Vehicle energy management method, management system and vehicle

Abstract

The invention provides a vehicle energy management method and system and a vehicle, and the energy management method comprises the steps: obtaining road information within a preset distance in front of the current position of the vehicle, and obtaining ramp information of a ramp and the current charge capacity of a power battery of the vehicle if the road is the ramp; based on the ramp information, determining the planned speed of the vehicle between the current position and the ramp end point by taking the minimum weighted sum of the vehicle energy consumption and the operation duration as a target; determining the vehicle demand energy of the vehicle from the current position to the ramp starting point; determining a first target charge quantity when the vehicle runs to the starting point of the ramp; and determining target output power of a fuel cell of the vehicle from the current position to the ramp starting point according to the required energy of the whole vehicle, the first target charge capacity and the current charge capacity in combination with a planned vehicle speed of the vehicle from the current position to the ramp starting point. In this way, the weighted sum of the vehicle energy consumption and the operation duration can be small, and the output power of the fuel cell can be intervened in advance.

Description

Technical Field

[0001] The present application relates to the technical field of energy management, and particularly relates to a vehicle energy management method, a management system and a vehicle. Background Art

[0002] With the development of new energy technologies, more and more range-extended electric vehicles are put into use, and the cruising range is extended by combining a power battery and a range extender (such as a fuel cell or an internal combustion engine generator). When the range extender is a fuel cell, the range-extended electric vehicle includes a power battery and a fuel cell. In related technologies, the dynamic characteristics of the fuel cell are poor, and there are limitations on the loading rate and unloading rate. When the vehicle demand power rises rapidly, the fuel cell request power needs to maintain the current power for more than three minutes before it is allowed to load, and in some working conditions, the electric power provided by the energy components cannot meet the vehicle demand power, seriously affecting the vehicle dynamics. Summary of the Invention

[0003] The purpose of the embodiments of the present application is to provide a vehicle energy management method, a management system and a vehicle to solve some technical problems.

[0004] An aspect of the embodiments of the present application provides a vehicle energy management method. The vehicle energy management method includes:

[0005] Obtain the road information within a preset distance in front of the current position of the vehicle. If the road is a ramp, obtain the ramp information of the ramp and the current state of charge of the power battery of the vehicle;

[0006] Based on the ramp information, the vehicle speed at the current position of the vehicle, and the vehicle speed at the end point of the ramp, with the goal of minimizing the weighted sum of vehicle energy consumption and running time, determine the planned vehicle speed between the current position of the vehicle and the end point of the ramp;

[0007] According to the planned vehicle speed between the current position of the vehicle and the starting point of the ramp, determine the total vehicle demand energy from the current position of the vehicle to the starting point of the ramp;

[0008] According to the ramp information, the planned vehicle speed of the vehicle within the ramp, and the expected state of charge of the power battery when the vehicle runs to the end point of the ramp, determine the first target state of charge of the vehicle when it runs to the starting point of the ramp;

[0009] According to the total vehicle demand energy, the first target state of charge, and the current state of charge, combined with the planned vehicle speed between the current position of the vehicle and the starting point of the ramp, determine the target output power of the fuel cell of the vehicle between the current position and the starting point of the ramp.

[0010] Optionally, the ramp includes an uphill ramp, and the road information of the ramp includes the length and slope of the uphill ramp. Determining the first target state of charge of the vehicle at the starting point of the ramp according to the ramp information, the planned vehicle speed within the ramp, and the expected state of charge of the power battery when the vehicle reaches the end point of the ramp includes:

[0011] Determine the energy consumption of the uphill ramp, where the energy consumption is related to the slope of the uphill ramp and the planned vehicle speed within the uphill ramp;

[0012] Determine the energy output by the fuel cell within the uphill ramp. The energy output by the fuel cell within the uphill ramp is related to the power output by the fuel cell within the uphill ramp, the length of the ramp, and the planned vehicle speed of the vehicle within the uphill ramp;

[0013] Determine the second target state of charge of the vehicle when it reaches the end point of the uphill ramp;

[0014] Determine the first target state of charge according to the second target state of charge, the energy consumption, and the energy output by the fuel cell within the uphill ramp.

[0015] Optionally, the ramp further includes a downhill ramp, and the road information of the ramp further includes the length and slope of the downhill ramp. The end point of the uphill ramp is the starting point of the downhill ramp;

[0016] The determining the second target state of charge of the vehicle when it reaches the end point of the uphill ramp includes:

[0017] Determine the energy recovery amount of the downhill ramp, where the energy recovery amount is related to the slope of the downhill ramp and the planned vehicle speed within the downhill ramp;

[0018] Determine the energy output by the fuel cell within the downhill ramp. The energy output by the fuel cell within the downhill ramp is related to the power output by the fuel cell within the downhill ramp, the length of the ramp, and the planned vehicle speed of the vehicle within the downhill ramp;

[0019] Determine the second target state of charge according to the energy recovery amount, the energy output by the fuel cell within the downhill ramp, and the expected state of charge.

[0020] Optionally, after obtaining the road information within a preset distance in front of the current position of the vehicle, the management method further includes:

[0021] If the slope of the road is greater than the slope limit value, determine that the road is a sloping road; wherein, the expected charge amount is the average charge amount when the vehicle runs on a road with a slope not greater than the slope limit value for a running duration greater than the duration limit value.

[0022] Optionally, after obtaining the road information within a preset distance in front of the current position of the vehicle, the management method further includes:

[0023] If the slope of the road is not greater than the slope limit value, execute the power balance management method, and the power balance management method includes:

[0024] Collect the overall vehicle demand power, and determine the average overall vehicle demand power within a set duration;

[0025] Collect the charge amount of the power battery;

[0026] Input the charge amount at the current moment and the average overall vehicle demand power within the previous set duration into a fuzzy controller to determine the current output power of the fuel cell.

[0027] Optionally, based on the ramp information, the vehicle speed at the current position of the vehicle, and the vehicle speed at the end point of the ramp, with the goal of minimizing the weighted sum of vehicle energy consumption and running duration, determining the planned vehicle speed between the current position of the vehicle and the end point of the ramp includes:

[0028] Determine the acceleration as the control variable and the speed as the state variable, and establish a state transition equation between the state variable and the control variable;

[0029] Construct an objective function for the weighted sum of vehicle energy consumption and running duration;

[0030] Use the preset cruise vehicle speed plus or minus the actual allowable running vehicle speed error as the constraint condition for the planned vehicle speed;

[0031] Use the dynamic programming algorithm to determine the planned vehicle speed between the current position of the vehicle and the end point of the ramp.

[0032] Optionally, the ramp includes an uphill ramp, and the management method further includes: setting the vehicle speed at the starting point of the uphill ramp and the vehicle speed at the end point of the uphill ramp; wherein, the vehicle speed at the starting point of the uphill ramp is the sum of the cruise vehicle speed and the allowable running vehicle speed error, and the vehicle speed at the end point of the uphill ramp is the difference between the cruise vehicle speed and the allowable running vehicle speed error. For the section between the current position and the starting point of the uphill ramp and the section of the uphill ramp, respectively, with the goal of minimizing the weighted sum of vehicle energy consumption and running duration, determine the planned vehicle speed.

[0033] Optionally, the management method further includes:

[0034] Construct a first objective function of the first weighted sum of the vehicle energy consumption and the running duration for the section between the current position and the starting point of the uphill ramp;

[0035] Construct a second objective function of the second weighted sum of the vehicle energy consumption and the running duration for the section of the uphill ramp.

[0036] Optionally, the weight ratio of the vehicle energy consumption to the running duration in the first objective function is less than the weight ratio of the vehicle energy consumption to the running duration in the second objective function.

[0037] Optionally, the ramp includes an uphill ramp and a downhill ramp, and the management method further includes: setting the vehicle speed at the starting point of the uphill ramp, the vehicle speed at the end point of the uphill ramp, and the vehicle speed at the end point of the downhill ramp, where the vehicle speed at the starting point of the uphill ramp is the sum of the cruise vehicle speed and the error of the allowed running vehicle speed, the vehicle speed at the end point of the uphill ramp is the cruise vehicle speed, and the vehicle speed at the end point of the downhill ramp is the difference between the cruise vehicle speed and the error of the allowed running vehicle speed; aiming at minimizing the weighted sum of the vehicle energy consumption and the running duration for the section between the current position and the starting point of the uphill ramp, the section of the uphill ramp, and the section of the downhill ramp respectively, determine the planned vehicle speed.

[0038] Optionally, the management method further includes:

[0039] Construct a first objective function of the first weighted sum of the vehicle energy consumption and the running duration for the section between the current position and the starting point of the ramp, a second objective function of the second weighted sum of the vehicle energy consumption and the running duration for the section of the uphill ramp, and a third objective function of the third weighted sum of the vehicle energy consumption and the running duration for the section of the downhill ramp.

[0040] Optionally, the weight ratio of the vehicle energy consumption to the running duration in the first objective function is less than the weight ratio of the vehicle energy consumption to the running duration in the second objective function; the ratio of the vehicle energy consumption to the running duration in the second objective function is less than the weight ratio of the vehicle energy consumption to the running duration in the third objective function.

[0041] Another aspect of the embodiments of the present application provides a vehicle energy management system. The vehicle energy management system includes a memory, a processor, and a computer program stored on the memory, and the processor executes the computer program to implement the steps of the vehicle energy management method as described above.

[0042] Another aspect of the embodiments of the present application provides a vehicle. The vehicle includes the vehicle energy management system as described above.

[0043] The vehicle energy management method, management system, and vehicle according to one or more embodiments of the present application obtain road information within a preset distance in front of the current position of the vehicle. When the road within the preset distance in front of the current position of the vehicle is a ramp, ramp information is obtained, and based on the ramp information, with the goal of minimizing the weighted sum of vehicle energy consumption and running duration, the planned vehicle speed between the current position and the end point of the ramp is determined. In this way, the weighted sum of vehicle energy consumption and running duration during vehicle operation can be minimized.

[0044] By determining the first target state of charge of the vehicle at the starting point of the ramp according to the ramp information, the planned vehicle speed of the vehicle within the ramp, and the expected state of charge of the power battery when the vehicle runs to the end point of the ramp, and then combining the overall vehicle demand energy of the vehicle from the current position to the starting point of the ramp and the planned vehicle speed of the vehicle between the current position and the starting point of the ramp, the target output power of the fuel cell of the vehicle between the current position and the starting point of the ramp is determined. The output power of the fuel cell is intervened at the current position within a preset distance from the ramp to meet the energy demand of the vehicle when running on the ramp. Description of the Drawings

[0045] Figure 1 It is a schematic structural diagram of the overall vehicle power system architecture of an extended-range electric vehicle.

[0046] Figure 2 It is a flowchart of the vehicle energy management method according to an embodiment of the present application.

[0047] Figure 3 It is Figure 1 A flowchart of an implementation manner of step 14 in the vehicle energy management method shown.

[0048] Figure 4 It is Figure 3 A flowchart of an implementation manner of step 143 in the vehicle energy management method shown.

[0049] Figure 5 It is a schematic diagram of the driving road according to an embodiment of the present application.

[0050] Figure 6 It is a flowchart of the vehicle energy management method according to another embodiment of the present application.

[0051] Figure 7 It is Figure 6 A schematic diagram of the overall vehicle demand power in

[0052] Figure 8 It is Figure 1 A flowchart of an implementation manner of step 12 in the vehicle energy management method shown.

[0053] Figure 9Schematic diagram of discretizing state variables and control variables according to an embodiment of the present application.

[0054] Figure 10 Schematic block diagram of a vehicle energy management system according to an embodiment of the present application. Detailed implementation manners

[0055] Here, exemplary embodiments will be described in detail, and examples thereof are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices consistent with some aspects of the present application as detailed in the appended claims.

[0056] Next, with reference to the drawings, the vehicle energy management method, management system, and vehicle of each embodiment of the present application will be described in detail. Without conflict, the features in the following embodiments and implementation manners can be combined with each other.

[0057] Please refer to Figure 1 , Figure 1 , which is a structural schematic diagram of the overall vehicle power system architecture of an extended-range electric vehicle. The overall vehicle power system architecture includes a power battery, a fuel cell, a motor controller, a motor, a main reducer, and a vehicle controller. Both the fuel cell and the power battery are connected to the motor controller, the motor controller is connected to the motor, the motor is connected to the wheel system through the main reducer, and the vehicle controller is connected to the fuel cell and can control the output power of the fuel cell.

[0058] In the related art, the dynamic characteristics of fuel cells are poor, and there are limitations on the loading rate and unloading rate. When the vehicle's demand power rises rapidly, the fuel cell's requested power needs to maintain the current power for more than three minutes before it is allowed to load. In some working conditions, the electric power provided by the energy components cannot meet the vehicle's demand power, seriously affecting the vehicle's power performance.

[0059] The present application provides a vehicle energy management method. Figure 2 Discloses a flowchart of a vehicle energy management method according to an embodiment of the present application. As Figure 2 shown, the vehicle energy management method according to an embodiment of the present application may include steps 11 to 15.

[0060] Step 11: Obtain the road information within a preset distance in front of the current position of the vehicle. If the road is a ramp, obtain the ramp information of the ramp and the current state of charge of the vehicle's power battery. The ramp information includes the ramp length and slope of the ramp, and it is possible to determine whether the ramp is an uphill ramp or a downhill ramp based on the slope of the ramp. Specifically, if the slope of the road is greater than the slope limit value, determine that the road is a ramp road. If the slope of the road is not greater than the slope limit value, determine that the road is a non-ramp road.

[0061] Step 12: Based on the ramp information, the vehicle speed at the current position, and the vehicle speed at the end point of the ramp, with the goal of minimizing the weighted sum of vehicle energy consumption and running duration, determine the planned vehicle speed between the current position and the end point of the ramp.

[0062] When the vehicle is traveling in the constant speed cruise mode, a cruise speed and an error of the actual allowable operating speed are set. The planned vehicle speed is between the cruise speed minus the actual allowable operating speed error and the cruise speed plus the actual allowable operating speed error. When the actual operating speed of the vehicle is relatively high, the running duration of the vehicle passing through this section will be shorter, but the energy consumption of the vehicle will be relatively large. Because the greater the speed of the vehicle, the greater the air resistance in the total running resistance during vehicle operation, resulting in an increase in energy consumption during vehicle operation. When the actual operating speed of the vehicle is relatively low, the operating energy consumption of the vehicle will be smaller, but the time required to pass through this section will be longer, and the timeliness of the vehicle may be poor.

[0063] In this patent application, based on the ramp information, the vehicle speed at the current position, and the vehicle speed at the end point of the ramp, with the goal of minimizing the weighted sum of vehicle energy consumption and running duration, determine the planned vehicle speed between the current position and the end point of the ramp. Among them, the vehicle energy consumption is related to the slope of the ramp and the actual operating speed of the vehicle, and the running duration is related to the ramp length and the actual operating speed of the vehicle. In this way, the planned vehicle speed between the current position and the end point of the ramp can be determined according to the specific road conditions between the current position and the end point of the ramp. Driving according to the planned vehicle speed between the current position and the end point of the ramp can achieve the minimum weighted sum of vehicle energy consumption and running duration during vehicle operation.

[0064] Step 13: Determine the total vehicle demand energy from the current position to the starting point of the ramp according to the planned vehicle speed between the current position of the vehicle and the starting point of the ramp.

[0065] During the operation of the vehicle, the calculation formula for the total resistance received by the vehicle is as follows:

[0066] F(t) = F a (t) + F w (t) + F f (t) + F g (t)

[0067] F a F(t) = W tot* a / g

[0068] W tot = (m glider + m cargo + m powertrain )g

[0069] Wherein, F(t) is the total resistance, and F a (t) is the acceleration resistance; W tot is the full load weight; a is the longitudinal acceleration; F t (t) is the driving force; F w (t) is the air resistance; F f (t) is the rolling resistance; F g (t) is the grade resistance, m glider is the mass of the vehicle body and chassis; m cargo is the cargo mass; m powertrain is the mass of the powertrain.

[0070] The grade resistance is related to the road grade. At different road grades, the grade resistance is different, which will cause the total resistance received by the vehicle to be different.

[0071] According to the planned vehicle speed between the current position of the vehicle and the starting point of the ramp, determine the total vehicle required energy from the current position of the vehicle to the starting point of the ramp. The calculation formula is:

[0072] E upbf = ∫F(t)v upbf dt + E aux

[0073] Wherein, E upbf is the total vehicle required energy from the current position of the vehicle to the starting point of the ramp; v upbf is the planned vehicle speed between the current position of the vehicle and the starting point of the ramp. The planned vehicle speed between the current position of the vehicle and the starting point of the ramp is the planned vehicle speed at each moment between the current position of the vehicle and the starting point of the ramp; it is determined according to step 12; the planned vehicle speeds at different moments can be the same or different; E aux is the energy consumed by other vehicle electrical components.

[0074] Step 14, according to the ramp information, the planned vehicle speed of the vehicle in the ramp, and the expected state of charge of the power battery when the vehicle runs to the end point of the ramp, determine the first target state of charge of the vehicle when it runs to the starting point of the ramp.

[0075] Specifically, based on the ramp information and the planned vehicle speed within the ramp, the energy generation amount and energy consumption amount during the vehicle's travel within the ramp can be calculated, and the remaining energy or insufficient energy can be converted into the charge change amount of the power battery; and based on the expected state of charge of the power battery at the end point of the ramp, combined with the charge change amount, the first target state of charge of the vehicle when it runs to the starting point of the ramp is determined.

[0076] Step 15: Based on the overall vehicle demand energy, the first target state of charge, and the current state of charge, combined with the planned vehicle speed between the current position and the starting point of the ramp, determine the target output power of the vehicle's fuel cell from the current position to the starting point of the ramp.

[0077] Specifically, first calculate the energy difference corresponding to the difference between the current state of charge and the first target state of charge, E dif =(SOC - SOC upbst )C, where E dif is the energy difference corresponding to the difference between the current state of charge and the first target state of charge; SOC is the current state of charge. In some embodiments, the current state of charge is SOC bal , SOC bal is the average state of charge when the vehicle runs on a road with a slope not greater than the slope limit for a running time greater than the time limit, because when the vehicle runs on a road with a slope not greater than the slope limit, the state of charge of the vehicle remains balanced and the fluctuation is small. In other embodiments, the current state of charge is obtained by the vehicle controller collecting the charge of the power battery. SOC upbst is the first target state of charge, and C is the battery capacity.

[0078] Then calculate the sum of the overall vehicle demand energy between the current position and the starting point of the ramp, the current state of charge, and the energy difference corresponding to the difference between the current state of charge and the first target state of charge, as the energy that the fuel cell of the vehicle needs to output during the section from the current position to the starting point of the ramp. The specific calculation formula is: E fcbf =E upbf -E dif , where E fcbf is the energy that the fuel cell of the vehicle needs to output during the section from the current position to the starting point of the ramp.

[0079] Then, based on the planned vehicle speed between the current position and the starting point of the ramp, the distance between the current position and the starting point of the ramp, and the energy that the fuel cell needs to output during the section from the current position to the starting point of the ramp, determine the target output power of the vehicle's fuel cell from the current position to the starting point of the ramp. The specific calculation formula is: P fcbf =v upbf E fcbf / s, where P fcbfThe target output power of the fuel cell of the vehicle from the current position to the starting point of the ramp. s is the distance from the current position to the starting point of the ramp. In some embodiments, the distance from the current position to the starting point of the ramp is set to 5 kilometers.

[0080] The fuel cell vehicle energy management method provided by the embodiments of the present application determines the first target state of charge of the vehicle when it runs to the starting point of the ramp by according to the ramp information, the planned vehicle speed of the vehicle in the ramp, and the expected state of charge of the power battery of the vehicle when it runs to the end point of the ramp. Then, in combination with the overall vehicle demand energy of the vehicle from the current position to the starting point of the ramp and the planned vehicle speed of the vehicle between the current position and the starting point of the ramp, the target output power of the fuel cell of the vehicle from the current position to the starting point of the ramp is determined. The output power of the fuel cell is intervened at the current position within a preset distance from the ramp to meet the energy demand of the vehicle when running on the ramp.

[0081] Please refer to Figure 3 , Figure 3 For Figure 1 a schematic flow chart of an implementation manner of step 14 in the vehicle energy management method shown. The ramp includes an uphill ramp. The road information of the ramp includes the length and slope of the uphill ramp. Step 14 determines the first target state of charge of the vehicle when it runs to the starting point of the ramp according to the ramp information, the planned vehicle speed of the vehicle in the ramp, and the expected state of charge of the power battery of the vehicle when it runs to the end point of the ramp, including steps 141 to 144.

[0082] Step 141, determine the energy consumption of the uphill ramp. Among them, the energy consumption is related to the slope of the uphill ramp and the planned vehicle speed of the vehicle in the uphill ramp. The specific calculation formula is:

[0083] E up =∫|F(t)|v up dt + E aux where, E up is the energy consumption of the uphill ramp; F(t) is the total resistance during the vehicle operation; F(t) is related to the slope of the uphill ramp; v up is the planned vehicle speed of the vehicle in the uphill ramp.

[0084] Step 142, determine the energy output by the fuel cell in the uphill ramp. The energy output by the fuel cell in the uphill ramp is related to the power output by the fuel cell in the uphill ramp, the length of the ramp, and the planned vehicle speed of the vehicle in the uphill ramp. Specifically, the energy output by the fuel cell in the uphill ramp is the product of the power output by the fuel cell in the uphill ramp and the uphill running time. The uphill running time can be determined according to the length of the ramp and the planned vehicle speed of the vehicle in the uphill ramp.

[0085] Step 143: Determine the second target state of charge when the vehicle reaches the end point of the uphill ramp.

[0086] Step 144: Determine the first target state of charge based on the second target state of charge, the energy consumption, and the energy output by the fuel cell within the uphill ramp. Specifically, the calculation formula is:

[0087] SOC upbst =SOC dwnbst -k up E up / C+P fcup t up / C, where SOC upbst is the first target state of charge, SOC dwnbst is the second target state of charge, k up is the downhill charge adjustment coefficient; P fcup is the power output by the fuel cell within the uphill ramp, which can be obtained through calibration; t up is the uphill running time.

[0088] Please refer to Figure 4 and Figure 5 , Figure 4 is Figure 3 a flowchart of an implementation manner of step 143 in the vehicle energy management method shown. Figure 5 is Figure 5 a schematic diagram of the driving road of an embodiment of this application. In the embodiment shown in Figure 5 , the ramp further includes a downhill ramp, the road information of the ramp further includes the length and slope of the downhill ramp, and the end point of the uphill ramp is the starting point of the downhill ramp. Step 143: Determine the second target state of charge when the vehicle reaches the end point of the uphill ramp, including steps 1431 to 1433.

[0089] Step 1431: Determine the energy recovery amount of the downhill ramp. Among them, the energy recovery amount is related to the slope of the downhill ramp and the planned vehicle speed within the downhill ramp. Specifically, the calculation formula is: E dwn =∫η brk F(t)v dwn dt+E aux . Among them, E dwn is the energy recovery amount of the downhill ramp, η brk is the braking energy recovery efficiency, v dwn is the planned vehicle speed within the downhill ramp. F(t) is the total resistance during the vehicle operation, and F(t) is related to the slope of the downhill ramp.

[0090] Step 1432: Determine the energy output by the fuel cell within the downhill ramp. The energy output by the fuel cell within the downhill ramp is related to the power output by the fuel cell within the downhill ramp, the length of the ramp, and the planned vehicle speed within the downhill ramp. Specifically, the energy output by the fuel cell within the downhill ramp is the product of the power output by the fuel cell within the downhill ramp and the downhill running time, and the downhill running time can be determined based on the length of the ramp and the planned vehicle speed of the vehicle within the downhill ramp.

[0091] Step 1433: Determine the second target state of charge based on the energy recovery amount, the energy output by the fuel cell within the downhill ramp, and the expected state of charge. Specifically, the calculation formula for the second target state of charge is: SOC dwnbst = SOC bal - k dwn E dwn / C - P fcdwn t dwn / C, where SOC bal is the expected state of charge; k dwn is the downhill charge adjustment coefficient; P fcdwn is the power output by the fuel cell within the downhill ramp, which can be determined through calibration; t dwn is the downhill running time.

[0092] Please continue to refer to Figure 5 , the fuel cell vehicle energy management method provided by the embodiments of the present application, by setting the state of charge at the end point of the downhill ramp as the expected state of charge SOC bal , it is convenient to maintain charge balance when driving on a non-ramp road after the ramp ends, and through the energy recovered during the operation of the vehicle within the downhill ramp and the energy output by the fuel cell, the second target state of charge SOC dwnbst at the starting point of the downhill ramp is deduced. The starting point of the downhill ramp is also the end point of the uphill ramp. Through the energy consumed by the vehicle within the uphill ramp and the energy output by the fuel cell, the first target state of charge SOC upbst at the starting point of the uphill ramp is deduced.

[0093] And based on the difference between the state of charge SOC upbst at the starting point of the uphill ramp and the current state of charge, the energy required for the vehicle to operate between the current position and the starting point of the uphill ramp, and the time for the vehicle to operate between the current position and the starting point of the uphill ramp, determine the target output power of the fuel cell. In this way, the target output power of the fuel cell can be intervened in advance, so that the state of charge of the power battery is increased in the section between the current position and the starting point of the uphill ramp, ensuring that the vehicle has sufficient ability to climb the slope. During the climbing process, the state of charge of the power battery is consumed, making the state of charge at the starting point position of the uphill ramp smaller, facilitating energy recovery within the downhill ramp.

[0094] In some embodiments, after obtaining road information within a preset distance in front of the current position of the vehicle, the management method further includes:

[0095] If the slope of the road is greater than the slope limit value, determine that the road is a sloped road. Wherein, the expected state of charge is the average state of charge when the vehicle runs on a road with a slope not greater than the slope limit value for a running time greater than the time limit value. For example, in Figure 5 when the vehicle finishes running downhill and enters the normal driving area, that is, when the vehicle is on a non-sloped road, the state of charge of the power battery of the vehicle remains balanced, all being SOC bal .

[0096] Please refer to Figure 6 , Figure 6 which is a flowchart of the vehicle energy management method according to another embodiment of the present application. In the embodiment shown in Figure 6 , after obtaining road information within a preset distance in front of the current position of the vehicle, the management method further includes step 16. If the slope of the road is not greater than the slope limit value, execute the state-of-charge equalization management method 20, and the state-of-charge equalization management method 20 includes step 21 and step 22.

[0097] Step 21, collect the total vehicle demand power and determine the average total vehicle demand power within a set time period.

[0098] Step 22, collect the state of charge of the power battery.

[0099] Step 23, input the state of charge at the current moment and the average total vehicle demand power within the previous set time period into the fuzzy controller to determine the current output power of the fuel cell.

[0100] Please also refer to Figure 7 , Figure 7 which is a schematic diagram of the total vehicle demand power. The state-of-charge equalization management method is specifically: calculate the sum of the power of the drive motor and other vehicle electrical components in real time and denote it as the demand power P req , calculate the average value of the historical x-minute demand power every x minutes (calibratable) and denote it as P avex , as shown in Figure 7 . Calculate the fuel cell demand power using fuzzy control. The first input P avex of the fuzzy control has a numerical range of [P avexmin , P avexmax , including four fuzzy subsets {NB, NS, PS, PB}. The second input of the fuzzy control is the SOC of the power battery, with a value range of [SOC min , SOC max , including five fuzzy subsets {PVS, PS, PM, PB, PVB}. The output of the fuzzy control is the P fc of the fuel cell output power, and the output range of P fc is [0, Pfcmax , including five fuzzy subsets {NVB, NB, NM, NS, NVS}. The specific fuzzy rules are shown in Table 1, and the fuzzy rules can be calibrated in advance. The relationship between the fuzzy subsets and the numerical range can be equally proportionally distributed, but mainly adjusted according to expert experience for the specific values of each subset. For example, the SOC value range is [10, 90]. If equally proportionally distributed, then PVS = 10, PS = 30, PM = 50, PB = 70, PVB = 90. Similarly, the numerical values of other input-output fuzzy subsets can be defined.

[0101] Table 1 Fuzzy Rules

[0102]

[0103] Since the input P of the fuzzy control avex is the average power in the historical x minutes, this value does not jump within x minutes. At the same time, the SOC fluctuation range of the power battery is small within x minutes. Therefore, the output P of the fuzzy control fc has small fluctuations. When driving on a flat road for a long time, electrical balance can be achieved. That is, all the vehicle's demand power is provided by the fuel cell, and the power battery only provides a small part of the power for the instantaneous fluctuations in the demand power. The power battery will not have large-power charging and discharging situations, and at this time, the output power of the fuel cell is also relatively stable, and the service lives of both the power battery and the fuel cell can be effectively protected.

[0104] Although the vehicle adopts an electric quantity balance management method in the normal driving area, avoiding large-power charging and discharging of the power battery and reducing the internal resistance loss of the battery, it is impossible to intervene in advance the output power of the range extender. Since the input of the fuzzy control is the average power in the historical x minutes, this input has hysteresis. When the vehicle starts to climb a slope, at this time, the output energy of the fuel cell is to supplement the power in the previous x minutes and cannot adapt to the climbing scenario where the current demand increases rapidly. Therefore, in this patent application, the electric quantity balance management method is implemented in non-slope areas. When about to drive on a slope, according to the slope situation, the output power of the fuel cell is intervened in advance to adjust the state of charge of the power battery, so that the vehicle can cope with the climbing scenario.

[0105] Please refer to Figure 8 , Figure 8 is Figure 1 a flowchart of an implementation manner of step 12 in the vehicle energy management method shown. In the Figure 8 shown embodiment, step 12 is based on the slope information, the vehicle speed at the current position of the vehicle, and the vehicle speed at the end point of the slope, and aims to minimize the weighted sum of the vehicle energy consumption and the running duration to determine the planned vehicle speed between the current position of the vehicle and the end point of the slope, including steps 121 to 124.

[0106] Step 121: Determine the acceleration as the control variable and the speed as the state variable, and establish the state transition equation between the state variable and the control variable.

[0107] Step 122: Construct the objective function of the weighted sum of vehicle energy consumption and running duration.

[0108] Step 123: Use the preset cruise vehicle speed plus or minus the actual allowable running vehicle speed error as the constraint condition for the planned vehicle speed.

[0109] Step 124: Use the dynamic programming algorithm to determine the planned vehicle speed between the current position of the vehicle and the end point of the ramp.

[0110] When the vehicle is running, the calculation formula for the required power of the drive motor is as follows: P mot =(W tot f r cosθ + 0.5ρ air C d A f v 2 + W tot sinθ + δW tot dv / gdt)v / (3600η t ), where P mot is the required power of the motor, η t is the transmission efficiency; f r is the tire rolling resistance coefficient; ρ air is the air density; C d is the air resistance coefficient; A f is the frontal area; θ is the road gradient; v is the vehicle traveling speed; δ is the rotary mass conversion coefficient; η t is the transmission efficiency.

[0111] The required power of the drive motor is related to the air resistance. The faster the vehicle speed, the greater the air resistance, and thus the greater the required power of the drive motor, resulting in greater energy consumption during vehicle operation. However, when the vehicle travels the same distance, the passing time of the vehicle is shorter, and the timeliness of vehicle travel is strong. When the vehicle speed is slower, the air resistance becomes smaller, causing the required power of the drive motor to become smaller, resulting in smaller energy consumption during vehicle travel. However, when the vehicle travels the same distance, the passing time of the vehicle is longer, and the timeliness of vehicle travel becomes weaker.

[0112] When the user activates the cruise mode, the cruise vehicle speed V pcc and the allowable running vehicle speed error V err will be set. The actual vehicle speed is between the cruise vehicle speed minus the allowable running vehicle speed error and the cruise vehicle speed plus the allowable running vehicle speed error, that is, the actual vehicle running speed V ∈ [V pcc - V err , V pcc + Verr , and V ≥ 30 km / h, 10 km / h ≥ V err ≥ 0.

[0113] The planned vehicle speed is mainly achieved through a reverse solution method, as follows:

[0114] (1) Define the state variable x(k) and the control variable u(k)

[0115] Select the acceleration a as the system control variable and the vehicle speed v as the system state variable. Their specific forms are:

[0116] x(k) = a(k) (1)

[0117] u(k) = v(k) (2)

[0118] where a(k) is the acceleration of the vehicle at different position points, and v(k) is the speed of the vehicle at different position points.

[0119] (2) Define the state transition equation

[0120] x(k + 1) = f(x(k), u(k)) (3)

[0121] where f is the state transition equation.

[0122] (3) Construction of the objective function

[0123] The construction of the objective function J mainly considers the energy consumption of vehicle driving and the timeliness of driving.

[0124]

[0125] F(k) is the driving force of the vehicle at different position points, t pcc is the estimated driving time of the vehicle after adopting predictive cruise under each connection section. c and b are weighting coefficients, representing the weights of economy and vehicle driving timeliness in the objective function. c, b ∈ [0, 1], and N is the total number of discrete steps of the driving mileage, which depends on the discrete spacing d of the driving mileage, N = s / d.

[0126] (4) Discretization of variables

[0127] Discretize the state variable and the control variable as shown in the following figure. Under the cruise mode, the discrete control sequence and discrete state sequence of the vehicle speed and acceleration are respectively:

[0128] a = [amin, amin + ζ, amin + 2ζ, amax] (5)

[0129] v = [vmin, vmin + λ, vmin + 2λ, vmax] (6)

[0130] ζ and λ respectively represent the discrete spacing of the control variables and the discrete spacing of the state variables.

[0131] Please refer to Figure 9 , Figure 9 is Figure 1 a flowchart of an implementation of step 12 in the vehicle energy management method shown in. As Figure 9 shown, the state variables include multi-order state variables.

[0132] (5) Backward calculation

[0133] When in the Nth stage, there are i state variables in the system, denoted as vi,N, where i = 1, 2,..., x, and the size of x depends on the algorithm calculation resolution. The larger x is, the greater the calculation amount. Taking vi(k) as an example, vi(k) ∈ [V pcc -V err , V pcc +V err , then v1(k) = V pcc -V err , vx(k) = V pcc +V err , and other vi(k) are equally divided by x in [V pcc -V err , V pcc +V err . First, according to the v values of the state variables that may transfer from the (N - 1)th stage to the Nth stage, when the known speeds are v(N - 1), v(N - 1), and the driving distance is d, the vehicle accelerometer ai(N) and the acceleration time ti(N) from the (N - 1) state to the N state can be calculated, that is, calculate all the control variables ai(N) corresponding to each state variable vi,N from the (N - 1)th stage to the Nth stage, and at the same time calculate the objective function corresponding to all the control variables in ai(N) By comparing all Ji values and selecting the ai(N) corresponding to the minimum min(Ji), finally save vi(N) and the optimal control variable ai*(N) when obtaining vi(N), and the unique objective function corresponding to min(Ji) is denoted as Ji*(N).

[0134] When in the (N - 1)th stage, similarly, traverse the state variables vi,N - 1 in the (N - 1)th stage, calculate the corresponding all control variables ai,N - 1, and calculate the objective function corresponding to all the control variables Add Ji(N - 1) and Ji*(N) and compare them to obtain the minimum objective function of the cumulative state transition of the whole vehicle in this stage, denoted as Ji*(N - 1) for min(Ji(N - 1) and Ji*(N)). Then, calculate the state variable vi(N - 1) at the (N - 1)-th stage through the state transition equation. Finally, save vi(N - 1) and the stage-optimal control variable ai*(N - 1) that achieves vi(N - 1).

[0135] When in the k-th (1 ≤ k ≤ N - 2) stage, perform reverse calculation in the same way as in the (N - 1)-th stage until the calculation of the 1st stage is completed. At this time, the optimal control variables ai* for all sub-stages of the entire driving cycle can be obtained, providing a basis for obtaining the global optimal control variable sequence in the subsequent forward optimization.

[0136] (6) Forward optimization

[0137] Forward optimization is to perform iterative optimization on the state variables and control variables of the hybrid power system based on the initial state of the hybrid power system and the data saved in the reverse calculation. The optimization steps are as follows:

[0138] ① Set the initial state of the hybrid power system as v(1), and let k = 1.

[0139] ② Based on the data saved in the reverse calculation, obtain the minimum cumulative fuel consumption J*(k) and the optimal control quantity a*(k) at the k-th stage through iterative optimization.

[0140] ③ Calculate the state v(k + l) of the hybrid power system at the next (k + 1)-th stage from the system state transition equation;

[0141] ④ Perform optimization based on the data saved in the reverse calculation to obtain the minimum cumulative fuel consumption J*(k + 1) and the optimal control quantity a*(k + 1) at the (k + 1)-th stage.

[0142] ⑤ Repeat steps ③ - ④ until the optimization of the N-th stage is completed, thereby obtaining the minimum cumulative fuel consumption of the entire driving cycle and the global optimal control sequence.

[0143] In this way, through the dynamic programming algorithm, the planned vehicle speed sequence corresponding to the minimum weighted sum of vehicle energy consumption and running duration can be determined, and the planned vehicle speed of the vehicle can be determined. When the vehicle travels at the planned vehicle speed during actual operation, the weighted sum of vehicle energy consumption and running duration can be minimized.

[0144] In some embodiments, the ramp of the vehicle driving path includes an uphill ramp, and the management method further includes: setting the vehicle speed at the starting point of the uphill ramp and the vehicle speed at the ending point of the uphill ramp. Among them, the vehicle speed at the starting point of the uphill ramp is the sum of the cruise vehicle speed and the error of the allowable operating vehicle speed, so that the vehicle speed when the vehicle runs to the starting point of the uphill ramp is large. In this way, the kinetic energy of the vehicle is relatively large, and the kinetic energy can be converted into the potential energy of the vehicle during the uphill process, which can reduce the energy output of the fuel cell during the uphill process.

[0145] The vehicle speed at the ending point of the uphill ramp is the cruise vehicle speed minus the error of the allowable operating vehicle speed. In this way, the vehicle speed at the ending point of the uphill ramp is small, reducing the energy output of the fuel cell during the uphill process, avoiding too large fluctuations in the output power of the fuel cell, and protecting the fuel cell and the power battery.

[0146] In this way, aiming at the section between the current position and the starting point of the uphill ramp and the section of the uphill ramp respectively, with the goal of minimizing the weighted sum of vehicle energy consumption and running duration, the planned vehicle speed is determined. Compared with uniformly planning the vehicle speed from the current position to the end point of the ramp, the pertinence of vehicle speed planning can be improved.

[0147] In some embodiments, the management method further includes:

[0148] Construct a first objective function of the first weighted sum of vehicle energy consumption and running duration for the section between the current position and the starting point of the uphill ramp. Construct a second objective function of the second weighted sum of vehicle energy consumption and running duration for the section of the uphill ramp. Among them, the weight ratio of vehicle energy consumption and running duration in the first objective function is different from the weight ratio of vehicle energy consumption and running duration in the second objective function. In this way, the pertinence of vehicle speed planning can be improved.

[0149] The weight ratio of vehicle energy consumption and running duration in the first objective function is less than the weight ratio of vehicle energy consumption and running duration in the second objective function. The weight of the running duration in the section between the current position and the starting point of the uphill ramp is greater than that in the section of the uphill ramp. In this way, it is convenient to increase the vehicle speed on the non-ramp section, reduce the running time, and increase the vehicle speed to the sum of the cruise vehicle speed and the error of the allowable operating vehicle speed at the starting point of the uphill ramp. The weight of vehicle energy consumption in the section of the uphill ramp is greater than that in the section between the current position and the starting point of the uphill ramp. In this way, the energy consumption of the vehicle in the uphill stage can be reduced.

[0150] In some embodiments, the ramp includes an uphill ramp and a downhill ramp, and the management method further includes: setting the vehicle speed at the starting point of the uphill ramp, the vehicle speed at the ending point of the uphill ramp, and the vehicle speed at the ending point of the downhill ramp. Among them, the vehicle speed at the starting point of the uphill ramp is the sum of the cruise vehicle speed and the error of the allowable operating vehicle speed. In this way, the kinetic energy of the vehicle is relatively large, and the kinetic energy can be converted into the potential energy of the vehicle during the uphill process, which can reduce the energy output of the fuel cell during the uphill process.

[0151] The vehicle speed at the end point of the uphill ramp is the difference between the cruise vehicle speed and the allowable operating vehicle speed error. In this way, the vehicle speed at the end point of the uphill ramp is small, reducing the energy output of the fuel cell during the uphill process and avoiding too large fluctuations in the output power of the fuel cell.

[0152] The vehicle speed at the end point of the downhill ramp is the cruise vehicle speed. In this way, after the ramp ends, the difference between the actual vehicle speed and the cruise vehicle speed can be small, meeting the psychological expectation of the driver and passengers for setting the cruise vehicle speed.

[0153] Aiming at the road sections between the current position and the starting point of the uphill ramp, the uphill ramp section, and the downhill ramp section respectively, with the goal of minimizing the weighted sum of vehicle energy consumption and running duration, the planned vehicle speed is determined. In this way, by using a segmented method to plan the vehicle speed for the road sections between the current position and the starting point of the uphill ramp, the uphill ramp section, and the downhill ramp respectively, the pertinence of vehicle speed planning can be improved.

[0154] The management method further includes: constructing a first objective function of the first weighted sum of vehicle energy consumption and running duration for the road section between the current position and the starting point of the ramp, a second objective function of the second weighted sum of vehicle energy consumption and running duration for the uphill ramp section, and a third objective function of the third weighted sum of vehicle energy consumption and running duration for the downhill ramp section. The weight ratios of vehicle energy consumption and running duration in the first objective function, the second objective function, and the third objective function are different.

[0155] Specifically, the weight ratio of vehicle energy consumption and running duration in the first objective function is less than the weight ratio of vehicle energy consumption and running duration in the second objective function. The ratio of vehicle energy consumption and running duration in the second objective function is less than the weight ratio of vehicle energy consumption and running duration in the third objective function.

[0156] The weight of the running duration of the road section between the current position and the starting point of the uphill ramp is large relative to the uphill ramp section. In this way, it is convenient to increase the vehicle speed on the non-ramp road section, reduce the running time, and increase the vehicle speed at the starting point of the uphill ramp to the sum of the cruise vehicle speed and the allowable operating vehicle speed error. The weight of vehicle energy consumption of the uphill ramp section is large relative to the road section between the current position and the starting point of the uphill ramp. In this way, the energy consumption of the vehicle during the uphill stage can be reduced. The weight of the running duration of the uphill ramp section is small relative to the downhill ramp section. In this way, it is possible to avoid too fast a vehicle speed on the downhill section resulting in too short a running duration of the downhill ramp, which is beneficial for the energy recovery system to start and carry out sufficient energy recovery.

[0157] The present application also provides a vehicle energy management system. Figure 10 The schematic block diagram of the vehicle energy management system 700 according to an embodiment of the present application is disclosed. As Figure 10As shown in the figure, a vehicle energy management system 700 according to an embodiment of the present application includes a processor 701, an internal bus 702, a network interface 703, a memory 704, and a non-volatile memory 705. Of course, it may also include other hardware required for other services. The processor 701 can read the corresponding computer program from the non-volatile memory 705 into the memory 704 and then run it to implement the steps of the vehicle energy management method as described above. Of course, in addition to the software implementation method, the present application does not exclude other implementation methods, such as logical devices or a combination of software and hardware, etc. That is to say, the execution subject of the following processing flow is not limited to each logical unit, but can also be hardware or a logical component.

[0158] The vehicle energy management system 700 of the present application can have beneficial technical effects similar to those of the above vehicle energy management method. Therefore, it will not be elaborated here.

[0159] The present application also provides a vehicle. The vehicle includes the above vehicle energy management system.

[0160] The vehicle energy management method, management system, and vehicle provided by the embodiments of the present application have been introduced in detail above. Specific examples are used in this article to elaborate on the vehicle energy management method, management system, and vehicle of the embodiments of the present application. The description of the above embodiments is only used to help understand the core idea of the present application and is not intended to limit the present application. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the spirit and principle of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications should also fall within the protection scope of the appended claims of the present application.

Claims

1. A fuel cell vehicle energy management method, characterized in that: include: Obtaining road information within a preset distance in front of the current position of the vehicle, and if the road is a ramp, obtaining ramp information of the ramp and the current charge of the power battery of the vehicle; Based on the ramp information, the speed of the vehicle at the current position and the speed of the vehicle at the end point of the ramp, with the weighted sum of vehicle energy consumption and running time as the minimum, determine the planned speed of the vehicle between the current position and the end point of the ramp; Determining the vehicle energy required from the current position to the starting point of the ramp according to the planned vehicle speed between the current position and the starting point of the ramp; Determine a first target charge at a starting point of the ramp when the vehicle runs to the ramp according to the ramp information, the planned speed of the vehicle on the ramp, and the expected charge of the power battery when the vehicle runs to the end point of the ramp; The target output power of the fuel cell of the vehicle from the current position to the starting point of the ramp is determined based on the vehicle's required energy, the first target charge and the current charge, combined with the planned vehicle speed from the current position to the starting point of the ramp.

2. The fuel cell vehicle energy management method according to claim 1, characterized in that: The ramp includes an uphill ramp, and the road information of the ramp includes the length and the gradient of the uphill ramp. The determining, based on the ramp information, the planned speed of the vehicle in the ramp, and the expected charge of the power battery when the vehicle runs to the end point of the ramp, of a first target charge when the vehicle runs to the start point of the ramp includes: Determining the energy consumption of the uphill ramp, wherein the energy consumption is related to the gradient of the uphill ramp and the planned speed of the vehicle on the uphill ramp; Determining the energy output by the fuel cell in the uphill ramp, wherein the energy output by the fuel cell in the uphill ramp is related to the power output by the fuel cell in the uphill ramp, the length of the ramp, and the planned speed of the vehicle on the uphill ramp; Determine a second target charge when the vehicle runs to an end point of the uphill ramp; The first target charge amount is determined according to the second target charge amount, the energy consumption amount, and the energy output by the fuel cell on the uphill slope.

3. The fuel cell vehicle energy management method according to claim 2, characterized in that: The ramp also includes a downhill ramp, and the road information of the ramp also includes the length and gradient of the downhill ramp, and the end point of the uphill ramp is the starting point of the downhill ramp; The step of determining a second target charge amount when the vehicle runs to an end point of the uphill ramp includes: Determining an amount of energy recovery on the downhill ramp, wherein the amount of energy recovery is related to the gradient of the downhill ramp and a planned vehicle speed of the vehicle on the downhill ramp; Determining the energy output by the fuel cell in the downhill ramp, wherein the energy output by the fuel cell in the downhill ramp is related to the power output by the fuel cell in the downhill ramp, the length of the ramp, and the planned speed of the vehicle in the downhill ramp; The second target charge is determined according to the energy recovery amount, the energy output by the fuel cell in the downhill slope, and the expected charge.

4. The fuel cell vehicle energy management method according to claim 1, characterized in that: After acquiring the road information within a preset distance ahead of the current position of the vehicle, the management method further includes: If the slope of the road is greater than the slope limit, the road is determined to be a slope; wherein the expected charge is the average charge of the vehicle when it runs on a road with a slope not greater than the slope limit for a time period greater than the time limit.

5. The fuel cell vehicle energy management method according to claim 1, characterized in that: After acquiring the road information within a preset distance ahead of the current position of the vehicle, the management method further includes: If the slope of the road is not greater than the slope limit, a power balancing management method is executed, the power balancing management method comprising: Collect the vehicle power demand and determine the average vehicle power demand within the set time period; collecting the charge of the power battery; The current charge and the average vehicle power demand within the last set period of time are input into the fuzzy controller to determine the current output power of the fuel cell.

6. The fuel cell vehicle energy management method according to claim 1, characterized in that: The method of determining the planned speed of the vehicle between the current position and the end point of the ramp based on the ramp information, the speed of the vehicle at the current position, and the speed of the vehicle at the end point of the ramp with the goal of minimizing the weighted sum of vehicle energy consumption and running time includes: Determine acceleration as a control variable, determine velocity as a state variable, and establish a state transfer equation between the state variable and the control variable; Construct an objective function of the weighted sum of vehicle energy consumption and running time; The preset cruising speed plus or minus the actual allowed operating speed error is used as the constraint condition for the planned speed; A dynamic programming algorithm is used to determine the planned speed of the vehicle between the current position and the end point of the ramp.

7. The fuel cell vehicle energy management method according to claim 6, characterized in that: The ramp includes an uphill ramp, and the management method further includes: setting the vehicle speed at the starting point of the uphill ramp and the vehicle speed at the end point of the uphill ramp; wherein the vehicle speed at the starting point of the uphill ramp is the sum of the cruising speed and the allowable operating speed error, and the vehicle speed at the end point of the uphill ramp is the difference between the cruising speed and the allowable operating speed error, and for the section between the current position and the starting point of the uphill ramp and the section of the uphill ramp, the planned vehicle speed is determined with the goal of minimizing the weighted sum of vehicle energy consumption and operating time.

8. The fuel cell vehicle energy management method according to claim 7, characterized in that: The management method also includes: Constructing a first objective function of a first weighted sum of vehicle energy consumption and running time for a road section between a current position and a starting point of an uphill ramp; A second objective function of a second weighted sum of vehicle energy consumption and running time is constructed for the road section of the uphill ramp.

9. The fuel cell vehicle energy management method according to claim 8, characterized in that: The weight ratio of the vehicle energy consumption to the running time in the first objective function is smaller than the weight ratio of the vehicle energy consumption to the running time in the second objective function.

10. The fuel cell vehicle energy management method according to claim 6, characterized in that: The ramp includes an uphill ramp and a downhill ramp, and the management method also includes: setting the vehicle speed at the starting point of the uphill ramp, the vehicle speed at the end point of the uphill ramp, and the vehicle speed at the end point of the downhill ramp, wherein the vehicle speed at the starting point of the uphill ramp is the sum of the cruising speed and the error of the allowed operating speed, the vehicle speed at the end point of the uphill ramp is the cruising speed, and the vehicle speed at the end point of the downhill ramp is the difference between the cruising speed and the error of the allowed operating speed; for the section between the current position and the starting point of the uphill ramp, the section of the uphill ramp, and the section of the downhill ramp, respectively, the planned vehicle speed is determined with the goal of minimizing the weighted sum of vehicle energy consumption and operating time.

11. The fuel cell vehicle energy management method according to claim 10, characterized in that: The management method also includes: A first objective function of a first weighted sum of vehicle energy consumption and running time is constructed for the road section between the current position and the starting point of the ramp, a second objective function of a second weighted sum of vehicle energy consumption and running time is constructed for the road section of the uphill ramp, and a third objective function of a third weighted sum of vehicle energy consumption and running time is constructed for the road section of the downhill ramp.

12. The fuel cell vehicle energy management method according to claim 11, characterized in that: The weight ratio of the vehicle energy consumption and the operating time in the first objective function is smaller than the weight ratio of the vehicle energy consumption and the operating time in the second objective function; the weight ratio of the vehicle energy consumption and the operating time in the second objective function is smaller than the weight ratio of the vehicle energy consumption and the operating time in the third objective function.

13. A vehicle energy management system, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory, wherein the processor executes the computer program to implement the vehicle energy management method according to any one of claims 1 to 12.

14. A vehicle, characterized in that: Comprising the vehicle energy management system as claimed in claim 13.

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