by the target power corresponding to the optimal hydrogen consumption efficiency of the fuel cell system and the vehicle demand power.

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

[0005] According to a first aspect of the present application, the present application provides a power determination method, device and vehicle of a hybrid fuel cell vehicle to at least solve the technical problem of unreasonable battery power allocation in the related art.

[0006] The technical solution of the present application is applied to a power determination device of a hybrid fuel cell vehicle. The power determination method of the hybrid fuel cell vehicle comprises: obtaining vehicle power demand information, a first current temperature of a fuel cell and a second current temperature of a 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 being used to indicate a corresponding relationship between a plurality of first preset temperatures and a plurality of first preset power constraint conditions, one first preset temperature corresponding 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 being used to indicate a corresponding relationship between a plurality of second preset temperatures and a plurality of second preset power constraint conditions, one second preset temperature corresponding 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 comprises: the power of the fuel cell is less than or equal to a first power threshold, the first power threshold corresponding to the first current temperature. The second power constraint condition comprises: the power of the power battery is less than or equal to a second power threshold, the second power threshold corresponding to the second current temperature.

[0008] In a possible implementation, the first power constraint condition further comprises: a power change rate of the fuel cell is less than or equal to a power change rate threshold, the power change rate threshold corresponding 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, 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 comprises: determining 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, each set of candidate battery powers comprising: a candidate power of the fuel cell and a candidate power of the power battery. Determining equivalent energy consumption information corresponding to each 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, the target battery powers comprising: 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, the determining the equivalent energy consumption information corresponding to the candidate battery powers comprises: obtaining a fuel consumption rate of the fuel cell based on the candidate 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 candidate power of the power battery and 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, the 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 comprises: obtaining a first equivalent factor, the first equivalent factor being used to adjust energy consumption of the power battery at the current time. 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, the first equivalent factor is obtained by: obtaining 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 candidate power of the fuel cell. The second equivalent factor is an equivalent factor corresponding to a previous moment of the current moment. The target power is a power with the highest fuel utilization rate in a plurality of 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 candidate power of the fuel cell.

[0015] According to a second aspect provided in the present application, a power determination device for a hybrid fuel cell vehicle is provided. The device comprises an obtaining module and a processing module. The obtaining module is configured to obtain 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 configured to obtain a first power constraint condition of the fuel cell based on the first current temperature and a first power constraint matching strategy. The first power constraint matching strategy is used to indicate a corresponding relationship between a plurality of first preset temperatures and a plurality of first preset power constraint conditions. One first preset temperature corresponds to one first preset power constraint condition. The processing module is further configured to obtain a second power constraint condition of the power battery based on the second current temperature and a second power constraint matching strategy. The second power constraint matching strategy is used to indicate a corresponding relationship between a plurality of second preset temperatures and a plurality of second preset power constraint conditions. One second preset temperature corresponds to one second preset power constraint condition. The processing module is further configured to determine a power of the fuel cell and a 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, the first power constraint condition comprises: 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 comprises: 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, the first power constraint condition further comprises: 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.

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

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

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

[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 current state information of the fuel cell; obtain a fuel consumption rate of the power battery based on the candidate power of the power battery and current state information of the power battery; and determine the 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, the obtaining module is configured to obtain a first equivalent factor and a power consumption rate of the power battery, wherein the first equivalent factor is used to adjust the energy consumption rate of the power battery at a current time; and 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 obtaining module is configured to obtain 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 candidate power of the fuel cell, wherein the second equivalent factor is an equivalent factor corresponding to a previous time of the current time, and the target power is a power with the highest fuel utilization rate in a plurality of output powers of the fuel cell; and 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, a power determination apparatus for a hybrid fuel cell vehicle is provided, including a processor, and a memory storing processor-executable instructions, wherein the processor is configured to execute the instructions to implement the method according to the first aspect and any possible implementation thereof.

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

[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 implement the method according to the first aspect and any possible implementation thereof.

[0027] According to a sixth aspect provided by the present application, a computer program product is provided, the computer program product comprising computer instructions, when the computer instructions are run on the power determination device of the hybrid fuel cell vehicle, the power determination device of the hybrid fuel cell vehicle is enabled to implement the method according to the first aspect and any possible implementation thereof.

[0028] Advantages of the present application:

[0029] (1) 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 temperature, so as to control the working state of the fuel cell and the power battery in real time. Then, the power of the fuel cell and the power battery can be reasonably allocated based on the vehicle power demand information, the first power constraint condition and the second power constraint condition, so as to avoid excessive power consumption of the fuel cell and the power battery, which can cause resource waste and excessive energy loss, and thus increase the service life of the fuel cell and the power battery.

[0030] (2) By limiting the power of the fuel cell at different temperatures, the power of the fuel cell can be reasonably adjusted according to the actual working condition and the battery temperature of the fuel cell, so as to ensure that the vehicle can run safely, stably and efficiently. By setting a reasonable power threshold, the output power of the power battery can be reasonably adjusted, so as to ensure that the power battery runs in an optimal working state, so that the power battery can maintain good performance and improve the cycle life of the battery.

[0031] (3) By limiting 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, so as to avoid excessive battery temperature, which can cause the performance of the fuel cell to decrease and reduce the risk of thermal runaway.

[0032] (4) The greater the second power threshold of the power battery is, the stronger the charge and discharge capability of the power battery is. In the case that the second power threshold of the power battery is not exceeded, the power change rate of the fuel cell is reduced, the stress and wear inside the fuel cell can be reduced, and thus the service life of the fuel cell is improved. Moreover, since the speed at which the fuel cell provides power for the vehicle in the starting and accelerating stage is less than that of the power battery, the greater the second power threshold of the power battery is and the lower the power change rate of the fuel cell is, the faster the power response speed of the vehicle can be.

[0033] (5) 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 to maximize 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 a reasonable use range, the power output of the fuel cell can be more accurately controlled, and energy efficiency maximization can be achieved.

[0034] (6) By determining the power provided by the fuel cell corresponding to the minimum equivalent energy consumption information, the energy consumed by the vehicle can be minimized, and resource waste can be reduced.

[0035] (7) The total energy consumption of the fuel cell and the power battery, i.e., the equivalent energy consumption information, can be obtained by the candidate power of the fuel cell and the candidate power of the power battery, so that the energy-saving effect of each group of candidate powers can be quantified, and the load state of the fuel cell and the power battery can be analyzed. Further, by adjusting the energy consumption rate of the power battery at the current time through the first equivalent factor, the power distribution ratio of the fuel cell and the power battery can be coordinated, so as to increase the service life of the fuel cell and the power battery.

[0036] (8) By adjusting the fuel consumption rate of the power battery at the current time through the second equivalent factor, the current state of the fuel cell and the power battery can be sensed in real time. With the target SOC and the target power as the target, the state of the fuel cell and the power battery can be dynamically adjusted, so that the fuel utilization rate of the power of the fuel cell can be maximized. At the same time, the SOC of the power battery can be controlled within a reasonable range, and the durability of the power battery can be improved.

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

[0038] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0039] The accompanying drawings, which are incorporated herein and constitute part of the specification, illustrate embodiments consistent with the application and, together with the description, function to explain the principles of the application, but are not intended to limit the application to the embodiments illustrated in the drawings.

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

[0041] Figure 2 is a flowchart of a power determination method of a hybrid fuel cell vehicle according to an exemplary embodiment;

[0042] Figure 3 is a flowchart of a power determination method of another hybrid fuel cell vehicle according to an exemplary embodiment;

[0043] Figure 4 is a flowchart of a power determination method of another hybrid fuel cell vehicle according to an exemplary embodiment;

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

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

[0046] Figure 7 is a structural schematic diagram of another power determination device of a hybrid fuel cell vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0047] In order for those skilled in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings.

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

[0049] Currently, a fuel cell hybrid vehicle is powered by a hybrid power system formed by a fuel cell and a power battery. The structure of the hybrid power system is usually indirect, that is, the fuel cell stack can be connected in parallel with the power battery to the direct current bus through a direct current-to-direct current (DC / DC) converter, 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. Since the interaction between the DC / DC converter and the power battery in this structure is relatively complex, it is necessary to determine the power of the fuel cell and the power battery so that the hybrid power system can perform power distribution for the fuel cell and the power battery during driving, thereby improving the performance of the hybrid power system.

[0050] Some methods consider the influence of environmental temperature, road conditions and vehicle heat dissipation capability on the fuel cell and the power battery, and balance the vehicle power, economy and durability by adjusting the output power of the fuel cell. Although this method can complete the power distribution of the fuel cell and the power battery, it does not consider the temperature limitation of the output power of the fuel cell and the power battery.

[0051] For a fuel cell hybrid vehicle, if the temperature of the fuel cell and the temperature of the power battery change, the maximum output power of the fuel cell, the power change rate of the fuel cell and the maximum charge and discharge power of the power battery will also change. For example, during the cold start of the vehicle, the working temperature of the fuel cell and the power battery is easy to be too high or too low, so that the maximum output power of the fuel cell, the power change rate of the fuel cell and the maximum charge and discharge power of the power battery change greatly.

[0052] Therefore, if the influence of the battery temperature on the battery is not considered, the power distribution of the fuel cell and the power battery may exceed the capacity of the fuel cell or the power battery, which may cause the performance of the fuel cell and the power battery to decline, the service life of the power battery and the fuel cell to attenuate, and thus affect the performance of the vehicle. Moreover, it may cause energy waste and affect fuel economy.

[0053] To solve the above problems, the application provides a power determination method for a hybrid fuel cell vehicle, which comprises the following steps: obtaining vehicle power demand information, a first current temperature of a fuel cell and a second current temperature of a power battery, obtaining a first power constraint condition of the fuel cell based on the first current temperature and a 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. 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 state of the fuel cell and the power battery in real time. Then, the power of the fuel cell and the power battery can be reasonably allocated based on the vehicle power demand information, the first power constraint condition and the second power constraint condition, so as to avoid excessive power of the fuel cell and the power battery, thereby reducing resource waste and excessive energy loss, and prolonging the service life of the fuel cell and the power battery.

[0054] It should be noted that the execution subject of the power determination method for the hybrid fuel cell vehicle provided by the application can be a power determination device for the hybrid fuel cell vehicle, which can be a vehicle (such as a fuel cell vehicle). Meanwhile, the device can also be a central processing unit (CPU) of the vehicle, or a module for determining the power of the hybrid fuel cell vehicle in the device, or a car machine device in the vehicle. In the embodiment of the application, the power determination method for the hybrid fuel cell vehicle is executed by the vehicle as an example to illustrate the power determination method for the hybrid fuel cell vehicle provided by the application.

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

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

[0057] It should be noted that the fuel cell hybrid power system has complete control capability, the vehicle control unit has energy management control capability, the fuel cell can convert chemical energy into electric energy through hydrogen-oxygen reaction to provide power for the vehicle. The power battery can provide power for the vehicle by storing electric energy.

[0058] For example, Figure 1As shown in FIG. 1, a structural schematic diagram of a vehicle is shown according to an example embodiment. In the vehicle, a fuel cell hybrid power system and a vehicle controller are deployed, and the fuel cell hybrid power system includes a fuel cell and a power battery.

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

[0060] For ease of understanding, the power determination method of the hybrid fuel cell vehicle provided in the present application is specifically introduced below in combination with the accompanying drawings.

[0061] Figure 3 As shown in FIG. 3, a flowchart of a power determination method of a hybrid fuel cell vehicle is shown according to an example embodiment. As shown in FIG. 4, the power determination method of the hybrid fuel cell vehicle includes the following steps. Figure 3

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

[0063] 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 time, and the second current temperature of the power battery is the temperature of the power battery at the current time.

[0064] It should be noted that the present application does not limit 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 cadmium-nickel battery, an iron-nickel battery, a hydrogen-nickel battery, or a lithium battery.

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

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

[0067] The first power constraint matching strategy is used to indicate a correspondence between the plurality of first preset temperatures and the plurality of first preset power constraint conditions, and one first preset temperature corresponds to one first preset power constraint condition.

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

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

[0070] It should be noted that the thermodynamic model of the fuel cell is not limited in the present application. 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 thermodynamic model.

[0071] For example, the thermodynamic model of the fuel cell satisfies Formula I.

[0072]

[0073] wherein 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 cooling liquid, Q FC,e is the surface heat dissipation power of the fuel cell, and t is the temperature duration of the fuel cell. The heat generation power of the fuel cell is used to indicate the heat generated when the fuel cell energy is consumed, and the heat transfer power of the cooling liquid is used to indicate the heat taken away from the fuel cell by the cooling liquid.

[0074] Optionally, the first power constraint matching strategy is: if there is a first target temperature identical to the first current temperature in the plurality of first preset temperatures, the first preset power constraint condition corresponding to the target temperature is determined as the first power constraint condition.

[0075] For example, 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 comprises: the power of the fuel cell is less than or equal to a first power threshold value, and the first power threshold value corresponds to the first current temperature.

[0077] For example, the first power threshold value of the fuel cell can be obtained by formula two.

[0078] P FC_net_max = f1(T FC ) Formula two.

[0079] Wherein, P FC_net_max is the first power threshold value of the fuel cell, and f1(T FC ) is a function related to the first preset temperature of the fuel cell.

[0080] It can be understood that by limiting the power threshold value of the fuel cell at different temperatures, the power of the fuel cell can be reasonably adjusted according to the actual working condition and the battery temperature of the fuel cell, so as to ensure that the vehicle can run safely, stably and efficiently.

[0081] S303, based on the second current temperature and the second power constraint matching strategy, obtaining 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 the plurality of second preset temperatures and the plurality of 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 a thermodynamic model of the power battery (such as an equivalent thermal model of the power battery), the second preset temperature of the power battery can be obtained.

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

[0085] For example, the thermodynamic model of the power battery satisfies formula three and formula four.

[0086]

[0087] wherein T b,s is the surface temperature of the power battery, T b,coolant is the temperature of the cooling liquid, 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] wherein 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] wherein 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 same as the second current temperature in the plurality of second preset temperatures, it is determined that the second preset power constraint condition corresponding to the target temperature is the second power constraint condition.

[0094] Exemplarily, the second preset temperature 1 is 12 degrees Celsius, and the second preset temperature 1 corresponds to the second preset power constraint condition a. The second preset temperature 2 is 15 degrees Celsius, and the second preset temperature 2 corresponds to the second preset power constraint condition b. The second preset temperature 3 is 18 degrees Celsius, 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 degrees Celsius, the second power constraint condition of the power battery is the second preset power constraint condition b.

[0095] In the embodiment of the present application, 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.

[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 a charging power threshold and a 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 Six.

[0099] P Bat_cha_max is a charging power threshold of the power battery, and f2(T Bat ) is a function related to a second preset temperature of the power battery.

[0100] For example, the discharging power threshold of the power battery can be obtained by Formula Seven.

[0101] P Bat_dis_max =f3(T Bat ) Formula Seven.

[0102] P Bat_dis_max is a discharging power threshold of the power battery, and f3(T Bat ) is another function related to the second preset temperature of the power battery.

[0103] It should be noted that the charging power threshold of the power battery and the discharging power threshold of the power battery can be obtained by referring to the related obtaining method in the prior art, and the present application does not limit this.

[0104] It can be understood that by setting a reasonable power threshold, the output power of the power battery can be reasonably adjusted, so as to ensure that the power battery operates in an optimal state, so that the power battery can maintain good performance and improve 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 unloading rate threshold is negatively correlated with the charging power threshold, and the power loading rate threshold is negatively correlated with the discharging power threshold.

[0107] That is, the greater the charging power threshold, the smaller the power unloading rate threshold; the smaller the charging power threshold, the greater the power unloading rate threshold. The greater the discharging power threshold, the smaller the power loading rate threshold; the smaller the discharging power threshold, the greater the power loading rate threshold.

[0108] It can be understood that the greater the second power threshold of the power battery, the stronger the charging and discharging capacity of the power battery. In the case of not exceeding the second power threshold of the power battery, the power change rate of the fuel cell is reduced, which can reduce the stress and wear of 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 the starting and accelerating stages is less than that of the power battery, the second power threshold of the power battery is greater, and the power change rate of the fuel cell is lower, which can make the power response speed of the vehicle 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, the charge constraint condition for controlling the state of charge (SOC) of the power battery and the third power constraint condition for controlling the power of the vehicle can be obtained. Then, the target state constraint condition can be obtained based on the first power constraint condition, the second power constraint condition, the third power constraint condition and the charge constraint condition. Then, the power of the fuel cell and the power of the power battery can be determined based on the vehicle power demand information and the target state constraint condition.

[0111] The charge constraint condition is that the SOC of the power battery is less than or equal to a first charge threshold and greater than or equal to a second charge threshold, and the first charge threshold is greater than the second charge threshold. The third power constraint condition is that the power of the vehicle is less than or equal to a 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, 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 based on the ampere-hour integration method to obtain the SOC of the power battery.

[0113] For example, the SOC of the power battery can be obtained by Formula Eight.

[0114]

[0115] wherein, 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, t0 is the initial time of the SOC duration period of the power battery, and t is the end time of the SOC duration period of the power battery.

[0116] For example, the vehicle power threshold can be obtained by Formula Nine.

[0117] P dmd = P FC_net + P Bat Formula Nine.

[0118] wherein, P dmd is the vehicle power threshold, P FC_net is the power of the fuel cell, and P Bat is the power of the power battery.

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

[0120] Optionally, the power change rate of the fuel cell comprises a power loading rate of the fuel cell and a power unloading rate of the fuel cell, the power loading rate of the fuel cell being used to indicate a power growth condition of the fuel cell, and the power unloading rate of the fuel cell being used to indicate a power decay condition of the fuel cell. The power change rate threshold of the fuel cell comprises 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 = f4(P Bat_dis_max ) formula ten.

[0123] wherein, P' FC_net_up_max is the power loading rate threshold of the fuel cell, and f4(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 = f5(P Bat_cha_max ) formula eleven.

[0126] wherein, P' FC_net_down_max is the power unloading rate threshold of the fuel cell, and f5(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 by experimental data.

[0128] It can be understood that by limiting 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, and the risk of thermal runaway caused by excessive battery temperature and performance degradation of the fuel cell can be reduced.

[0129] Exemplarily, the target state constraint condition satisfies formula twelve.

[0130]

[0131] wherein, SOC is the state of charge of the power battery, SOC min is the second charge threshold, and SOCmax is a first charge threshold. P' FC_net_up is a power increase rate of the fuel cell; P' FC_net_down is a power decrease 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 state of the fuel cell and the power battery in real time. Then, the power of the fuel cell and the power battery can be reasonably allocated based on the vehicle power demand information, the first power constraint condition and the second power constraint condition, so as to avoid excessive power of the fuel cell and the power battery, causing resource waste and excessive energy loss, thereby increasing the service life of the fuel cell and the power battery.

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

[0135] S401, based on the vehicle power demand information, the first power constraint condition and the second power constraint condition, determining at least one group of selected battery power.

[0136] Wherein, a group of selected battery power includes: a selected power of a fuel cell and a selected power of a power battery.

[0137] In a possible implementation, at least one group of initial battery power can be obtained based on the vehicle power demand information, and a group of initial battery power includes: an initial allocated power of a fuel cell and an initial allocated power of a power battery. Then, at least one group of selected battery power can be determined from at least one group of initial battery power based on the first power constraint condition and the second power constraint condition, and the selected battery power is the initial battery power that meets the first power constraint condition and the second power constraint condition.

[0138] Optionally, a historical power of the fuel cell can be obtained, the historical power of the fuel cell being a power of the fuel cell at a previous time instant of a current time instant. Then, at least one set of candidate battery powers can be determined from the 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] For example, 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. The initial power of the fuel cell of the 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 the 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 the 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 the 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, and 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, the 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 the at least one set of candidate battery powers.

[0141] In a possible implementation, a 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. Then, an 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. Then, 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. The fuel consumption rate of the fuel cell and the fuel consumption rate of the power battery are not limited in the present application. For example, the fuel consumption rate of the fuel cell can be a hydrogen consumption rate, a methane consumption rate, a methanol consumption rate, a liquid ammonia consumption rate or a natural gas consumption rate. The fuel consumption rate of the power battery can be an equivalent hydrogen consumption rate, an equivalent methane consumption rate, an equivalent methanol consumption rate, an equivalent liquid ammonia consumption rate or an equivalent natural gas consumption rate.

[0143] For example, the fuel consumption rate of the fuel cell satisfies formula thirteen.

[0144] m′ FC =f6(I FC ) / η H2 Formula thirteen.

[0145] wherein m'FC is a fuel consumption rate of the fuel cell, I FC is a current of the fuel cell, f6(I FC is a function related to the current of the fuel cell and the power of the fuel cell, η H2 is a hydrogen utilization rate.

[0146] In a possible design, a first equivalent factor for adjusting the energy consumption of the power battery at the current moment and the energy consumption rate of the power battery can be obtained. Then, based on the first equivalent factor, the selected 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] Illustratively, the equivalent fuel consumption rate of the power battery satisfies formula fourteen.

[0148]

[0149] wherein 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 a current of the fuel cell, LHV H2 is a low heat value of hydrogen, and s is the first equivalent factor.

[0150] Illustratively, the equivalent energy consumption information satisfies formula fifteen.

[0151]

[0152] wherein 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, i.e., the equivalent energy consumption information, is obtained by the selected power of the fuel cell and the selected power of the power battery, which can quantify the energy-saving effect of each set of selected power, so as to analyze the load state of the fuel cell and the power battery. Further, the first equivalent factor is used to adjust the energy consumption of the power battery at the current moment in real time, so as to coordinate the power distribution ratio of the fuel cell and the power battery, thereby increasing 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 is adjusted in real time by a feedback control algorithm to change the power of the battery, so as 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, 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 candidate power of the fuel cell can be acquired. Then, the first equivalent factor can be 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 candidate power of the fuel cell. The second equivalent factor is an equivalent factor corresponding to a previous moment of a current moment, and the target power is a power with the highest fuel utilization rate in a plurality of output powers of the fuel cell.

[0156] For example, the second equivalent factor satisfies Formula Sixteen.

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

[0158] wherein s n+1 is the second equivalent factor, s n is the first equivalent factor, c p1 is used to control a difference between the current SOC of the power battery and the target SOC, c p2 is used to control a 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 feedback controller.

[0160] It can be understood that, by adjusting the fuel consumption rate of the power battery in real time through the second equivalent factor, the current state of the fuel cell and the power battery can be perceived in real time, the state of the fuel cell and the power battery is dynamically adjusted with the target SOC and the target power as the target, and the fuel utilization rate of the power of the fuel cell can be maximized. At the same time, the SOC of the power battery can be controlled within a reasonable range, and the durability of the power battery can be improved.

[0161] S403, determining a target battery power from at least one candidate battery power based on equivalent energy consumption information corresponding to each group of candidate battery powers.

[0162] 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 selected battery power with the minimum equivalent energy consumption information in the at least one group of selected battery powers.

[0164] It can be understood that, by determining the power provided by the fuel cell corresponding to the minimum equivalent energy consumption information, the energy consumed by the vehicle can be minimized, and resource waste can be reduced.

[0165] For example, the equivalent energy consumption information of the selected battery power 1 is 2.6g, the equivalent energy consumption information of the selected battery power 2 is 2.3g, and the equivalent energy consumption information of the selected battery power 1 is 2.8g. Therefore, the selected battery power 2 is the target battery power.

[0166] Based on the above technical solution, at least one group of selected 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 selected battery powers, the target battery power can be determined from at least one group of selected battery powers to maximize 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 a reasonable use range, the fuel cell power output can be more accurately controlled, and energy efficiency maximization can be achieved.

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

[0168] For example, as shown in Figure 5 Fig. 1 is a flowchart of a method for determining a target state constraint condition according to an exemplary embodiment. Fuel cell information and power battery information can be obtained, and a first power threshold can be obtained based on the fuel cell information, and a second power threshold can be obtained based on the power battery information.

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

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

[0171] Then, a first current temperature of the fuel cell can be acquired, and a first power constraint condition of the fuel cell can be obtained based on the first current temperature of the fuel cell and the first power constraint matching strategy. A second current temperature of the power battery can be acquired, and a second power constraint condition of the power battery can be obtained based on the second current temperature and the second power constraint matching strategy.

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

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

[0174] The above describes the scheme provided by the embodiments of the present application mainly from the perspective of method. In order to implement the above functions, the power determination device of the hybrid fuel cell vehicle comprises a hardware structure and / or a software module for executing each function. Those skilled in the art should easily realize that, in combination with 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 implemented in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. The skilled person can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0175] The embodiments of the present application can divide the power determination device of the hybrid fuel cell vehicle into functional modules according to the above method. For example, the power determination device of the hybrid fuel cell vehicle can comprise functional modules corresponding to each functional 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 software functional module. It should be noted that the division of modules in the embodiments of the present application is illustrative, and is only a logical functional division. Actual implementation can have another division manner.

[0176] Figure 6 is a structural schematic diagram of a power determination device of a hybrid fuel cell vehicle according to an example embodiment. Referring to Figure 6 The power determination device of the hybrid fuel cell vehicle comprises an acquisition module 601 and a processing module 602.

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

[0178] The processing module 602 is configured to obtain a first power constraint condition of the fuel cell based on the first current temperature and a first power constraint matching strategy. The first power constraint matching strategy is used to indicate a corresponding relationship 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 602 is further configured to obtain a second power constraint condition of the power battery based on the second current temperature and a second power constraint matching strategy. The second power constraint matching strategy is used to indicate a corresponding relationship 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 602 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.

[0179] With regard to the apparatus in the above-described embodiments, the specific manners in which various modules perform operations have been described in detail in the embodiments of the method, and thus will not be described in detail here.

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

[0181] The memory 702 described above is configured to store executable instructions of the processor 701. It can be understood that the processor 701 is configured to execute the instructions to implement the power determination method of the hybrid fuel cell vehicle in the above-described embodiments.

[0182] It should be noted that those skilled in the art can understand that the power determination apparatus of the hybrid fuel cell vehicle shown in Figure 7 does not constitute a limitation on the power determination apparatus of the hybrid fuel cell vehicle. The power determination apparatus of the hybrid fuel cell vehicle can include more or fewer components than those shown in Figure 7 , or combine some components, or different arrangement of components.

[0183] The processor 701 is a control center of the power determination apparatus of the hybrid fuel cell vehicle, connects various parts of the power determination apparatus of the hybrid fuel cell vehicle through various interfaces and lines, executes various functions of the power determination apparatus of the hybrid fuel cell vehicle and processes data by running or executing software programs and / or modules stored in the memory 702 and calling data stored in the memory 702, so as to monitor the power determination apparatus of the hybrid fuel cell vehicle as a whole. The processor 701 can include one or more processing units. Optionally, the processor 701 can integrate an application processor and a modem processor, wherein the application processor mainly processes operating systems, user interfaces and application programs, and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor can also not be integrated into the processor 701.

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

[0185] In the example embodiment, the embodiment of the application also provides a vehicle including the power determination apparatus of the hybrid fuel cell vehicle, and the vehicle can perform the method in the above-mentioned embodiment through the power determination apparatus of the hybrid fuel cell vehicle to complete the method.

[0186] In the example embodiment, a computer readable storage medium including instructions is also provided, for example, the memory 702 including instructions, and the above-mentioned instructions can be executed by the processor 701 of the power determination apparatus of the hybrid fuel cell vehicle to realize the method in the above-mentioned embodiment.

[0187] In actual implementation, Figure 6 The functions of the acquisition module 601 and the processing module 602 in the power determination apparatus of the hybrid fuel cell vehicle can be realized by Figure 7 The processor 701 in the power determination apparatus of the hybrid fuel cell vehicle can call the computer programs stored in the memory 702 to realize. The specific execution process can refer to the description of the method part in the above-mentioned embodiment, and will not be described here.

[0188] Optionally, the computer readable storage medium can be a non-transitory computer readable storage medium, for example, the non-transitory computer readable storage medium can be a Read-Only Memory (ROM), a Random Access Memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, and an optical data storage device, etc.

[0189] In the example embodiment, the embodiment of the application further provides a computer program product comprising one or more instructions, which can be executed by the processor 701 of the power determination device of the hybrid fuel cell vehicle to complete the method in the above embodiment.

[0190] It should be noted that 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 to realize each process of the above method embodiment, and the same technical effect as the above method can be achieved. To avoid repetition, it will not be described 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 division of the above functional modules is taken as an example for illustration, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete the above described full classification part or part of the function.

[0192] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of the modules or units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another device, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the shown or discussed units can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0193] The units described as separate components can or can not be physically separate, and the components shown as units can be one physical unit or multiple physical units, that is, can be located in one place, or can be distributed to multiple different places. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment scheme.

[0194] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0195] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, essentially, or the part that contributes to the prior art, or a complete or partial classification of the technical solution, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0196] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method of determining power for a hybrid fuel cell vehicle, characterized by, The method comprises: obtaining vehicle power demand information, a first current temperature of a fuel cell, and a second current temperature of a power battery; obtaining a first power constraint condition of the fuel cell based on the first current temperature and a first power constraint matching strategy, the first power constraint matching strategy being used to indicate a corresponding relationship between a plurality of first preset temperatures and a plurality of first preset power constraint conditions, one first preset temperature corresponding to one first preset power constraint condition; obtaining a second power constraint condition of the power battery based on the second current temperature and a second power constraint matching strategy, the second power constraint matching strategy being used to indicate a corresponding relationship between a plurality of second preset temperatures and a plurality of second preset power constraint conditions, one second preset temperature corresponding to one second preset power constraint condition; 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; wherein the second power constraint condition comprises that the power of the power battery is less than or equal to a second power threshold value, the second power threshold value corresponding to the second current temperature; the first power constraint condition comprises that the power of the fuel cell is less than or equal to a first power threshold value, and a power change rate of the fuel cell is less than or equal to a power change rate threshold value, the first power threshold value corresponding to the first current temperature, and the power change rate threshold value corresponding to the second power threshold value.

2. The method of claim 1, wherein the power of the hybrid fuel cell vehicle is determined based on the state of charge of the battery, the state of charge of the fuel cell, the state of charge of the super capacitor, and the state of charge of the flywheel. The power change rate threshold value and the second power threshold value are negatively correlated.

3. The method of claim 1 or 2, wherein The determination of 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 comprises: determining at least one group of candidate battery powers based on the vehicle power demand information, the first power constraint condition, and the second power constraint condition, one group of the candidate battery powers comprising a candidate power of the fuel cell and a candidate power of the power battery; determining equivalent energy consumption information corresponding to each group of the candidate battery powers; determining target battery powers from the at least one group of candidate battery powers based on the equivalent energy consumption information corresponding to each group of the candidate battery powers, the target battery powers comprising the power of the fuel cell and the power of the power battery.

4. The method of claim 3, wherein the power of the hybrid fuel cell vehicle is determined based on the state of charge of the battery and the state of health of the battery. The target battery powers are the candidate battery powers corresponding to the minimum equivalent energy consumption information in the at least one group of candidate battery powers.

5. The method of claim 3, wherein the power of the hybrid fuel cell vehicle is determined based on the state of charge of the battery, the state of charge of the fuel cell, the state of charge of the super capacitor, and the state of charge of the flywheel. The determination of the equivalent energy consumption information corresponding to the candidate battery powers comprises: obtaining a fuel consumption rate of the fuel cell based on the candidate 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 candidate power of the power battery and 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.

6. The method of claim 5, wherein the power of the hybrid fuel cell vehicle is determined based on the state of charge of the battery and the state of health of the battery. The equivalent fuel consumption rate of the power battery is obtained based on the selected power of the power battery and the current state information of the power battery, and the equivalent fuel consumption rate of the power battery comprises: obtaining a first equivalent factor, the first equivalent factor is used to adjust the energy consumption rate of the power battery at the current time; obtaining the equivalent fuel consumption rate of the power battery based on the first equivalent factor, the selected power of the power battery and the current state information of the power battery.

7. The power determination method for a hybrid fuel cell vehicle according to claim 6, characterized in that, The first equivalent factor is obtained, comprising: obtaining 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 the equivalent factor corresponding to the last time at the current time, and the target power is the power with the highest fuel utilization rate in the plurality of output powers of the fuel cell; determining 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 selected power of the fuel cell.

8. 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, the first power constraint matching strategy being used to indicate the corresponding relationship between a plurality of first preset temperatures and a plurality of first preset power constraint conditions, one first preset temperature corresponding 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 a second power constraint matching strategy, the second power constraint matching strategy being used to indicate the corresponding relationship between a plurality of second preset temperatures and a plurality of second preset power constraint conditions, one second preset temperature corresponding 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; The second power constraint condition comprises that 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; The first power constraint condition comprises that the power of the fuel cell is less than or equal to a first power threshold, and the power change rate of the fuel cell is less than or equal to a power change rate threshold, the first power threshold corresponds to the first current temperature, and the power change rate threshold corresponds to the second power threshold.

9. A power determination device for a hybrid fuel cell vehicle, characterized by comprising: comprise: a processor; a memory for storing instructions executable by the processor; wherein the processor is configured to execute the instructions to implement the power determination method of the hybrid fuel cell vehicle as claimed in any one of claims 1 to 7.

10. A vehicle characterized by comprising: The vehicle includes the power determination device for the hybrid fuel cell vehicle as claimed in claim 8.

Images