Energy management system for a fuel cell, vehicle and method

Abstract

The application relates to an energy management system of a fuel cell, a vehicle and a method, wherein a collecting module is used to collect a first total vehicle mass, a first slope value and a first road working condition of a position where the vehicle is located after the vehicle enters a preset continuous driving state; a first driving axle assembly is connected with a second driving axle assembly and a fuel cell system; one end of a super capacitor is connected with a fuel cell engine, and the other end is connected with the second driving axle assembly; a control module is connected with the first driving assembly and the second driving assembly, and is used to determine an energy distribution strategy of the first driving axle assembly and the second driving axle assembly based on the collected data, control the super capacitor to absorb and unload energy, or control 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 of the double electric axle is unevenly distributed when the vehicle is braked in an emergency are solved, and the vehicle performance and the fuel cell service life are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of fuel cell, in particular to an energy management system of fuel cell, vehicle and method. BACKGROUND

[0002] In recent years, the sales of fuel cell vehicles gradually increase, the use scenarios increase, and the demand power of the whole vehicle increases.

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

[0004] However, when the whole vehicle mass is large, the load of the electric motor increases, which shortens the service life, and the single electric drive axle form cannot fully utilize the kinetic energy recovery under downhill working conditions; and when the vehicle brakes or emergency brakes on an uphill, the fuel cell needs to be quickly unloaded, but the air compressor used in the fuel cell system cannot be stopped in a short time, if the battery system is in a full power or power-off state at this time, the part of the electric energy cannot be consumed, which causes the fuel cell system to stop working in an emergency, shortens the service life of the proton exchange membrane, and needs to be solved urgently. SUMMARY

[0005] The present application provides an energy management system of fuel cell, vehicle and method to solve the problems that the fuel cell system cannot be quickly unloaded when the vehicle is in emergency braking and the energy distribution of the double electric drive axle is uneven, and improves the performance of the whole vehicle and the service life of the fuel cell.

[0006] The first aspect of the present application provides an energy management system of fuel cell, comprising: an acquisition module, a first drive axle assembly, a second drive axle assembly, a super capacitor and a control module, wherein,

[0007] The acquisition module is configured to acquire the first whole vehicle mass, the first slope value and the first road working 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 connected with the second drive axle assembly and the fuel cell system respectively;

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

[0010] The control module is connected with the first driving assembly and the second driving assembly respectively, and is configured to determine an energy distribution strategy of the first driving axle assembly and the second driving axle assembly based on the first vehicle mass, the first slope value and a first road condition of a location where the vehicle is located, 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 driving axle assembly and the second driving axle assembly to enter a kinetic energy recovery mode.

[0011] Optionally, the first driving axle assembly comprises a first driving axle gearbox, a first driving axle motor and a power electronic unit.

[0012] The first driving axle gearbox comprises a first driving axle coupling and a first driving axle wheel-side clutch.

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

[0014] Optionally, the second driving axle assembly comprises a second driving axle gearbox and a second driving axle motor.

[0015] One end of the second driving axle gearbox is connected with the other end of the first driving axle gearbox, and the second driving axle gearbox comprises a driving axle motor clutch, a second driving axle wheel-side clutch and a second driving axle coupling.

[0016] One end of the second driving axle motor is connected with the other end of the second driving axle gearbox, and the other end of the second driving axle motor is connected with the super capacitor.

[0017] Optionally, the control module comprises:

[0018] The first control unit is configured to, when the first road condition of the location where the vehicle is located is a climbing road condition, control the super capacitor 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 control the motor in the second driving axle assembly to start to make the motor in the first driving axle assembly generate electricity based on the gearbox coupling when the capacity of the super capacitor is greater than a preset capacity, and the generated electric energy is absorbed by the battery system of the fuel cell or is dissipated in the form of heat.

[0019] The second control unit is configured to, when the first road condition of the position 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 be shut down for purging and the first drive axle assembly to perform kinetic energy recovery; or if the current state of charge is less than a second preset threshold, control the electric motor in the first drive axle assembly to perform kinetic energy recovery using wheel inertia, and control the wheel edge clutch in the second drive axle assembly to be engaged, so that the electric motor in the second drive axle assembly generates electricity using wheel inertia, wherein the second preset threshold is less than the first preset threshold.

[0020] Optionally, the collection module is further configured to collect a second overall vehicle mass, a second slope value and a second road condition of the position where the vehicle is located before the vehicle enters the preset continuous driving state.

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

[0022] When the second road condition is a climbing road condition, calculate a second climbing demand torque of the vehicle according to the first overall vehicle mass and the first slope value, and when the second climbing demand torque is greater than a maximum torque of the electric motor in the first drive axle assembly, control the motor clutch and the wheel edge clutch of the second drive axle assembly to be closed, and simultaneously start the fuel cell engine to charge the super capacitor, and detect whether an accelerator opening degree of the vehicle is greater than a preset opening degree.

[0023] If the accelerator opening degree is greater than the preset opening degree, control the electric motor in the first drive axle assembly to operate according to the maximum torque, calculate a second difference torque according to the second climbing demand torque and the maximum torque, and simultaneously control the second drive axle assembly to provide the second difference torque, until a preset stop assisting condition is met, disconnect the connection between the fuel cell engine and the super capacitor, disconnect the connection between the electric motor of the second drive axle and the super capacitor, disconnect the motor clutch and the wheel edge 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, wherein 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 embodiment of the present application provides a vehicle adopting the energy management system of the fuel cell as described in the above embodiments.

[0027] The third aspect embodiment of the present application provides an energy management method of a fuel cell, adopting the energy management system of the fuel cell as described in the first aspect embodiment, wherein the method comprises the following steps:

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

[0029] if the vehicle enters the preset continuous driving state, obtaining a first total vehicle mass, a first slope value and a first road working condition of a location where the vehicle is located;

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

[0031] Optionally, the first road working condition of the location where the vehicle is located is a climbing road working condition, and the step of determining the energy distribution strategy of the first drive axle assembly and the second drive axle assembly based on the first total vehicle mass, the first slope value and the first road working condition of the location where the vehicle is located, and controlling the super capacitor to absorb the unloading energy of the fuel cell engine according to the energy distribution strategy comprises:

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

[0033] if the first climbing demand torque is greater than a maximum torque of the motor in the first drive axle assembly, controlling the motor in the first drive axle assembly to operate at the maximum torque, and calculating a first difference torque according to the first climbing demand torque and the maximum torque, and simultaneously controlling the second drive axle assembly to provide the first difference torque;

[0034] judging whether there is an emergency braking situation in the climbing process of the vehicle;

[0035] if there is an emergency braking situation in the climbing process of the vehicle, controlling the super capacitor to absorb the unloading power of the fuel cell engine, and when the capacity of the super capacitor is greater than a preset capacity, controlling the motor in the second drive axle assembly to start to make the motor in the first drive axle assembly generate electricity based on the gearbox coupling, and the generated electricity 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 position where the vehicle is located is a downhill road condition, and the energy distribution strategy of the first drive axle assembly and the second drive axle assembly is determined based on the first total vehicle mass, the first slope value and the first road condition of the position where the vehicle is located, and the first drive axle assembly and the second drive axle assembly are controlled to enter the kinetic energy recovery mode according to the energy distribution strategy, comprising:

[0037] The kinetic energy recovery power is calculated according to the first total vehicle mass and the first slope value, and the current state of charge of the battery system of the fuel cell is obtained;

[0038] 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 the kinetic energy recovery is performed through the first drive axle assembly; otherwise, when the current state of charge is less than a second preset threshold, the electric motor in the first drive axle assembly is controlled to perform kinetic energy recovery using wheel edge inertia, and the wheel edge clutch in the second drive axle assembly is controlled to engage, and the electric motor in the second drive axle assembly is controlled to generate electricity using wheel edge inertia, wherein the second preset threshold is less than the first preset threshold.

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

[0040] The second total vehicle mass, the second slope value and the second road condition of the position where the vehicle is located are obtained;

[0041] If the second road condition is a horizontal road condition, the wheel edge clutch in the second drive axle assembly is controlled to engage, the electric motor of the second drive axle assembly is controlled to consume the electric quantity of the super capacitor, and in the case that the electric quantity of the super capacitor is less than a preset electric quantity or the vehicle completes a starting action, the wheel edge clutch in the first drive axle assembly is controlled to engage, the wheel edge clutch in the second drive axle assembly is controlled to disengage, and the super capacitor is controlled to be disconnected, so that the vehicle enters the preset continuous driving state.

[0042] Optionally, after obtaining the second total vehicle mass, the second slope value and the second road condition of the position where the vehicle is located, further comprising:

[0043] If the second road condition is a climbing road condition, the second climbing demand torque of the vehicle is calculated according to the first total 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, the motor clutch and the wheel edge clutch of the second drive axle assembly are controlled to be closed, the fuel cell engine is started to charge the super capacitor, and whether the accelerator opening degree of the vehicle is greater than a preset opening degree is detected;

[0045] if the accelerator opening degree is greater than the preset opening degree, the motor in the first drive axle assembly is controlled to operate according to the maximum torque, a second difference torque is calculated according to the second climbing demand torque and the maximum torque, the second drive axle assembly is controlled to provide the second difference torque, until a preset stop assisting condition is met, the connection between the fuel cell engine and the super capacitor is disconnected, the connection between the motor of the second drive axle and the super capacitor is disconnected, the motor clutch and the wheel edge clutch of the second drive axle assembly are disconnected, and the vehicle enters the preset continuous driving state.

[0046] Optionally, after the second vehicle mass, the second slope value and the second road condition of the position where the vehicle is located are acquired, the method further comprises:

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

[0048] Therefore, after the vehicle enters the preset continuous driving state, the first vehicle mass, the first slope value and the first road condition of the position where the vehicle is located are collected by the collection module; the energy distribution strategy of the first drive axle assembly and the second drive axle assembly is determined based on the first vehicle mass, the first slope value and the first road condition of the position where the vehicle is located by the control module, and the super capacitor is controlled to absorb the unloading energy of the fuel cell engine according to the energy distribution strategy, or the first drive axle assembly and the second drive axle assembly are controlled to enter the kinetic energy recovery mode. Therefore, the problems of the fuel cell system being unable to quickly unload and the energy distribution of the double electric drive axle being uneven when the vehicle is in emergency braking are solved, and the vehicle performance and the fuel cell life are improved.

[0049] Additional aspects and advantages of the application will be set forth in part in the description that follows, and in part will become apparent to those skilled in the art upon examination of the following and / or can be learned by practice of the application. BRIEF DESCRIPTION OF DRAWINGS

[0050] The above and / or additional aspects and advantages of the application will become apparent and be readily understood by a person of ordinary skill in the art from the following description, taken in conjunction with the accompanying drawings in which:

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

[0052] Figure 2 Flow chart of level road energy management strategy of energy management system of fuel cell according to an embodiment of the present application;

[0053] Figure 3 Flow chart of uphill road working condition energy management strategy of energy management system of fuel cell according to an embodiment of the present application;

[0054] Figure 4 Flow chart of downhill road working condition kinetic energy recovery energy management strategy of energy management system of fuel cell according to an embodiment of the present application;

[0055] Figure 5 Schematic diagram of double electric drive axle fuel cell vehicle structure of energy management system of fuel cell according to an embodiment of the present application;

[0056] Figure 6 Flow chart of energy management method of double electric drive axle of energy management system of fuel cell according to an embodiment of the present application;

[0057] Figure 7 Flow chart of control strategy of energy management of double electric drive axle of energy management system of fuel cell according to an embodiment of the present application;

[0058] Figure 8 Flow chart of energy management method of fuel cell according to an embodiment of the present application. DETAILED DESCRIPTION

[0059] Embodiments of the present application are described in detail below with reference to the attached drawings, which show by way of example, embodiments in which the same or similar elements are denoted by the same or similar reference numerals, and wherein:

[0060] An energy management system of a fuel cell, a vehicle and a method are described below with reference to the accompanying drawings. In order to solve the problems of the vehicle mentioned in the background that the fuel cell system cannot be quickly unloaded and the energy of the double electric drive axle is not evenly distributed when the vehicle is in emergency braking, the present application provides an energy management system of a fuel cell, wherein the first vehicle mass, the first slope value and the first road working condition of the position where the vehicle is located are collected by the collection module after the vehicle enters a preset continuous driving state; the energy distribution strategy of the first drive axle assembly and the second drive axle assembly is determined based on the first vehicle mass, the first slope value and the first road working condition of the position where the vehicle is located by the control module, and the unloading energy of the fuel cell engine is controlled to be absorbed by the super capacitor according to the energy distribution strategy, or the first drive axle assembly and the second drive axle assembly are controlled to enter the kinetic energy recovery mode. Thus, the problems of the vehicle that the fuel cell system cannot be quickly unloaded and the energy of the double electric drive axle is not evenly distributed when the vehicle is in emergency braking are solved, and the vehicle performance and the fuel cell life are improved.

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

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

[0063] The collection module 100 is used to collect the first vehicle mass, the first slope value and the first road working 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 connected with the second drive axle assembly 300 and the fuel cell system respectively; one end of the super capacitor 400 is connected with the fuel cell engine, and the other end of the super capacitor 400 is connected with the second drive axle assembly 300; the control module 500 is connected with 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 200 and the second drive axle assembly 300 based on the first vehicle mass, the first slope value and the first road working 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 cooperative 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, dynamic management and optimized distribution of vehicle energy are realized, the energy distribution strategy is dynamically adjusted according to the real-time collected vehicle data, efficient operation of the vehicle under different working conditions is ensured, and 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 comprises a first drive axle gearbox, a first drive axle motor and a power electronic unit, wherein the first drive axle gearbox comprises a first drive axle coupling and a first drive axle wheel edge clutch; one end of the first drive axle motor is connected with one end of the first drive axle gearbox, and the other end of the first drive axle motor is connected with the fuel cell system through the power electronic unit.

[0066] Optionally, in some embodiments, the second drive axle assembly 300 comprises a second drive axle gearbox and a second drive axle motor, wherein one end of the second drive axle gearbox is connected with the other end of the first drive axle gearbox, and the second drive axle gearbox comprises a drive axle motor clutch, a second drive axle wheel edge clutch and a second drive axle coupling; one end of the second drive axle motor is connected with the other end of the second drive axle gearbox, and the other end of the second drive axle motor is connected with the super capacitor 400.

[0067] It can be understood that during the driving of the vehicle, the first drive axle motor obtains electric energy from the fuel cell system to drive the first drive axle gearbox to work, and the first drive axle wheel edge clutch is engaged or disconnected according to the instruction of the control module 500 to realize the transmission or interruption of power. In the vehicle starting, climbing or high load working condition, the second drive axle motor obtains electric energy through the super capacitor 400 to drive the second drive axle gearbox to work; the second drive axle wheel edge clutch and the drive axle motor clutch are engaged or disconnected according to the instruction of the control module 500 to realize the transmission or interruption of power. The first drive axle assembly 200 and the second drive axle assembly 300 adopt modular design, which is convenient for maintenance and upgrading, and through the cooperative work of the power electronic unit and the super capacitor 400, efficient distribution and utilization of energy are realized; through the control module 500, the working state of the double electric drive axle is adjusted in real time to ensure 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 vehicle's location is an uphill road condition, if there is any emergency braking during the uphill process, 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 based on the gearbox coupling, wherein the generated electrical energy is absorbed by the fuel cell battery system and / or dissipated in the form of heat; and a second control unit. The unit is used to control the fuel cell engine to shut down and purge when the vehicle is located on a downhill road. If the current state of charge of the battery system is greater than a first preset threshold, the unit will recover kinetic energy through the first drive axle assembly 200. Otherwise, if the current state of charge is less than a second preset threshold, the unit will control the electric motor in the first drive axle assembly 200 to recover kinetic energy using wheel-side inertia. At the same time, the unit will control the wheel-side clutch in the second drive axle assembly 300 to engage and generate electricity through the electric motor in the second drive axle assembly 300 using wheel-side inertia. The second preset threshold is less than the first preset threshold.

[0069] The first preset threshold and the second preset threshold can be thresholds set by the user, thresholds obtained through a limited number of experiments, or thresholds obtained through a limited number of computer simulations; no specific limitations are imposed here.

[0070] Specifically, such as Figure 2 As shown, Figure 2 This is a flowchart of a horizontal road energy management strategy for a fuel cell energy management system according to an embodiment of this application. During continuous vehicle operation, the vehicle controller monitors the current road conditions in real time based on the motor's operating power. An inclination sensor detects the vehicle's angle. When the vehicle enters an uphill section, the vehicle controller calculates the uphill power based on information such as the gradient and vehicle weight. If the uphill power exceeds the highest efficiency range of the motor in the first drive axle, the first drive axle motor operates at the torque within its highest efficiency range. Simultaneously, the wheel-side clutch of the second drive axle engages, and the differential uphill torque is provided by the second drive axle. If an emergency braking situation occurs during the uphill process and the battery system cannot withstand the unloading power of the fuel cell engine, the vehicle controller sends a closing command to the supercapacitor 400 assembly. The unloading energy of the fuel cell engine is absorbed by the supercapacitor 400. When the supercapacitor 400 reaches 90% capacity, the vehicle controller sends a start command to the motor in the second drive axle. The motor consumes energy from the supercapacitor 400 to generate electricity through the gearbox coupling. The generated electrical energy is absorbed by the battery system. If the battery system is in a de-energized state, the electrical energy is dissipated as heat.

[0071] Furthermore, such asFigure 2 As shown, during the continuous driving process, the vehicle controller monitors the current road condition in real time according to the motor operating power, the vehicle angle is detected by the inclination sensor, when the vehicle enters the downhill section, the vehicle controller calculates the kinetic energy recovery power according to the slope, the vehicle mass and other information, if the battery system SOC is greater than 90% at this time, the fuel cell engine is shut down and purged, the first drive axle performs kinetic energy recovery, if the battery system SOC is lower than 30%, the first drive axle motor recovers kinetic energy by using the wheel edge inertia, at the same time, the vehicle controller issues the second drive axle wheel edge clutch attraction instruction, the second drive axle motor generates electricity by using the wheel edge inertia of the second drive axle.

[0072] Therefore, the embodiment of the present application has a complete mechanical structure, and by means of the energy rapid unloading and kinetic energy recovery method and control strategy, the fuel cell vehicle can realize the rapid unloading of the fuel cell system during emergency braking, and a new type of double electric drive axle fuel cell vehicle distributed kinetic energy recovery management form is proposed, and the vehicle kinetic energy recovery efficiency is improved.

[0073] Optionally, in some embodiments, the collection module 100 is also used to collect the second vehicle mass, the second slope value and the second road condition of the position where the vehicle is located before the vehicle enters the preset continuous driving state; the control module 500 further comprises a third control unit, wherein the third control unit is specifically used for: when 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, and when the second climbing demand torque is greater than the maximum torque of the motor in the first drive axle assembly 200, controlling the motor clutch and the wheel edge clutch of the second drive axle assembly 300 to be closed, and at the same time, starting the fuel cell engine to charge the super capacitor 400, and detecting whether the accelerator opening degree of the vehicle is greater than a preset opening degree; if the accelerator opening degree is greater than the preset opening degree, controlling the motor in the first drive axle assembly 200 to operate according to the maximum torque, and calculating a second difference torque according to the second climbing demand torque and the maximum torque, at the same time, controlling the second drive axle assembly 300 to provide the second difference torque, until the preset stop assisting condition is met, disconnecting the connection between the fuel cell engine and the super capacitor 400, disconnecting the connection between the motor of the second drive axle and the super capacitor 400, disconnecting the motor clutch and the wheel edge 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 degree can be a threshold value preset by the user, can be a threshold value obtained through a limited number of experiments, or can be a threshold value obtained through a limited number of computer simulations, which is not limited here.

[0075] It should be noted that, as Figure 3 shown, Figure 3is a flow chart of a ramp road working condition energy management strategy of an energy management system of a fuel cell, wherein the first drive axle assembly is drive axle 1 in the figure, and the second drive axle assembly is drive axle 2 in the figure. After the vehicle 24V is powered on, the vehicle controller reads the current slope angle of the vehicle by using the tilt sensor. If the vehicle is in a ramp starting working condition, the vehicle controller calculates the maximum starting torque according to the vehicle mass, the current slope angle and other information. If the maximum starting torque exceeds the maximum torque of the motor in the first drive axle (i.e. Figure 3 drive axle 1 assembly), the second drive axle motor clutch and the wheel edge clutch are closed, and the fuel cell engine is started to charge the super capacitor 400. When the driver steps on the accelerator pedal, the first drive axle outputs the maximum torque, and the switch between the super capacitor 400 and the second drive axle motor is opened. The second drive axle (i.e. Figure 3 drive axle 2 assembly) starts to work, and the difference in ramp torque is provided by the second drive axle. During the starting process, when the vehicle controller monitors that the vehicle operating power is in the high efficiency zone of the motor in the first drive axle, the switch between the fuel cell engine and the super capacitor 400 assembly is disconnected, the second drive axle motor is disconnected with the super capacitor 400, and the second drive axle wheel edge clutch and the motor clutch are also disconnected, so that the vehicle enters a preset continuous driving state.

[0076] Optionally, in some embodiments, the control module 500 further includes a fourth control unit, wherein the fourth control unit is specifically configured to: when the second road working condition is a downhill road working condition, control the battery system of the fuel cell to work, and control the first drive axle assembly 200 to work, so that the vehicle enters a preset continuous driving state.

[0077] It can be understood that when the second road working condition is a downhill road working condition, by accurately controlling the battery system of the fuel cell and the first drive axle assembly 200, combined with kinetic energy recovery, the driving performance and energy utilization rate of the electric vehicle in complex road conditions can be effectively improved. In addition, during the downhill process, the increase in the speed of the vehicle may cause more braking demand. The kinetic energy recovery system can use the motor as a generator to convert the excess kinetic energy into electrical energy and store it in the battery or the super capacitor 400. In order to prevent overcharging, the embodiments of the present application also need to have an intelligent adjustment function, such as appropriately reducing the kinetic energy recovery effort or processing the excess energy through other ways (such as a thermal management system) when the battery is close to the full charge state. For some advanced systems, the driver may also be provided with corresponding prompt information to help the driver understand the current best driving strategy, for example, when to release the accelerator pedal to better utilize the kinetic energy recovery.

[0078] It should be noted that, as Figure 4 shown, Figure 4is a flow chart of a downhill road working condition kinetic energy recovery energy management strategy of a fuel cell energy management system of an embodiment of the present application, wherein the first drive axle assembly is drive axle 1 in the drawing and the second drive axle assembly is drive axle 2 in the drawing. After the vehicle 24V is powered on, the vehicle controller reads the current slope angle of the vehicle by using the tilt sensor. If the vehicle is in a downhill starting working condition and the downhill slope is greater than 8°, the second drive axle wheel edge clutch is engaged, the second drive axle motor is disconnected from the super capacitor 400, and the fuel cell engine is idling to charge the battery system. When the driver releases the brake or steps on the accelerator pedal, the first drive axle and the second drive axle enter the kinetic energy recovery mode at the same time. When the battery system SOC is greater than 90%, the fuel cell engine is turned off. When the battery system SOC is greater than 95%, the second drive axle wheel edge clutch is disconnected, and the second drive axle kinetic energy recovery is turned off. When the battery system SOC is greater than 99%, the first drive axle kinetic energy recovery is turned off, and the vehicle enters a preset continuous driving state.

[0079] To make the fuel cell energy management method of the embodiments of the present application more understandable to those skilled in the art, the embodiments shown in Figure 5 and Figure 6 are described in detail below.

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

[0081] Further, as shown in the figure, Figure 6 , Figure 6 a flow chart of an energy management method of a double electric drive axle of an energy management system of a fuel cell according to an embodiment of the present application is provided, wherein the first drive axle assembly is drive axle 1 in the figure and the second drive axle assembly is drive axle 2 in the figure; the energy management method of the fuel cell comprises the following steps:

[0082] After the vehicle is powered on, the starting power of the vehicle is calculated, and the current road condition of the vehicle is judged; if it is a climbing condition, the fuel cell system is started, the battery system is powered on, 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 a continuous driving state; the currently used power is calculated in real time; if emergency braking is needed, corresponding operation is performed, the fuel cell system is closed, the first drive axle performs kinetic energy recovery, and the battery system is charged. If it is a horizontal road condition, the fuel cell system is started, the battery system is powered on, 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 a continuous driving state; the currently used power is calculated in real time; if emergency braking is needed, corresponding operation is performed, the fuel cell system is closed, the first drive axle performs kinetic energy recovery, and the battery system is charged; if it is a downhill condition, the battery system is powered on, the first drive axle assembly starts to work, after the vehicle completes the starting action, the vehicle enters a continuous driving state; the recovered power is calculated in real time, the SOC state of the battery system is judged, the SOC is high, the fuel cell system is closed, the SOC is low, the fuel cell system is operated, the double drive axle performs kinetic energy recovery, and the battery system is charged.

[0083] Therefore, through the above steps, the energy management system of the double electric drive axle can dynamically adjust the energy distribution and recovery strategy according to different road conditions and vehicle states, so as to realize efficient energy management and safe driving.

[0084] Further, as shown in the figure, Figure 7 , Figure 7 a flow chart of a control strategy of energy management of a double electric drive axle of an energy management system of a fuel cell according to an embodiment of the present application is provided, wherein the first drive axle assembly is drive axle 1 in the figure and the second drive axle assembly is drive axle 2 in the figure.

[0085] wherein EV_VCU_24V_ON is the whole vehicle 24V is on, EV_VCU_Computation_kW is the vehicle usage power, 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 the level road, EV_downhill is the downhill, EV_FC_system_ON is the fuel cell engine start, EV_FC_system_Run is the fuel cell engine running signal, EV_Super C_DIS is the super capacitor discharge, EV_Batt_PACK_ON is the battery system power on, Powertrain_1_CE is the first drive axle engagement, Powertrain_1_DIS is the first drive axle disengagement, Powertrain_1_ON is the first drive axle sustained operation, Powertrain_2_CE is the second drive axle engagement, Powertrain_2_DIS is the second drive axle disengagement, Powertrain_2_Coupling_ON is the second drive axle coupling engagement, Powertrain_2_Motor_start is the second drive axle motor operation, EV_Pull Away_star is the start, EV_Pull Away_ON is the start complete, EV_PACK_Charge is the battery system charging, EV_Pull Away_Sustain is the sustained travel signal, EV_VCU_Run is the vehicle operation, EV_Braking System_Yes is the emergency braking, EV_Super C_Charge is the super capacitor charging, Energy Recovery_Off is the kinetic energy recovery off, EV_Battpack_C is the battery system charging rate, Powertrain_1_Re is the first drive axle kinetic energy recovery, and Powertrain_2_Re is the second drive axle kinetic energy recovery.

[0086] Specifically, the vehicle intelligent network system inputs the current total mass of the vehicle, the angle of the current parking slope of the vehicle, the road working condition when the vehicle is running, the drive axle operation condition and the fuel cell power, after the whole vehicle is powered on, the current working condition of the vehicle is judged, and the appropriate energy management strategy of the double electric drive axle is selected for control.

[0087] Wherein, the fuel cell quick unloading principle of the embodiment of the application is that when the vehicle is running and the battery system cannot bear the unloading power of the fuel cell engine in a high-power running state due to emergency braking of the vehicle, the vehicle controller issues a closing instruction to the super capacitor assembly, the super capacitor assembly consumes the power generated by the fuel cell engine after being closed, and the vehicle controller issues a disconnection instruction to the second drive axle to disconnect the wheel edge clutch, the wheel edge clutch is disconnected, when the super capacitor assembly is fully charged and the fuel cell engine unloading is not completed, the second drive axle motor starts, and the second drive axle clutch is attracted, the motor torque is transmitted to the second drive axle coupling and the first drive axle coupling through the second drive axle clutch, driving the first drive axle motor to rotate to generate electricity, at this time, the first drive axle wheel edge clutch is in a disconnected state due to emergency braking, so there is no torque on the first drive axle assembly wheel edge, at this time, the battery system can bear the current charging power to absorb the electric energy generated by the first drive axle motor, otherwise the first drive axle motor will heat itself to consume the electric energy until the fuel cell engine stops.

[0088] The starting assist working principle of the embodiment of the 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 mass and the current vehicle angle of the tilt angle sensor, when the vehicle starts, the second drive axle assembly is started first to consume the super capacitor assembly electric quantity by the second drive axle motor, the vehicle completes starting or the super capacitor assembly electric quantity is exhausted, the first drive axle assembly intervenes, the second drive axle assembly wheel edge clutch is disconnected, the second drive axle motor stops running, the connection between the super capacitor assembly and the fuel cell engine is disconnected, and the fuel cell engine starts, and the vehicle enters a continuous running state. If the vehicle starting power is greater than the super capacitor assembly output power, and the vehicle speed and the vehicle throttle opening degree differ greatly, then the first drive axle assembly first drive axle wheel edge clutch is engaged, and the first drive axle motor starts working, and when the vehicle starts or the super capacitor assembly electric quantity is exhausted, the second drive axle assembly wheel edge clutch is disconnected, and the fuel cell engine starts, and the vehicle enters a continuous running state.

[0089] The kinetic energy recovery working principle of the embodiment of the application is that when the vehicle is in a long downhill state and the battery system SOC is lower than 30%, the first drive axle motor in the first drive axle assembly starts energy recovery, the fuel cell engine is closed, and the super capacitor assembly is disconnected from the fuel cell engine and the second drive axle motor, and the second drive axle assembly wheel edge clutch is attracted, and the vehicle enters a state of simultaneous energy recovery of the first drive axle assembly and the second drive axle assembly, until the battery system SOC is greater than or equal to 90% or the kinetic energy recovery function is closed.

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

[0091] Therefore, the embodiment of the present application collects key information such as vehicle speed, acceleration, and battery state in real time, combines driving intention and vehicle demand, accurately calculates the required energy, and formulates an energy distribution scheme accordingly. During execution, the embodiment of the present application will distribute energy to the two drive axles according to the current state of the dual electric drive axle and the motor efficiency and other factors to ensure the stability and efficiency of the vehicle power output. At the same time, this strategy also has real-time monitoring and adjustment functions, which can timely discover and respond to changes in system performance, and timely adjust the control instructions to optimize energy use.

[0092] According to the energy management system of the fuel cell provided by the embodiment 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 and the first road working 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 based on the first vehicle mass, the first slope value and the first road working condition of the position where the vehicle is located, 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. Therefore, the problems of the fuel cell system being unable to unload quickly and the uneven distribution of energy of the dual electric drive axle when the vehicle is in emergency braking are solved, and the vehicle performance and the service life of the fuel cell are improved.

[0093] The embodiment of the present application also provides a vehicle adopting the energy management system of the fuel cell according to any one of the above.

[0094] Secondly, the energy management method of the fuel cell according to the embodiment of the present application is described with reference to the accompanying drawings.

[0095] Figure 8 is a flowchart of the energy management method of the fuel cell according to the embodiment of the present application.

[0096] As shown in Figure 8 , the energy management method of the fuel cell comprises 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, the first vehicle mass, the first slope value and the first road working condition of the position 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 location where the vehicle is located, the energy distribution strategy of the first drive axle assembly and the second drive axle assembly is determined, and the unloading energy of the super capacitor is controlled to absorb the fuel cell engine according to the energy distribution strategy, or the first drive axle assembly and the second drive axle assembly are controlled to enter the kinetic energy recovery mode.

[0100] 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, the energy distribution strategy of the first drive axle assembly and the second drive axle assembly is determined, and the unloading energy of the super capacitor is controlled to absorb the fuel cell engine according to the energy distribution strategy, comprising: 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, the motor in the first drive axle assembly is controlled to operate according to the maximum torque, and the first difference torque is calculated according to the first climbing demand torque and the maximum torque, and the second drive axle assembly is controlled to provide the first difference torque; determining whether there is an emergency braking condition in the climbing process of the vehicle; if there is an emergency braking condition in the climbing process of the vehicle, the unloading power of the super capacitor is controlled to absorb the fuel cell engine, and when the capacity of the super capacitor is greater than the preset capacity, the motor in the second drive axle assembly is controlled to start 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.

[0101] Optionally, the first road condition of the location where the vehicle is located is a downhill 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, the energy distribution strategy of the first drive axle assembly and the second drive axle assembly is determined, and the first drive axle assembly and the second drive axle assembly are controlled to enter the kinetic energy recovery mode according to the energy distribution strategy, comprising: 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, the fuel cell engine is controlled to shut down and purge, and the kinetic energy recovery is performed through the first drive axle assembly; otherwise, when the current state of charge is less than the second preset threshold, the motor in the first drive axle assembly is controlled to recover the kinetic energy by using the wheel edge inertia, and the motor in the second drive axle assembly is controlled to generate electricity by using the wheel edge inertia through the wheel edge clutch absorption, wherein the second preset threshold is less than the first preset threshold.

[0102] Optionally, before judging whether the vehicle enters the preset continuous driving state, the method further comprises: obtaining a second vehicle mass, a second slope value and a second road condition of a position where the vehicle is located; if the second road condition is a horizontal road condition, engaging the wheel-side clutch in the second drive axle assembly, consuming the electric quantity of the super capacitor by the electric motor of the second drive axle assembly, and in the case that the electric quantity of the super capacitor is less than a preset electric quantity or the vehicle completes a starting action, engaging the wheel-side clutch in the first drive axle assembly and disengaging the wheel-side clutch in the second drive axle assembly, and simultaneously disconnecting the super capacitor, so that the vehicle enters the preset continuous driving state.

[0103] Optionally, after obtaining the second vehicle mass, the second slope value and the second road condition of the position where the vehicle is located, the method further comprises: if the second road condition is a climbing road condition, calculating a second climbing demand torque of the vehicle according to the first vehicle mass and the first slope value; if the second climbing demand torque is greater than the maximum torque of the electric motor in the first drive axle assembly, closing the motor clutch and the wheel-side clutch of the second drive axle assembly, and simultaneously starting the fuel cell engine to charge the super capacitor, and detecting whether the accelerator opening degree of the vehicle is greater than a preset opening degree; if the accelerator opening degree is greater than the preset opening degree, controlling the electric motor in the first drive axle assembly to operate at the maximum torque, and calculating a second difference torque according to the second climbing demand torque and the maximum torque, and simultaneously controlling the second drive axle assembly to provide the second difference torque, until a preset stopping assisting condition is met, disconnecting the connection between the fuel cell engine and the super capacitor, disconnecting the connection between the electric 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 mass, the second slope value and the second road condition of the position where the vehicle is located, the method further comprises: 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 description of the embodiment of the energy management system of the fuel cell also applies to the energy management method of the fuel cell of the embodiment, which will not be described here.

[0106] According to the energy management method of the fuel cell provided in the embodiment of the present application, after the vehicle enters the preset continuous driving state, the first vehicle mass, the first slope value and the first road working condition of the position where the vehicle is located are collected by the collection module; the energy distribution strategy of the first drive axle assembly and the second drive axle assembly is determined based on the first vehicle mass, the first slope value and the first road working condition of the position where the vehicle is located by the control module, and the unloading energy of the fuel cell engine is absorbed by the super capacitor according to the energy distribution strategy, or the first drive axle assembly and the second drive axle assembly enter the kinetic energy recovery mode. Therefore, the problems that the fuel cell system cannot be unloaded quickly when the vehicle is braked in an emergency and the energy of the double electric drive axle is not evenly distributed are solved, and the vehicle performance and the service life of the fuel cell are improved.

[0107] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example" or "some examples" and the like 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 the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or N embodiments or examples in a suitable manner. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples without contradiction.

[0108] In addition, the terms "first", "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one feature. In the description of the present application, the meaning of "N" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0109] Any process or method descriptions in flow charts or otherwise described herein can be understood as representing code modules, segments, or portions of code that include one or more executable instructions for implementing specific logic functions (or steps) in the process, and the preferred embodiments of the present application include additional implementations in which the order of execution or the functions themselves can be changed, including by being performed concurrently, by being performed in reverse order of described, or missed, unless specifically stated otherwise or understood from the discussion. It will be appreciated that the scope of the present application encompasses not only the described embodiments, but also all suitable functional modifications thereof.

[0110] It should be understood that portions of the application can be implemented in hardware, software, firmware, or combinations thereof. In the above embodiments, the N steps or methods can be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As such, if implemented in hardware, and in another embodiment, any of the following technologies, known in the art, or their combinations can be used: discrete logic circuitry having logic gates for implementing logic functions on data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), and the like.

[0111] Those skilled in the art can understand that all or part of the steps carried out by the above-mentioned embodiment methods can be completed by programs instructing related hardware, and the programs can be stored in a computer readable storage medium. When the program is executed, it includes one of the steps of the method embodiment or a combination thereof.

Claims

1. An energy management system for a fuel cell, characterized in that, include: The system comprises a data acquisition module, a first drive axle assembly, a second drive axle assembly, a supercapacitor, and a control module. The data acquisition module is used to acquire the vehicle's first total vehicle mass, first gradient value, and first road conditions at the vehicle's location 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 axle assembly and the second drive axle assembly respectively. It 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 gradient value, and the first road condition at the vehicle's location. Based on the energy distribution strategy, it controls the supercapacitor to absorb the unloading energy from the fuel cell engine, or controls the first drive axle assembly and the second drive axle assembly to enter a kinetic energy recovery mode. The control module includes a first control unit, used to control the supercapacitor to absorb the unloading power from the fuel cell engine if there is any emergency braking during the uphill process when the first road condition at the vehicle's location is an uphill road condition. When the capacity of the supercapacitor is greater than a preset capacity, it controls the electric motor in the second drive axle assembly to start, so that the electric motor in the first drive axle assembly generates electricity based on the gearbox coupling. The generated electrical energy is absorbed by the fuel cell battery system and / or dissipated as heat.

2. The energy management system for a fuel cell according to claim 1, characterized in that, The first drive axle assembly includes: a first drive axle gearbox, a first drive axle electric motor, and a power electronics 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 electronics unit.

3. The energy management system for a fuel cell according to claim 2, characterized in that, The second drive axle assembly includes: a second drive axle gearbox and a second drive axle electric motor, wherein, 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 supercapacitor.

4. The energy management system for a fuel cell according to claim 3, characterized in that, The control module includes: The second control unit is configured to, when the first road condition at the vehicle's location is a downhill road condition, control the fuel cell engine to shut down and purge if the current state of charge of the battery system is greater than a first preset threshold, and recover kinetic energy through the first drive axle assembly; otherwise, when the current state of charge is less than a second preset threshold, control the electric motor in the first drive axle assembly to recover kinetic energy using wheel-side inertia, and simultaneously control the wheel-side clutch in the second drive axle assembly to engage, and generate electricity through the electric motor in the second drive axle assembly using wheel-side inertia, wherein the second preset threshold is less than the first preset threshold.

5. The energy management system for a fuel cell according to claim 3, characterized in that, The data acquisition module is also used to acquire the vehicle's second total vehicle mass, second gradient value, and second road conditions at the vehicle's location 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 an uphill road condition, the second uphill torque required by the vehicle is calculated based on the first vehicle mass and the first slope value. When the second uphill torque required by the vehicle is greater than the maximum torque of the electric motor in the first drive axle assembly, the motor clutch and wheel-side clutch of the second drive axle assembly are controlled to close, and the fuel cell engine is started to charge the supercapacitor. The system also detects whether the throttle opening of the vehicle is greater than the preset opening. If the throttle opening is greater than the preset opening, the motor in the first drive axle assembly is controlled to operate at the maximum torque, and a second differential torque is calculated based on the second climbing torque requirement and the maximum torque. At the same time, the second drive axle assembly is controlled to provide the second differential torque until the preset stop assist condition is met. Then, the connection between the fuel cell engine and the supercapacitor is disconnected, the connection between the motor in the second drive axle and the supercapacitor is disconnected, and the motor clutch and wheel-side clutch of the second drive axle assembly are disconnected, so that the vehicle enters the preset continuous driving state.

6. The energy management system for a fuel cell 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 work, and the first drive axle assembly is controlled to work, 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 as described in any one of claims 1-6.

8. An energy management method for a fuel cell, characterized in that, An energy management system for a fuel cell as described in any one of claims 1-6, wherein the method comprises the following steps: Determine whether the vehicle has entered a preset continuous driving state; If the vehicle enters a preset continuous driving state, the first vehicle mass, the first gradient value, and the first road condition of the vehicle's location are obtained. Based on the first vehicle mass, the first gradient value, and the first road condition at the vehicle's location, an energy distribution strategy for the first drive axle assembly and the second drive axle assembly is determined. The supercapacitor is then controlled to absorb the unloading energy from the fuel cell engine according to the energy distribution strategy, 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 where the vehicle is located is an uphill road condition. The process of determining an energy distribution strategy for the first drive axle assembly and the second drive axle assembly based on the first vehicle mass, the first gradient value, and the first road condition at the vehicle's location, and controlling the supercapacitor to absorb the unloading energy from the fuel cell engine according to the energy distribution strategy, includes: The first climbing torque required by the vehicle is calculated based on the first vehicle mass and the first slope value; If the first climbing torque requirement is greater than the maximum torque of the motor in the first drive axle assembly, then the motor in the first drive axle assembly is controlled to operate at the maximum torque, and a first difference torque is calculated based on the first climbing torque requirement and the maximum torque, while the second drive axle assembly is controlled to provide the first difference torque. Determine whether the vehicle experienced emergency braking during the uphill climb; If the vehicle experiences emergency braking during the uphill climb, the supercapacitor is controlled to absorb the unloaded power of the fuel cell engine. When the capacity of the supercapacitor exceeds a preset capacity, the electric motor in the second drive axle assembly is started to generate electricity via the gearbox coupling. The generated electrical energy is absorbed by the fuel cell battery system and / or dissipated as heat.

10. The method according to claim 8, characterized in that, The first road condition where the vehicle is located is a downhill road condition. The step of determining an energy distribution strategy for the first drive axle assembly and the second drive axle assembly based on the first vehicle mass, the first gradient value, and the first road condition at the vehicle's location, and controlling the first drive axle assembly and the second drive axle assembly to enter kinetic energy recovery mode according to the energy distribution strategy, includes: The kinetic energy recovery power is calculated based on the first vehicle mass and the first slope value, and the current state of charge of the fuel cell battery system is obtained. 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, if the current state of charge is less than a second preset threshold, the motor in the first drive axle assembly is controlled to recover kinetic energy using wheel-side inertia, 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 generates electricity using wheel-side inertia, wherein the second preset threshold is less than the first preset threshold.

Images