Fuel cell energy management system, vehicle and method

Abstract

The invention particularly relates to an energy management system of a fuel cell, a vehicle and a method, an acquisition module is used for acquiring a first whole vehicle mass and a first slope value of the vehicle and a first road working condition of a position where the vehicle is located after the vehicle enters a preset continuous driving state; the first drive axle assembly is respectively connected with the second drive axle assembly and the fuel cell system; one end of the super capacitor is connected with the fuel cell engine, and the other end is connected with the second drive axle assembly; and the control module is connected with the first driving assembly and the second driving assembly, and is used for determining an energy distribution strategy of the first driving axle assembly and the second driving axle assembly based on the collected data, controlling the super capacitor to absorb and unload energy, or controlling the first driving axle assembly and the second driving axle assembly to enter a kinetic energy recovery mode. Therefore, the problems that the fuel cell system cannot be quickly unloaded and the energy distribution of the double-electric-drive axle is uneven during emergency braking of the vehicle are solved, the performance of the whole vehicle is improved, and the service life of the fuel cell is prolonged.

Description

Technical Field

[0001] This application relates to the technical field of fuel cells, and particularly to an energy management system, a vehicle, and a method for a fuel cell. Background Art

[0002] In recent years, the sales volume of fuel cell vehicles has gradually increased, and the usage scenarios have increased. At the same time, the required power of the whole vehicle has increased.

[0003] In related technologies, most fuel cell vehicles are in the form of a single electric drive axle, and the electric power unloading method of the fuel cell system mainly relies on the electric energy recovery of the battery system.

[0004] However, when the mass of the whole vehicle is large, the load of the motor increases, which will shorten the service life, and the single electric drive axle form cannot make full use of kinetic energy recovery under downhill conditions; moreover, when braking or making an emergency brake uphill, the fuel cell needs to be quickly unloaded. However, since the air compressor used in the fuel cell system cannot be shut down in a short time, if the battery system is fully charged or powered off at this time, this part of the electric energy cannot be consumed, resulting in an emergency shutdown of the fuel cell system and shortening the service life of the proton exchange membrane, which urgently needs to be solved. Summary of the Invention

[0005] This application provides an energy management system, a vehicle, and a method for a fuel cell to solve problems such as the inability of the fuel cell system to quickly unload during emergency braking of the vehicle and uneven energy distribution of the dual electric drive axles, and improve the performance of the whole vehicle and the service life of the fuel cell.

[0006] The first aspect embodiment of this application provides an energy management system for a fuel cell, including: a collection module, a first drive axle assembly, a second drive axle assembly, a super capacitor, and a control module, where,

[0007] The collection module is configured to collect the first vehicle mass, the first slope value, and the first road condition of the position where the vehicle is located after the vehicle enters a preset continuous driving state;

[0008] The first drive axle assembly is respectively connected to the second drive axle assembly and the fuel cell system;

[0009] One end of the super capacitor is connected to the fuel cell engine, and the other end of the super capacitor is connected to the second drive axle assembly;

[0010] The control module is respectively connected to the first drive assembly and the second drive assembly, and is configured to determine the energy distribution strategy of the first drive axle assembly and the second drive axle assembly based on the first vehicle mass, the first slope value, and the first road condition at the location where the vehicle is located, and control the supercapacitor to absorb the unloading energy of the fuel cell engine according to the energy distribution strategy, or control the first drive axle assembly and the second drive axle assembly to enter the kinetic energy recovery mode.

[0011] Optionally, the first drive axle assembly includes: a first drive axle gearbox, a first drive axle motor, and a power electronic unit, where

[0012] The first drive axle gearbox includes a first drive axle coupling and a first drive axle wheel side clutch;

[0013] One end of the first drive axle motor is connected to one end of the first drive axle gearbox, and the other end of the first drive axle motor is connected to the fuel cell system through the power electronic unit.

[0014] Optionally, the second drive axle assembly includes: a second drive axle gearbox and a second drive axle motor, where

[0015] One end of the second drive axle gearbox is connected to the other end of the first drive axle gearbox, and the second drive axle gearbox includes a drive axle motor clutch, a second drive axle wheel side clutch, and a second drive axle coupling;

[0016] One end of the second drive axle motor is connected to the other end of the second drive axle gearbox, and the other end of the second drive axle motor is connected to the supercapacitor.

[0017] Optionally, the control module includes:

[0018] A first control unit, configured to, when the first road condition at the location where the vehicle is located is a climbing road condition, if there is an emergency braking situation during the climbing of the vehicle, control the supercapacitor to absorb the unloading power of the fuel cell engine, and when the capacity of the supercapacitor is greater than a preset capacity, control the motor in the second drive axle assembly to start, so as to make the motor in the first drive axle assembly generate electricity based on the gearbox coupling, and the generated electric energy is absorbed by the battery system of the fuel cell and / or dissipated in the form of heat;

[0019] A second control unit, configured to, when a first road condition at the location where the vehicle is located is a downhill road condition, if a current state of charge of the battery system is greater than a first preset threshold, control the fuel cell engine to shut down and purge, and perform kinetic energy recovery through the first drive axle assembly; otherwise, when the current state of charge is less than a second preset threshold, control the motor in the first drive axle assembly to perform kinetic energy recovery by using the wheel side inertia, and at the same time, control the wheel side clutch in the second drive axle assembly to engage, and generate electricity by using the wheel side inertia through the motor in the second drive axle assembly, where the second preset threshold is less than the first preset threshold.

[0020] Optionally, the acquisition module is further configured to, before the vehicle enters the preset continuous driving state, acquire a second vehicle mass, a second slope value of the vehicle, and a second road condition at the location where the vehicle is located.

[0021] The control module further includes: a third control unit, where the third control unit is specifically configured to:

[0022] When the second road condition is a climbing road condition, calculate a second climbing required torque of the vehicle according to the first vehicle mass and the first slope value, and when the second climbing required torque is greater than the maximum torque of the motor in the first drive axle assembly, control the motor clutch and the wheel side clutch of the second drive axle assembly to close, and at the same time start the fuel cell engine to charge the super capacitor, and detect whether the throttle opening of the vehicle is greater than a preset opening;

[0023] If the throttle opening is greater than the preset opening, control the motor in the first drive axle assembly to operate at the maximum torque, calculate a second difference torque according to the second climbing required torque and the maximum torque, and at the same time control the second drive axle assembly to provide the second difference torque until a preset stop assistance condition is met, disconnect the connection between the fuel cell engine and the super capacitor, disconnect the connection between the motor of the second drive axle and the super capacitor, and disconnect the motor clutch and the wheel side clutch of the second drive axle assembly, so that the vehicle enters the preset continuous driving state.

[0024] Optionally, the control module further includes: a fourth control unit, where the fourth control unit is specifically configured to:

[0025] When the second road condition is a downhill road condition, control the battery system of the fuel cell to work, and control the first drive axle assembly to work, so that the vehicle enters the preset continuous driving state.

[0026] The second aspect of the present application provides a vehicle that adopts the energy management system of the fuel cell as described in the above embodiments.

[0027] The third aspect of the present application provides an energy management method for a fuel cell, which adopts the energy management system of the fuel cell described in the first aspect. Among them, the method includes the following steps:

[0028] Judge whether the vehicle enters a preset continuous driving state;

[0029] If the vehicle enters the preset continuous driving state, obtain the first vehicle mass, the first slope value of the vehicle, and the first road condition of the location where the vehicle is located;

[0030] Based on the first vehicle mass, the first slope value, and the first road condition of the location where the vehicle is located, determine the energy distribution strategy of the first drive axle assembly and the second drive axle assembly, and control the super capacitor to absorb the unloading energy of the fuel cell engine according to the energy distribution strategy, or control the first drive axle assembly and the second drive axle assembly to enter the kinetic energy recovery mode.

[0031] Optionally, the first road condition of the location where the vehicle is located is a climbing road condition. Based on the first vehicle mass, the first slope value, and the first road condition of the location where the vehicle is located, determine the energy distribution strategy of the first drive axle assembly and the second drive axle assembly, and control the super capacitor to absorb the unloading energy of the fuel cell engine, including:

[0032] Calculate the first climbing demand torque of the vehicle according to the first vehicle mass and the first slope value;

[0033] If the first climbing demand torque is greater than the maximum torque of the motor in the first drive axle assembly, control the motor in the first drive axle assembly to operate at the maximum torque, calculate the first difference torque according to the first climbing demand torque and the maximum torque, and at the same time control the second drive axle assembly to provide the first difference torque;

[0034] Judge whether there is an emergency braking situation during the climbing of the vehicle;

[0035] If there is an emergency braking situation during the climbing of the vehicle, control the super capacitor to absorb the unloading power of the fuel cell engine, and when the capacity of the super capacitor is greater than the preset capacity, control the motor in the second drive axle assembly to start, so as to generate electricity for the motor in the first drive axle assembly based on the transmission coupling, and the generated electric energy is absorbed by the battery system of the fuel cell and / or dissipated in the form of heat.

[0036] Optionally, the first road condition of the vehicle's location is a downhill road condition. Based on the first vehicle mass, the first slope value, and the first road condition of the vehicle's location, determining the energy distribution strategy for the first drive axle assembly and the second drive axle assembly, and controlling the first drive axle assembly and the second drive axle assembly to enter the kinetic energy recovery mode includes:

[0037] Calculating the kinetic energy recovery power according to the first vehicle mass and the first slope value, and obtaining the current state of charge of the battery system of the fuel cell;

[0038] If the current state of charge is greater than a first preset threshold, controlling the fuel cell engine to shut down and purge, and performing kinetic energy recovery through the first drive axle assembly; otherwise, when the current state of charge is less than a second preset threshold, controlling the motor in the first drive axle assembly to perform kinetic energy recovery using the wheel side inertia, and at the same time, controlling the wheel side clutch in the second drive axle assembly to engage, and generating electricity through the motor in the second drive axle assembly using the wheel side inertia, where the second preset threshold is less than the first preset threshold.

[0039] Optionally, before determining whether the vehicle enters the preset continuous driving state, it further includes:

[0040] Obtaining the second vehicle mass, the second slope value, and the second road condition of the vehicle's location;

[0041] If the second road condition is a horizontal road condition, controlling the wheel side clutch in the second drive axle assembly to engage, consuming the power of the super capacitor using the motor in the second drive axle assembly, and when the power of the super capacitor is less than the preset power or the vehicle completes the starting action, controlling the wheel side clutch in the first drive axle assembly to engage, controlling the wheel side clutch in the second drive axle assembly to disengage, and disconnecting the super capacitor at the same time, so that the vehicle enters the preset continuous driving state.

[0042] Optionally, after obtaining the second vehicle mass, the second slope value, and the second road condition of the vehicle's location, it further includes:

[0043] If the second road condition is a climbing road condition, calculating the second climbing demand torque of the vehicle according to the first vehicle mass and the first slope value;

[0044] If the second climbing demand torque is greater than the maximum torque of the motor in the first drive axle assembly, control the motor clutch and the wheel side clutch of the second drive axle assembly to close, and at the same time, turn on the fuel cell engine to charge the super capacitor, and detect whether the throttle opening of the vehicle is greater than a preset opening;

[0045] If the throttle opening is greater than the preset opening, control the motor in the first drive axle assembly to operate at the maximum torque, calculate a second differential torque according to the second climbing demand torque and the maximum torque, and at the same time, control the second drive axle assembly to provide the second differential torque until a preset stop assistance condition is met, disconnect the connection between the fuel cell engine and the super capacitor, disconnect the connection between the motor of the second drive axle and the super capacitor, and disconnect the motor clutch and the wheel side clutch of the second drive axle assembly, so that the vehicle enters the preset continuous driving state.

[0046] Optionally, after obtaining the second vehicle mass, the second slope value, and the second road condition at the location of the vehicle, it further includes:

[0047] If the second road condition is a downhill road condition, control the battery system of the fuel cell to work and control the first drive axle assembly to work, so that the vehicle enters the preset continuous driving state.

[0048] Thus, after the vehicle enters the preset continuous driving state, the acquisition module acquires the first vehicle mass, the first slope value, and the first road condition at the location of the vehicle; the control module determines the energy distribution strategy of the first drive axle assembly and the second drive axle assembly based on the first vehicle mass, the first slope value, and the first road condition at the location of the vehicle, and controls the super capacitor to absorb the unloading energy of the fuel cell engine according to the energy distribution strategy, or controls the first drive axle assembly and the second drive axle assembly to enter the kinetic energy recovery mode. Thus, problems such as the inability of the fuel cell system to quickly unload during emergency braking and uneven energy distribution of the dual electric drive axles are solved, and the overall vehicle performance and the fuel cell life are improved.

[0049] Additional aspects and advantages of the present application will be given in part in the following description, become apparent in part from the following description, or be learned through the practice of the present application. Description of the Drawings

[0050] The above and / or additional aspects and advantages of the present application will become apparent and be readily understood from the following description of the embodiments in conjunction with the drawings, in which:

[0051] Figure 1 It is a block diagram of an energy management system of a fuel cell according to an embodiment of the present application;

[0052] Figure 2 It is a flowchart of the energy management strategy for a horizontal road of an energy management system of a fuel cell provided according to an embodiment of the present application;

[0053] Figure 3 It is a flowchart of the energy management strategy for a climbing road condition of an energy management system of a fuel cell provided according to an embodiment of the present application;

[0054] Figure 4 It is a flowchart of the kinetic energy recovery energy management strategy for a downhill road condition of an energy management system of a fuel cell provided according to an embodiment of the present application;

[0055] Figure 5 It is a schematic diagram of the structure of a fuel cell vehicle with a dual electric drive axle of an energy management system of a fuel cell provided according to an embodiment of the present application;

[0056] Figure 6 It is a flowchart of the energy management method for a dual electric drive axle of an energy management system of a fuel cell provided according to an embodiment of the present application;

[0057] Figure 7 It is a flowchart of the control strategy for the energy management of a dual electric drive axle of an energy management system of a fuel cell provided according to an embodiment of the present application;

[0058] Figure 8 It is a flowchart of an energy management method for a fuel cell provided according to an embodiment of the present application. Detailed implementation manners

[0059] The embodiments of the present application will be described in detail below. The examples of the embodiments are shown in the drawings, in which the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are intended to explain the present application and should not be construed as a limitation to the present application.

[0060] The energy management system, vehicle, and method of a fuel cell according to embodiments of the present application will be described below with reference to the accompanying drawings. In view of the problems mentioned in the above background art that the fuel cell system cannot be quickly unloaded during emergency braking of the vehicle and the energy distribution of the dual electric drive axles is uneven, the present application provides an energy management system for a fuel cell. Among them, after the vehicle enters a preset continuous driving state, the acquisition module acquires the first vehicle mass, the first slope value, and the first road condition of the position where the vehicle is located; based on the first vehicle mass, the first slope value, and the first road condition of the position where the vehicle is located, the control module determines the energy distribution strategy of the first drive axle assembly and the second drive axle assembly, and controls the super capacitor to absorb the unloading energy of the fuel cell engine according to the energy distribution strategy, or controls the first drive axle assembly and the second drive axle assembly to enter the kinetic energy recovery mode. Thereby, problems such as the inability of the fuel cell system to be quickly unloaded during emergency braking of the vehicle and the uneven energy distribution of the dual electric drive axles are solved, and the overall vehicle performance and fuel cell life are improved.

[0061] Specifically, Figure 1 is a block diagram of an energy management system for a fuel cell provided by an embodiment of the present application.

[0062] As Figure 1 shown, the energy management system 10 of the fuel cell includes: an acquisition module 100, a first drive axle assembly 200, a second drive axle assembly 300, a super capacitor 400, and a control module 500.

[0063] Among them, the acquisition module 100 is used to acquire the first vehicle mass, the first slope value, and the first road condition of the position where the vehicle is located after the vehicle enters a preset continuous driving state; the first drive axle assembly 200 is respectively connected to the second drive axle assembly 300 and the fuel cell system; one end of the super capacitor 400 is connected to the fuel cell engine, and the other end of the super capacitor 400 is connected to the second drive axle assembly 300; the control module 500 is respectively connected to the first drive assembly and the second drive assembly, and is used to determine the energy distribution strategy of the first drive axle assembly 200 and the second drive axle assembly 300 based on the first vehicle mass, the first slope value, and the first road condition of the position where the vehicle is located, and control the super capacitor 400 to absorb the unloading energy of the fuel cell engine according to the energy distribution strategy, or control the first drive axle assembly 200 and the second drive axle assembly 300 to enter the kinetic energy recovery mode.

[0064] Specifically, through the collaborative work of the acquisition module 100, the first drive axle assembly 200, the second drive axle assembly 300, the super capacitor 400, and the control module 500, the dynamic management and optimal allocation of vehicle energy are achieved. According to the real-time collected vehicle data, the energy allocation strategy is dynamically adjusted to ensure the efficient operation of the vehicle under different working conditions. At the same time, the problems of unloading of the fuel cell system during emergency braking and low kinetic energy recovery efficiency are solved.

[0065] Optionally, in some embodiments, the first drive axle assembly 200 includes: a first drive axle gearbox, a first drive axle motor, and a power electronics unit. Among them, the first drive axle gearbox includes a first drive axle coupling and a first drive axle wheel side clutch; one end of the first drive axle motor is connected to one end of the first drive axle gearbox, and the other end of the first drive axle motor is connected to the fuel cell system through the power electronics unit.

[0066] Optionally, in some embodiments, the second drive axle assembly 300 includes: a second drive axle gearbox and a second drive axle motor. Among them, one end of the second drive axle gearbox is connected to the other end of the first drive axle gearbox. The second drive axle gearbox includes a drive axle motor clutch, a second drive axle wheel side clutch, and a second drive axle coupling; one end of the second drive axle motor is connected to the other end of the second drive axle gearbox, and the other end of the second drive axle motor is connected to the super capacitor 400.

[0067] It can be understood that during the vehicle driving process, the first drive axle motor obtains electrical energy from the fuel cell system to drive the first drive axle gearbox to work. The first drive axle wheel side clutch engages or disengages according to the instruction of the control module 500 to achieve the transmission or interruption of power. During vehicle starting, climbing, or high-load working conditions, the second drive axle motor obtains electrical energy through the super capacitor 400 to drive the second drive axle gearbox to work; the second drive axle wheel side clutch and the drive axle motor clutch engage or disengage according to the instruction of the control module 500 to achieve the transmission or interruption of power. The first drive axle assembly 200 and the second drive axle assembly 300 adopt a modular design, which is convenient for maintenance and upgrade. Through the collaborative work of the power electronics unit and the super capacitor 400, the efficient allocation and utilization of energy are achieved; the working state of the dual drive axles is adjusted in real time through the control module 500 to ensure the efficient operation of the vehicle under different working conditions.

[0068] Optionally, in some embodiments, the control module 500 includes: a first control unit configured to, when the first road condition at the location where the vehicle is located is a climbing road condition, if there is an emergency braking situation during the climbing of the vehicle, control the supercapacitor 400 to absorb the unloading power of the fuel cell engine, and when the capacity of the supercapacitor 400 is greater than a preset capacity, control the motor in the second drive axle assembly 300 to start, so as to generate electricity by the motor in the first drive axle assembly 200 based on the transmission coupling, and the generated electric energy is absorbed by the battery system of the fuel cell and / or dissipated in the form of heat; a second control unit configured to, when the first road condition at the location where the vehicle is located is a downhill road condition, if the current state of charge of the battery system is greater than a first preset threshold, control the fuel cell engine to shut down and purge, and perform kinetic energy recovery through the first drive axle assembly 200; otherwise, when the current state of charge is less than a second preset threshold, control the motor in the first drive axle assembly 200 to perform kinetic energy recovery using the wheel side inertia, and at the same time, control the wheel side clutch in the second drive axle assembly 300 to engage, and generate electricity by the motor in the second drive axle assembly 300 using the wheel side inertia, where the second preset threshold is less than the first preset threshold.

[0069] Wherein, the first preset threshold and the second preset threshold may be thresholds preset by the user, may be thresholds obtained through a finite number of experiments, or may be thresholds obtained through a finite number of computer simulations, and are not specifically limited herein.

[0070] Specifically, as Figure 2 shown, Figure 2 is a flowchart of the horizontal road energy management strategy of an energy management system of a fuel cell according to an embodiment of the present application. During the continuous driving of the vehicle, the vehicle controller monitors the current road condition in real time according to the motor operating power, and the inclination sensor detects the vehicle angle. When it is detected that the vehicle enters a climbing section, the vehicle controller calculates the climbing power according to information such as the slope and the vehicle mass. If the climbing power exceeds the highest efficiency area of the motor in the first drive axle, the first drive axle motor operates at the torque in the highest efficiency area, and at the same time, the wheel side clutch of the second drive axle engages, and the difference climbing torque is provided by the second drive axle. During the climbing process, if there is an emergency braking situation and the battery system cannot bear the unloading power of the fuel cell engine at this time, the vehicle controller issues a closing command to the supercapacitor 400 assembly. At this time, the unloading energy of the fuel cell engine is absorbed by the supercapacitor 400. When the capacity of the supercapacitor 400 reaches 90%, the vehicle controller issues a start command for the motor in the second drive axle. The motor consumes the energy in the supercapacitor 400 and makes the first drive axle motor generate electricity through the transmission coupling. The generated electric energy is absorbed by the battery system. If the battery system is in a powered-off state, the electric energy is dissipated in the form of heat.

[0071] Furthermore, asFigure 2 As shown, during the continuous driving of the vehicle, the vehicle controller monitors the current road conditions in real time according to the operating power of the motor, and the inclination sensor detects the vehicle angle. When the inclination sensor monitors that the vehicle enters a downhill section, the vehicle controller calculates the kinetic energy recovery power according to information such as the slope and the vehicle mass. If the SOC of the battery system is greater than 90% at this time, the fuel cell engine shuts down and purges, and the first drive axle performs kinetic energy recovery. If the SOC of the battery system is lower than 30%, the motor of the first drive axle uses the wheel-side inertia to perform kinetic energy recovery. At the same time, the vehicle controller issues a command to engage the wheel-side clutch of the second drive axle, and the motor of the second drive axle uses the wheel-side inertia of the second drive axle to generate electricity.

[0072] Therefore, the embodiment of the present application has a complete mechanical structure. Through the method and control strategy of rapid energy unloading and kinetic energy recovery, it can achieve the rapid unloading of the fuel cell system of the fuel cell vehicle during emergency braking. At the same time, a new management form of distributed kinetic energy recovery for the dual-electric-drive-axle fuel cell vehicle is proposed, which improves the kinetic energy recovery efficiency of the whole vehicle.

[0073] Optionally, in some embodiments, the acquisition module 100 is further configured to acquire the second vehicle mass, the second slope value, and the second road conditions of the vehicle's location before the vehicle enters a preset continuous driving state; the control module 500 further includes: a third control unit, where the third control unit is specifically configured to: when the second road condition is a climbing road condition, calculate the second climbing demand torque of the vehicle according to the first vehicle mass and the first slope value, and when the second climbing demand torque is greater than the maximum torque of the motor in the first drive axle assembly 200, control the motor clutch and the wheel-side clutch of the second drive axle assembly 300 to close, and at the same time start the fuel cell engine to charge the super capacitor 400, and detect whether the throttle opening of the vehicle is greater than a preset opening; if the throttle opening is greater than the preset opening, control the motor in the first drive axle assembly 200 to operate at the maximum torque, calculate the second difference torque according to the second climbing demand torque and the maximum torque, and at the same time control the second drive axle assembly 300 to provide the second difference torque until the preset stop assistance condition is met, disconnect the connection between the fuel cell engine and the super capacitor 400, disconnect the connection between the motor of the second drive axle and the super capacitor 400, and disconnect the motor clutch and the wheel-side clutch of the second drive axle assembly 300, so that the vehicle enters the preset continuous driving state.

[0074] It can be understood that the preset opening can be a threshold value preset by the user, a threshold value obtained through a limited number of experiments, or a threshold value obtained through a limited number of computer simulations, and no specific limitation is made here.

[0075] It should be noted that as Figure 3 shown Figure 3It is a flowchart of the energy management strategy for a fuel cell energy management system under a climbing road condition in an embodiment of the present application. Among them, the first drive axle assembly is the drive axle 1 in the attached drawing, and the second drive axle assembly is the drive axle 2 in the attached drawing. After the vehicle is powered on at 24V, the vehicle controller reads the current slope angle of the whole vehicle using an inclination sensor. If it is in a climbing start condition, the vehicle controller calculates the maximum starting torque based on information such as the vehicle mass and the current slope angle. If the maximum torque exceeds the maximum torque of the motor in the first drive axle (i.e., Figure 3 the drive axle 1 assembly in Figure 3 ), the motor clutch and wheel side clutch of the second drive axle close, and at the same time, the fuel cell engine is started to charge the supercapacitor 400. When the driver steps on the accelerator pedal, the first drive axle outputs at the maximum torque, and at the same time, the switch between the supercapacitor 400 and the motor of the second drive axle is opened. The second drive axle (i.e.,

[0076] the drive axle 2 assembly in

[0077] ) starts to work, and the difference in climbing torque is provided by the second drive axle. During the start process, when the vehicle controller monitors that the operating power of the whole vehicle is in the high-efficiency area of the motor in the first drive axle, the switch between the fuel cell engine and the supercapacitor 400 assembly is disconnected, the connection between the motor of the second drive axle and the supercapacitor 400 is disconnected, and at the same time, the wheel side clutch and motor clutch of the second drive axle are disconnected, so that the vehicle enters a preset continuous driving state.

[0078] It should be noted that as Figure 4 shown, Figure 4It is a flowchart of the kinetic energy recovery energy management strategy for a downhill road condition of an energy management system of a fuel cell in an embodiment of the present application. Among them, the first drive axle assembly is the drive axle 1 in the attached drawing, and the second drive axle assembly is the drive axle 2 in the attached drawing. After the vehicle is powered on at 24V, the vehicle controller uses the tilt sensor to read the current slope angle of the vehicle. If it is in the downhill start condition and the downhill slope is greater than 8°, the wheel side clutch of the second drive axle engages, and the motor in the second drive axle is disconnected from the super capacitor 400. At the same time, the fuel cell engine idles to charge the battery system. When the driver releases the brake or steps on the accelerator pedal, both the first drive axle and the second drive axle enter the kinetic energy recovery mode. When the SOC of the battery system is greater than 90%, the fuel cell engine shuts down. When the SOC of the battery system is greater than 95%, the wheel side clutch of the second drive axle disconnects, and the kinetic energy recovery of the second drive axle shuts down. When the SOC of the battery system is greater than 99%, the kinetic energy recovery of the first drive axle shuts down, and the vehicle enters the preset continuous driving state.

[0079] To facilitate those skilled in the art to further understand the energy management method of the fuel cell in the embodiment of the present application, the following will be described in detail with reference to the Figure 5 and Figure 6 illustrated embodiments.

[0080] As Figure 5 shown, Figure 5 is a schematic diagram of the structure of an energy management system of a fuel cell provided by an embodiment of the present application. Among them, the energy management system of the fuel cell includes a first drive axle assembly 200, a second drive axle assembly 300, and a super capacitor 400 connected to the second drive axle assembly 300. Among them, the first drive axle assembly 200 includes a first drive axle gearbox ①, a first drive axle motor ④, a first drive axle coupling and a first drive axle wheel side clutch The second drive axle assembly 300 includes a second drive axle gearbox ②, a second drive axle motor ③, a second drive axle motor clutch a second drive axle wheel side clutch and a second drive axle coupling The first drive axle assembly 200 and the second drive axle assembly 300 are connected by a coupling; the first drive axle gearbox ① includes a first drive axle coupling and a first drive axle wheel side clutch The first drive axle gearbox ① and the second drive axle gearbox ② are connected to the first drive axle motor ④. The second drive axle gearbox ② includes a second drive axle motor clutch a second drive axle wheel side clutch and a second drive axle coupling The second drive axle motor ③ and the second drive axle gearbox ② are connected to the supercapacitor assembly 400. The inclination sensor ⑤ is connected to the second drive axle assembly 300. The fuel cell engine ⑦ and the supercapacitor assembly 400 are connected to the battery system and the fuel cell controller ⑧, the supercapacitor assembly 400, the fuel cell engine ⑦, and the high-pressure fan controller ⑩ are connected to the radiator and the vehicle controller ⑨ and the first drive axle assembly 200 are connected to the second drive axle assembly 300.

[0081] Furthermore, as Figure 6 shown Figure 6 is a flowchart of an energy management method for a dual electric drive axle of a fuel cell energy management system provided by an embodiment of the present application. Among them, the first drive axle assembly is the drive axle 1 in the attached drawing, and the second drive axle assembly is the drive axle 2 in the attached drawing. The energy management method of the fuel cell includes the following steps:

[0082] After the vehicle is powered on, calculate the starting power of the vehicle and judge the current road condition of the vehicle. If it is a climbing condition, start the fuel cell system, power on the battery system, and the first drive axle assembly starts to work. After the vehicle completes the starting action, the second drive axle is disconnected and enters the continuous driving state. Calculate the currently used power in real time. If emergency braking is required, perform corresponding operations, turn off the fuel cell system, and the first drive axle performs kinetic energy recovery and the battery system is charged. If it is a horizontal road condition, start the fuel cell system, power on the battery system, and the first drive axle assembly starts to work. After the vehicle completes the starting action, the second drive axle is disconnected and the vehicle enters the continuous driving state. Calculate the currently used power in real time. If emergency braking is required, perform corresponding operations, turn off the fuel cell system, and the first drive axle performs kinetic energy recovery and the battery system is charged. If it is a downhill condition, power on the battery system, and the first drive axle assembly starts to work. After the vehicle completes the starting action, it enters the continuous driving state. Calculate the recovered power in real time, judge the state of the battery system SOC. If the SOC is high, turn off the fuel cell system. If the SOC is low, run the fuel cell system, and the dual drive axles perform kinetic energy recovery and the battery system is charged.

[0083] Thus, through the above steps, the energy management system of the dual electric drive axle can dynamically adjust the energy distribution and recovery strategy according to different road conditions and vehicle states to achieve high-efficiency energy management and safe driving.

[0084] Furthermore, as Figure 7 shown Figure 7 is a flowchart of the control strategy for the energy management of a dual electric drive axle of a fuel cell energy management system provided by an embodiment of the present application. Among them, the first drive axle assembly is the drive axle 1 in the attached drawing, and the second drive axle assembly is the drive axle 2 in the attached drawing.

[0085] Among them, EV_VCU_24V_ON indicates the vehicle's 24V power-on, EV_VCU_Computation_kW represents the vehicle's power consumption, EV_Regenerative Braking is the kinetic energy recovery power, EV_Uphill_kW is the uphill power, EV_Uphill is the uphill assist, EV_Level is for level roads, EV_downhill is for downhill, EV_FC_system_ON is the start of the fuel cell engine, EV_FC_system_Run is the operation signal of the fuel cell engine, EV_Super C_DIS is the discharge of the super capacitor, EV_Batt_PACK_ON is the power-on of the battery system, Powertrain_1_CE is the engagement of the first drive axle, Powertrain_1_DIS is the disengagement of the first drive axle, Powertrain_1_ON is the continuous operation of the first drive axle, Powertrain_2_CE is the engagement of the second drive axle, Powertrain_2_DIS is the disengagement of the second drive axle, Powertrain_2_Coupling_ON is the engagement of the second drive axle coupling, Powertrain_2_Motor_start is the operation of the second drive axle motor, EV_Pull Away_star is the start, EV_Pull Away_ON is the completion of the start, EV_PACK_Charge is the charging of the battery system, EV_Pull Away_Sustain is the continuous driving signal, EV_VCU_Run is the vehicle operation, EV_Braking System_Yes is the emergency braking, EV_Super C_Charge is the charging of the super capacitor, Energy Recovery_Off is the shutdown of kinetic energy recovery, EV_Battpack_C is the battery system charging rate, Powertrain_1_Re is the kinetic energy recovery of the first drive axle, and Powertrain_2_Re is the kinetic energy recovery of the second drive axle.

[0086] Specifically, the vehicle intelligent network connection system inputs the vehicle's current total mass, the angle of the vehicle's current parked slope, the road conditions during vehicle operation, the operation status of the drive axles, and the fuel cell power. After the vehicle is powered on, the current vehicle condition is judged, and a suitable energy management strategy for the dual electric drive axles is selected for control.

[0087] Among them, the principle of rapid unloading of the fuel cell in the embodiment of the present application is that during vehicle driving, due to emergency braking of the vehicle, when the battery system cannot withstand the unloading power of the fuel cell engine in a high-power operating state, the vehicle controller issues a closing command to the supercapacitor assembly. After the supercapacitor assembly is closed, it consumes the power generated by the fuel cell engine. At the same time, the vehicle controller issues a command to disconnect the wheel-side clutch of the second drive axle. When the wheel-side clutch is disconnected and the supercapacitor assembly is fully charged but the fuel cell engine has not completed unloading, the motor of the second drive axle starts, and at the same time, the motor clutch of the second drive axle engages. The motor torque is transmitted to the second drive axle coupling and the first drive axle coupling through the motor clutch of the second drive axle, driving the first drive axle motor to rotate for power generation. At this time, the wheel-side clutch of the first drive axle is in a disconnected state due to emergency braking, so there is no torque at the wheel side of the first drive axle assembly. At this time, if the battery system can withstand the current charging power, it absorbs the electrical energy generated by the first drive axle motor, otherwise the first drive axle motor dissipates the electrical energy in the form of its own heat until the fuel cell engine stops.

[0088] The starting assistance working principle of the embodiment of the present application is that after the vehicle is powered on at 24V, the vehicle controller calculates the power required for the current vehicle to start according to the current vehicle's overall mass and the current vehicle angle detected by the inclination sensor. When the vehicle starts, the second drive axle assembly is preferentially started, and the second drive axle motor is used to consume the power of the supercapacitor assembly. When the vehicle starts or the power of the supercapacitor assembly is exhausted, the first drive axle assembly intervenes. The wheel-side clutch of the second drive axle assembly is disconnected, the second drive axle motor stops running, and the connection between the supercapacitor assembly and the fuel cell engine is disconnected. At the same time, the fuel cell engine starts, and the vehicle enters a continuous driving state. If the starting power of the vehicle is greater than the output power of the supercapacitor assembly and there is a large difference between the vehicle speed and the vehicle throttle opening, the first drive axle wheel-side clutch in the first drive axle assembly engages, and at the same time, the first drive axle motor starts working. After the vehicle starts or the power of the supercapacitor assembly is exhausted, the wheel-side clutch of the second drive axle assembly is disconnected, and at the same time, the fuel cell engine starts, and the vehicle enters a continuous driving state.

[0089] The kinetic energy recovery working principle of the embodiment of the present application is that when the vehicle is in a long downhill state and the SOC of the battery system is lower than 30%, the first drive axle motor in the first drive axle assembly starts energy recovery, and at the same time, the fuel cell engine is turned off, and the supercapacitor assembly is disconnected from the fuel cell engine and the second drive axle motor respectively. At the same time, after the wheel-side clutch of the second drive axle assembly engages, the vehicle enters a state where both the first drive axle assembly and the second drive axle assembly perform energy recovery until the SOC of the battery system is ≥90% or the kinetic energy recovery function is turned off.

[0090] In addition, the embodiments of the present application monitor the vehicle state and environmental conditions in real time, and adjust the energy distribution and recovery strategy as needed to improve the vehicle energy utilization efficiency and extend the cruising range.

[0091] Thus, the embodiments of the present application collect key information such as vehicle speed, acceleration, and battery state in real time, combine the driving intention and vehicle requirements, accurately calculate the current required energy, and formulate an energy distribution plan accordingly. During the execution process, the embodiments of the present application will distribute the energy to the two drive axles according to factors such as the current state of the dual electric drive axles and the motor efficiency to ensure the stability and efficiency of the vehicle power output. At the same time, the strategy also has a real-time monitoring and adjustment function, which can timely detect and respond to changes in system performance, and adjust the control instructions in a timely manner to optimize energy use.

[0092] According to the energy management system of the fuel cell proposed by the embodiments of the present application, after the vehicle enters the preset continuous driving state, the acquisition module acquires the first vehicle mass, the first gradient value, and the first road condition of the location where the vehicle is located; based on the first vehicle mass, the first gradient value, and the first road condition of the location where the vehicle is located, the control module determines the energy distribution strategy of the first drive axle assembly and the second drive axle assembly, and controls the super capacitor to absorb the unloading energy of the fuel cell engine according to the energy distribution strategy, or controls the first drive axle assembly and the second drive axle assembly to enter the kinetic energy recovery mode. Thereby, problems such as the inability of the fuel cell system to quickly unload during emergency braking and uneven energy distribution of the dual electric drive axles are solved, and the vehicle performance and fuel cell life are improved.

[0093] The embodiments of the present application also provide a vehicle that adopts the energy management system of the fuel cell as described in any one of the above.

[0094] Next, refer to the drawings to describe the energy management method of the fuel cell proposed by the embodiments of the present application, which adopts the energy management system of the fuel cell as described in any one of the above.

[0095] Figure 8 It is a flowchart of the energy management method of the fuel cell in the embodiments of the present application.

[0096] As Figure 8 shown, the energy management method of the fuel cell includes the following steps:

[0097] In step S101, it is judged whether the vehicle enters the preset continuous driving state.

[0098] In step S102, if the vehicle enters the preset continuous driving state, then the first vehicle mass, the first gradient value, and the first road condition of the location where the vehicle is located are acquired.

[0099] In step S103, based on the first vehicle mass, the first slope value, and the first road condition of the vehicle's location, determine the energy distribution strategy for the first drive axle assembly and the second drive axle assembly, and control the supercapacitor to absorb the unloading energy of the fuel cell engine according to the energy distribution strategy, or control the first drive axle assembly and the second drive axle assembly to enter the kinetic energy recovery mode.

[0100] Optionally, the first road condition of the vehicle's location is a climbing road condition. Based on the first vehicle mass, the first slope value, and the first road condition of the vehicle's location, determine the energy distribution strategy for the first drive axle assembly and the second drive axle assembly, and control the supercapacitor to absorb the unloading energy of the fuel cell engine according to the energy distribution strategy, including: calculating the first climbing demand torque of the vehicle according to the first vehicle mass and the first slope value; if the first climbing demand torque is greater than the maximum torque of the motor in the first drive axle assembly, control the motor in the first drive axle assembly to operate at the maximum torque, calculate the first difference torque according to the first climbing demand torque and the maximum torque, and at the same time control the second drive axle assembly to provide the first difference torque; determining whether there is an emergency braking situation during the climbing of the vehicle; if there is an emergency braking situation during the climbing of the vehicle, control the supercapacitor to absorb the unloading power of the fuel cell engine, and when the capacity of the supercapacitor is greater than the preset capacity, control the motor in the second drive axle assembly to start, so as to generate electricity by the motor in the first drive axle assembly based on the transmission coupling, and the generated electric energy is absorbed by the battery system of the fuel cell and / or dissipated in the form of heat.

[0101] Optionally, the first road condition of the vehicle's location is a downhill road condition. Based on the first vehicle mass, the first slope value, and the first road condition of the vehicle's location, determine the energy distribution strategy for the first drive axle assembly and the second drive axle assembly, and control the first drive axle assembly and the second drive axle assembly to enter the kinetic energy recovery mode according to the energy distribution strategy, including: calculating the kinetic energy recovery power according to the first vehicle mass and the first slope value, and obtaining the current state of charge of the battery system of the fuel cell; if the current state of charge is greater than the first preset threshold, control the fuel cell engine to shut down and purge, and perform kinetic energy recovery through the first drive axle assembly; otherwise, when the current state of charge is less than the second preset threshold, control the motor in the first drive axle assembly to perform kinetic energy recovery using the wheel side inertia, and at the same time, control the wheel side clutch in the second drive axle assembly to engage, and generate electricity by the motor in the second drive axle assembly using the wheel side inertia, where the second preset threshold is less than the first preset threshold.

[0102] Optionally, before determining whether the vehicle enters a preset continuous driving state, it further includes: obtaining the second vehicle gross mass, the second slope value, and the second road condition of the location where the vehicle is located; if the second road condition is a horizontal road condition, controlling the wheel side clutch in the second drive axle assembly to engage, consuming the power of the super capacitor by the motor in the second drive axle assembly, and when the power of the super capacitor is less than the preset power or the vehicle completes the starting action, controlling the wheel side clutch in the first drive axle assembly to engage, controlling the wheel side clutch in the second drive axle assembly to disengage, and at the same time disconnecting the super capacitor, so that the vehicle enters the preset continuous driving state.

[0103] Optionally, after obtaining the second vehicle gross mass, the second slope value, and the second road condition of the location where the vehicle is located, it further includes: if the second road condition is a climbing road condition, calculating the second climbing demand torque of the vehicle according to the first vehicle gross mass and the first slope value; if the second climbing demand torque is greater than the maximum torque of the motor in the first drive axle assembly, controlling the motor clutch and the wheel side clutch in the second drive axle assembly to close, and at the same time starting the fuel cell engine to charge the super capacitor, and detecting whether the throttle opening of the vehicle is greater than the preset opening; if the throttle opening is greater than the preset opening, controlling the motor in the first drive axle assembly to operate at the maximum torque, calculating the second difference torque according to the second climbing demand torque and the maximum torque, and at the same time controlling the second drive axle assembly to provide the second difference torque until the preset stop assist condition is met, disconnecting the connection between the fuel cell engine and the super capacitor, disconnecting the connection between the motor of the second drive axle and the super capacitor, and disconnecting the motor clutch and the wheel side clutch of the second drive axle assembly, so that the vehicle enters the preset continuous driving state.

[0104] Optionally, after obtaining the second vehicle gross mass, the second slope value, and the second road condition of the location where the vehicle is located, it further includes: if the second road condition is a downhill road condition, controlling the battery system of the fuel cell to work, and controlling the first drive axle assembly to work, so that the vehicle enters the preset continuous driving state.

[0105] It should be noted that the foregoing explanation of the embodiments of the energy management system of the fuel cell also applies to the energy management method of the fuel cell in this embodiment, and will not be elaborated here.

[0106] According to the energy management method of the fuel cell proposed by the embodiments of the present application, after the vehicle enters the preset continuous driving state, the acquisition module acquires the first vehicle mass, the first slope value of the vehicle, and the first road condition of the location where the vehicle is located; based on the first vehicle mass, the first slope value, and the first road condition of the location where the vehicle is located, the control module determines the energy distribution strategy of the first drive axle assembly and the second drive axle assembly, and controls the super capacitor to absorb the unloading energy of the fuel cell engine according to the energy distribution strategy, or controls the first drive axle assembly and the second drive axle assembly to enter the kinetic energy recovery mode. Thereby, the problems that the fuel cell system cannot be quickly unloaded and the energy distribution of the dual electric drive axles is uneven when the vehicle brakes emergently are solved, and the vehicle performance and the fuel cell life are improved.

[0107] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples.

[0108] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "N" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0109] Any process or method description in the flowchart or described in other ways herein may be understood to represent a module, segment, or part of code including one or more executable instructions for implementing a customized logic function or process, and the scope of the preferred embodiments of the present application includes additional implementations, where the functions may be executed in a substantially simultaneous manner or in a reverse order according to the involved functions, rather than in the order shown or discussed, which should be understood by those skilled in the art of the embodiments of the present application.

[0110] It should be understood that each part of the present application can be implemented by hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, any one or a combination of the following techniques well known in the art can be used: discrete logic circuits having logic gate circuits for implementing logical functions on data signals, application specific integrated circuits having appropriate combinational logic gate circuits, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.

[0111] Those of ordinary skill in the art can understand that all or part of the steps carried by the methods of the above embodiments can be completed by instructing relevant hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiments.

Claims

1. A fuel cell energy management system, characterized in that: include: Acquisition module, first drive axle assembly, second drive axle assembly, super capacitor and control module, wherein: The acquisition module is used to collect a first vehicle mass, a first slope value and a first road condition of the vehicle after the vehicle enters a preset continuous driving state; The first drive axle assembly is connected to the second drive axle assembly and the fuel cell system respectively; One end of the supercapacitor is connected to the fuel cell engine, and the other end of the supercapacitor is connected to the second drive axle assembly; The control module is connected to the first drive assembly and the second drive assembly, respectively, and is used to determine the energy distribution strategy of the first drive axle assembly and the second drive axle assembly based on the first vehicle mass, the first slope value and the first road condition at the location of the vehicle, and control the supercapacitor to absorb the unloaded energy of the fuel cell engine according to the energy distribution strategy, or control the first drive axle assembly and the second drive axle assembly to enter a kinetic energy recovery mode.

2. The fuel cell energy management system according to claim 1, characterized in that: The first drive axle assembly includes: a first drive axle gearbox, a first drive axle motor and a power electronic unit, wherein: The first drive axle gearbox includes a first drive axle coupling and a first drive axle wheel side clutch; One end of the first drive axle motor is connected to one end of the first drive axle gearbox, and the other end of the first drive axle motor is connected to the fuel cell system through the power electronic unit.

3. The fuel cell energy management system according to claim 2, characterized in that: The second drive axle assembly includes: a second drive axle gearbox and a second drive axle motor, wherein: One end of the second drive axle gearbox is connected to the other end of the first drive axle gearbox, and the second drive axle gearbox includes a drive axle motor clutch, a second drive axle wheel side clutch and a second drive axle coupling; One end of the second drive axle motor is connected to the other end of the second drive axle gearbox, and the other end of the second drive axle motor is connected to the super capacitor.

4. The fuel cell energy management system according to claim 3, characterized in that: The control module comprises: a first control unit, configured to, when the first road condition at the location of the vehicle is a climbing road condition, control the supercapacitor to absorb the unloading power of the fuel cell engine if there is an emergency braking situation during the climbing process of the vehicle, and, when the capacity of the supercapacitor is greater than a preset capacity, control the motor in the second drive axle assembly to start, so as to enable the motor in the first drive axle assembly to generate electricity based on the gearbox coupling, and the generated electric energy is absorbed by the battery system of the fuel cell and / or dissipated in the form of heat; A second control unit is used for controlling the fuel cell engine to shut down and purge, and recover kinetic energy through the first drive axle assembly when the first road condition at the position of the vehicle is a downhill road condition if the current state of charge of the battery system is greater than a first preset threshold value; otherwise, when the current state of charge is less than a second preset threshold value, controlling the motor in the first drive axle assembly to recover kinetic energy by using wheel side inertia, and at the same time, controlling the wheel side clutch in the second drive axle assembly to engage, and generating electricity by using wheel side inertia through the motor in the second drive axle assembly, wherein the second preset threshold value is less than the first preset threshold value.

5. The fuel cell energy management system according to claim 3, characterized in that: The acquisition module is also used to collect the second vehicle mass, the second slope value and the second road condition of the vehicle before the vehicle enters the preset continuous driving state; The control module further includes: a third control unit, wherein the third control unit is specifically used for: When the second road condition is a climbing road condition, the second climbing required torque of the vehicle is calculated according to the first vehicle mass and the first slope value, and when the second climbing required torque is greater than the maximum torque of the motor in the first drive axle assembly, the motor clutch and the wheel clutch of the second drive axle assembly are controlled to close, and the fuel cell engine is turned on to charge the supercapacitor, and when it is detected whether the throttle opening of the vehicle is greater than a preset opening; If the throttle opening is greater than a preset opening, the electric motor in the first drive axle assembly is controlled to operate according to the maximum torque, and a second differential torque is calculated based on the second climbing requirement torque and the maximum torque, and the second drive axle assembly is controlled to provide the second differential torque until a preset stop assist condition is met, disconnecting the fuel cell engine from the supercapacitor, disconnecting the electric motor of the second drive axle from the supercapacitor, and disconnecting the motor clutch and wheel-side clutch of the second drive axle assembly, so that the vehicle enters the preset continuous driving state.

6. The fuel cell energy management system according to claim 5, characterized in that: The control module further includes: a fourth control unit, wherein the fourth control unit is specifically used for: When the second road condition is a downhill road condition, the battery system of the fuel cell is controlled to operate, and the first drive axle assembly is controlled to operate, so that the vehicle enters the preset continuous driving state.

7. A vehicle, characterized in that: include: The energy management system for a fuel cell according to any one of claims 1 to 6.

8. A fuel cell energy management method, characterized in that: An energy management system for a fuel cell according to any one of claims 1 to 6, wherein the method comprises the following steps: Determining whether the vehicle enters a preset continuous driving state; If the vehicle enters a preset continuous driving state, obtaining a first vehicle mass, a first slope value, and a first road condition at a position of the vehicle; Based on the first vehicle mass, the first slope value and the first road condition at the location of the vehicle, an energy distribution strategy for the first drive axle assembly and the second drive axle assembly is determined, and according to the energy distribution strategy, the supercapacitor is controlled to absorb the unload energy of the fuel cell engine, or the first drive axle assembly and the second drive axle assembly are controlled to enter a kinetic energy recovery mode.

9. The method according to claim 8, characterized in that The first road condition at the location of the vehicle is a climbing road condition, and based on the first vehicle mass, the first slope value and the first road condition at the location of the vehicle, an energy distribution strategy of the first drive axle assembly and the second drive axle assembly is determined, and the supercapacitor is controlled to absorb the unloaded energy of the fuel cell engine according to the energy distribution strategy, including: Calculating a first required climbing torque of the vehicle according to the first vehicle mass and the first slope value; If the first required grade-climbing torque is greater than the maximum torque of the motor in the first drive axle assembly, the motor in the first drive axle assembly is controlled to operate according to the maximum torque, a first differential torque is calculated according to the first required grade-climbing torque and the maximum torque, and the second drive axle assembly is controlled to provide the first differential torque; Determining whether the vehicle is in an emergency braking situation during a climbing process; If the vehicle encounters an emergency braking situation during a climbing process, the supercapacitor is controlled to absorb the unloading power of the fuel cell engine, and when the capacity of the supercapacitor is greater than a preset capacity, the motor in the second drive axle assembly is controlled to start, so that the motor in the first drive axle assembly generates electricity based on the gearbox coupling, and the generated electrical energy is absorbed by the battery system of the fuel cell and / or dissipated in the form of heat.

10. The method according to claim 8, characterized in that The first road condition at the location of the vehicle is a downhill road condition, and based on the first vehicle mass, the first slope value, and the first road condition at the location of the vehicle, determining the energy distribution strategy of the first drive axle assembly and the second drive axle assembly, and controlling the first drive axle assembly and the second drive axle assembly to enter a kinetic energy recovery mode according to the energy distribution strategy, includes: calculating the kinetic energy recovery power according to the first vehicle mass and the first slope value, and acquiring a current state of charge of a battery system of the fuel cell; If the current state of charge is greater than a first preset threshold, the fuel cell engine is controlled to shut down and purge, and kinetic energy is recovered through the first drive axle assembly; otherwise, when the current state of charge is less than a second preset threshold, the motor in the first drive axle assembly is controlled to use wheel-side inertia to recover kinetic energy, and at the same time, the wheel-side clutch in the second drive axle assembly is controlled to engage, and the motor in the second drive axle assembly uses wheel-side inertia to generate electricity, wherein the second preset threshold is less than the first preset threshold.

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