Vehicle control method and device, controller and vehicle

Abstract

The invention relates to a vehicle control method and device, a controller and a vehicle. The method comprises the steps that the hydrogen temperature and the hydrogen pressure of a hydrogen supply system in the vehicle are determined; when the hydrogen temperature is not at a first target temperature, first target duration is determined according to the hydrogen temperature and the hydrogen pressure, and the first target temperature is the corresponding temperature when the hydrogen supply system is filled with hydrogen; and controlling the duration of adjusting the hydrogen temperature in the hydrogen supply system by the vehicle to reach the first target duration, so that the hydrogen temperature in the hydrogen supply system reaches the first target temperature. It can be guaranteed that the hydrogen SOC value does not jump before and after the vehicle stops and in the hydrogenation process, and the situation that hydrogenation cannot be conducted on the vehicle or hydrogen supply is stopped can be reduced.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicles, and specifically, to a vehicle control method, apparatus, controller, and vehicle. Background Art

[0002] A hydrogen energy vehicle is mainly a new energy vehicle that uses hydrogen as fuel. Therefore, during the use of a hydrogen energy vehicle, it is necessary to view the hydrogen SOC (State of Charge, the remaining amount of hydrogen) value in the hydrogen supply system in real time to remind the user whether hydrogen needs to be refilled or how many miles the hydrogen energy vehicle can continue to travel based on the hydrogen SOC value in the hydrogen supply system. In the related art, the hydrogen SOC value in the hydrogen supply system of a hydrogen energy vehicle may experience jumps, the hydrogen supply system may be unable to add hydrogen, or the hydrogen energy vehicle may be unable to start after parking. Summary of the Invention

[0003] The purpose of the present disclosure is to provide a vehicle control method, apparatus, controller, and vehicle to solve the technical problems existing in the related art.

[0004] To achieve the above purpose, the present disclosure provides a vehicle control method, which includes: Determine the hydrogen temperature and hydrogen pressure in the hydrogen supply system of the vehicle; When the hydrogen temperature is not at the first target temperature, determine a first target duration according to the hydrogen temperature and the hydrogen pressure, where the first target temperature is the temperature corresponding to the hydrogen supply system when it is filled with hydrogen; Control the vehicle to adjust the hydrogen temperature in the hydrogen supply system for a duration reaching the first target duration so that the hydrogen temperature in the hydrogen supply system reaches the first target temperature.

[0005] Optionally, the first target temperature is determined by the following method: Obtain the hydrogen temperature of the vehicle when it is parked and determine the hydrogen temperature of the vehicle when it is parked as the first target temperature; The control of the vehicle to adjust the hydrogen temperature in the hydrogen supply system for a duration reaching the first target duration so that the hydrogen temperature in the hydrogen supply system reaches the first target temperature includes: When the vehicle starts again, control the vehicle to adjust the hydrogen temperature in the hydrogen supply system for a duration reaching the first target duration so that the hydrogen temperature in the hydrogen supply system of the vehicle after starting reaches the first target temperature.

[0006] Optionally, the control of the vehicle to adjust the hydrogen temperature in the hydrogen supply system for a duration reaching the first target duration includes: When the temperature of the hydrogen is lower than the first target temperature, control the fuel cell system in the vehicle to heat the hydrogen in the hydrogen supply system for the first target duration; or, When the temperature of the hydrogen is higher than the first target temperature, control the cooling system in the vehicle to cool the hydrogen in the hydrogen supply system for the first target duration.

[0007] Optionally, the step of controlling the fuel cell system in the vehicle to heat the hydrogen in the hydrogen supply system for the first target duration includes: Determine the first temperature of the fuel cell system; When the first temperature is higher than the second target temperature, control the waste heat in the fuel cell system to heat the hydrogen in the hydrogen supply system for the first target duration, or, Control the waste heat in the fuel cell system and the heat in the second thermistor to heat the hydrogen in the hydrogen supply system for the first target duration, where the second target temperature is the maximum operating temperature of the fuel cell system in the normal operating state.

[0008] Optionally, the step of controlling the fuel cell system in the vehicle to heat the hydrogen in the hydrogen supply system for the first target duration includes: Determine the second temperature of the fuel cell system; When the second temperature is lower than the second target temperature, control the second thermistor to heat the hydrogen in the hydrogen supply system for the first target duration, where the second target temperature is the maximum operating temperature of the fuel cell system in the normal operating state.

[0009] Optionally, the step of controlling the cooling system in the vehicle to cool the hydrogen in the hydrogen supply system for the first target duration includes: Control the heat of the cooling system to cool the hydrogen in the hydrogen supply system for the first target duration.

[0010] Optionally, the method further includes: Determine the rated pressure range of the hydrogen supply system; The step of determining the first target duration according to the hydrogen temperature and the hydrogen pressure includes: Determine the first target duration according to the hydrogen temperature, the hydrogen pressure and the rated pressure range.

[0011] In a second aspect, the present disclosure further provides a vehicle control device, including a first determination module, a second determination module and a control module; The first determination module is configured to determine the hydrogen temperature and the hydrogen pressure of the hydrogen supply system in the vehicle; The second determination module is configured to determine a first target duration according to the hydrogen temperature and the hydrogen pressure when the hydrogen temperature is not at a first target temperature, where the first target temperature is the temperature corresponding to the hydrogen supply system when it is filled with hydrogen; The control module is configured to control the vehicle to adjust the duration of the hydrogen temperature in the hydrogen supply system to reach the first target duration, so that the hydrogen temperature in the hydrogen supply system reaches the preset temperature threshold range.

[0012] Optionally, the first target temperature is determined by the following method: Obtain the hydrogen temperature of the vehicle when it is parked, and determine the hydrogen temperature of the vehicle when it is parked as the first target temperature; The control module is configured to: When the vehicle starts again, control the vehicle to adjust the duration of the hydrogen temperature in the hydrogen supply system to reach the first target duration, so that the hydrogen temperature in the hydrogen supply system after the vehicle starts reaches the first target temperature.

[0013] Optionally, the control module is configured to: When the hydrogen temperature is less than the first target temperature, control the stack system in the vehicle to heat the hydrogen temperature in the hydrogen supply system for the first target duration; or, When the hydrogen temperature is greater than the first target temperature, control the cooling system in the vehicle to cool the hydrogen temperature in the hydrogen supply system for the first target duration.

[0014] Optionally, the control module includes: A third determination module, configured to determine a first temperature of the stack system; A first heating module, configured to, when the first temperature is greater than a second target temperature, control the waste heat in the stack system to heat the hydrogen temperature in the hydrogen supply system for the first target duration, or, Control the waste heat in the stack system and the heat in the second thermistor to heat the hydrogen temperature in the hydrogen supply system for the first target duration, where the second target temperature is the maximum operating temperature in the normal operating state of the stack system.

[0015] Optionally, the control module includes: A fourth determination module, configured to determine a second temperature of the stack system; A second heating module, configured to, when the second temperature is less than the second target temperature, control the second thermistor to heat the hydrogen temperature in the hydrogen supply system for the first target duration, where the second target temperature is the maximum operating temperature in the normal operating state of the stack system.

[0016] Optionally, the control module includes: A cooling module, configured to control the heat of the cooling system to cool the hydrogen temperature in the hydrogen supply system for the first target duration.

[0017] The device further includes: A fifth determination module, configured to determine the rated pressure range of the hydrogen supply system; The second determination module is configured to: Determine the first target duration according to the hydrogen temperature, the hydrogen pressure, and the rated pressure range.

[0018] In a third aspect, the present disclosure further provides a controller, including: A memory storing a computer program thereon; A processor, configured to execute the computer program in the memory to implement the steps of any of the methods provided in the first aspect of the present disclosure.

[0019] In a fourth aspect, the present disclosure further provides a vehicle, including the controller provided in the third aspect of the present disclosure.

[0020] Through the above technical solutions, when the hydrogen temperature of the hydrogen supply system is not at the first target temperature, the first target duration is determined according to the hydrogen temperature and the hydrogen pressure. Then, the vehicle is controlled to adjust the hydrogen temperature in the hydrogen supply system for the first target duration so that the hydrogen temperature in the hydrogen supply system reaches the first target temperature. Controlling the hydrogen temperature in the hydrogen supply system to reach the first target temperature according to the hydrogen temperature and the hydrogen pressure in the hydrogen supply system can ensure that the hydrogen SOC value does not jump before and after the vehicle stops and during the hydrogen refueling process, and can reduce the occurrence of situations where the vehicle cannot be refueled or the hydrogen supply stops, thereby improving the accuracy of the hydrogen SOC value.

[0021] Other features and advantages of the present disclosure will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. They are used together with the following specific implementation to explain the present disclosure, but do not constitute a limitation to the present disclosure. In the drawings: Figure 1 It is a schematic structural diagram of a hydrogen storage cylinder of a hydrogen supply system in a fuel cell module in the related art.

[0023] Figure 2 It is a schematic diagram showing a vehicle control method according to an exemplary embodiment of the present disclosure.

[0024] Figure 3It is a schematic structural diagram showing a vehicle control device according to an exemplary embodiment of the present disclosure.

[0025] Figure 4 It is a schematic structural diagram showing a hydrogen storage cylinder in a vehicle according to an exemplary embodiment of the present disclosure.

[0026] Figure 5 It is a schematic diagram showing a vehicle control device according to an exemplary embodiment of the present disclosure.

[0027] Figure 6 It is a schematic network topology diagram showing a vehicle control device according to an exemplary embodiment of the present disclosure.

[0028] Figure 7 It is a schematic diagram showing a vehicle control device according to an exemplary embodiment of the present disclosure.

[0029] Figure 8 It is a block diagram of a vehicle shown according to an exemplary embodiment.

[0030] Description of Reference Numerals 1. Hydrogen system; 2. Hydrogen system controller; 3. Fuel cell module; 4. Thermal management controller; 5. Vehicle controller; 6. Stack system; 7. Battery system; 8. Hydrogen supply system; 9. First plate heat exchanger; 10. Third plate heat exchanger; 11. Second plate heat exchanger; 12. Condenser; 13. Water tank; 14. Radiator; 15. Deionizer; 16. First thermistor; 17. Second three-way valve; 18. Third three-way valve; 19. Second thermistor; 20. First three-way valve; 21. Electronic expansion valve; 22. Battery controller; 23. Instrument panel; 24. Thermostat. Detailed Description of the Embodiment

[0031] The following will describe in detail the specific embodiments of the present disclosure with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only for explaining and illustrating the present disclosure, and are not used to limit the present disclosure.

[0032] Hydrogen energy vehicles mainly use 35MPa or 70MPa high-pressure gaseous hydrogen storage to provide gas sources for fuel cell modules, such as Figure 1As shown in the figure, it is a structural diagram of a hydrogen supply system in a fuel cell module. In this hydrogen supply system, there are multiple hydrogen cylinders, and energy is provided to the vehicle through these multiple hydrogen cylinders. Due to the diffusibility and compressibility of hydrogen, according to the ideal gas state equation PV = znRT, the remaining mass of hydrogen with the same volume is directly related to the temperature and pressure of the gas. Usually, during the actual use of the vehicle, the hydrogen SOC of the hydrogen supply system is set to 100% under certain set temperature conditions such as 15°C and certain set pressure conditions such as 35 MPa or 70 MPa. Under the same temperature condition, the actual hydrogen SOC values under different hydrogen storage pressures are calculated, and the hydrogen SOC value in the hydrogen supply system is displayed through the instrument in the vehicle, so that the user can judge whether hydrogen needs to be added or how many miles the vehicle can still travel.

[0033] However, the inventors found that during the hydrogen refueling process of the vehicle, as the refueling time increases, the temperature and pressure of the hydrogen in the hydrogen supply system will continuously rise. When the pressure reaches the set pressure and refueling stops, it is considered that the SOC reaches 100%. Due to the changes in temperature and pressure, the refueling mass is falsely high. For example, taking a 35 MPa, 450 L hydrogen storage cylinder as an example, the hydrogen density is 24.065 kg / m3 at a temperature of 15°C, and the hydrogen density is 20.71 kg / m3 at a temperature of 70°C, with a difference of 1.5 kg per single cylinder. When 4 hydrogen storage cylinders are filled, the mass difference is 6 kg. During the hydrogen refueling process, the hydrogen temperature will rise. After hydrogen refueling is completed, when the hydrogen temperature drops, the hydrogen SOC value will also decrease, and then there will be a situation where the hydrogen in the hydrogen supply system is not fully filled. During the vehicle's hydrogen use process, the state of the hydrogen supply system is mainly monitored through the HMS (Hydrogen System Controller). When the hydrogen cylinder in the hydrogen supply system reaches a certain set pressure value such as 5 MPa, the user will be prompted to refuel. When it reaches a certain set pressure value such as 3 MPa, the hydrogen supply will stop, and when it is lower than 3 MPa, it is impossible to enter the hydrogen refueling station for hydrogen refueling. Therefore, when affected by the low ambient temperature, the internal temperature of the hydrogen cylinder will also be lower than the set temperature for calculating the SOC, and hydrogen cannot be fully utilized.

[0034] In view of this, the present disclosure provides a vehicle control method, device, controller and vehicle to solve the technical problems existing in the above related technologies.

[0035] As Figure 2 shown, Figure 2 is a schematic diagram showing a vehicle control method according to an exemplary embodiment of the present disclosure. Referring to Figure 2 , the method includes: S201: Determine the hydrogen temperature and hydrogen pressure of the hydrogen supply system in the vehicle; S202: When the hydrogen temperature is not at the first target temperature, determine a first target duration according to the hydrogen temperature and the hydrogen pressure, where the first target temperature is the temperature corresponding to the hydrogen supply system when it is full of hydrogen; S203: Control the vehicle to adjust the hydrogen temperature in the hydrogen supply system for a duration reaching the first target duration, so that the hydrogen temperature in the hydrogen supply system reaches the first target temperature.

[0036] Through the above technical solution, when the hydrogen temperature of the hydrogen supply system is not at the first target temperature, determine the first target duration according to the hydrogen temperature and the hydrogen pressure. Then control the vehicle to adjust the hydrogen temperature in the hydrogen supply system for a duration reaching the first target duration, so that the hydrogen temperature in the hydrogen supply system reaches the first target temperature. Controlling the hydrogen temperature in the hydrogen supply system to reach the first target temperature according to the hydrogen temperature and hydrogen pressure in the hydrogen supply system can ensure that the hydrogen SOC value does not jump before and after the vehicle stops and during the hydrogen refueling process, and can reduce the occurrence of situations where the vehicle cannot be refueled or the hydrogen supply stops, thereby improving the accuracy of the hydrogen SOC value.

[0037] To enable those skilled in the art to better understand the vehicle control method provided by the present disclosure, the following will give a detailed example of each of the above steps.

[0038] Exemplarily, when the hydrogen temperature is not at the first target temperature, it may represent that the hydrogen temperature changes before and after the corresponding vehicle stops, or during the vehicle's driving, or during the vehicle's hydrogen refueling. In this regard, the embodiments of the present disclosure do not make specific limitations. The hydrogen temperature may be the temperature in the hydrogen cylinder of the hydrogen supply system.

[0039] In the embodiments of the present disclosure, when the hydrogen temperature in the vehicle's hydrogen supply system is not at the first target temperature, the hydrogen temperature and hydrogen pressure in the hydrogen cylinder of the hydrogen supply system will change with the use and injection of hydrogen. For example, when injecting hydrogen gas into the hydrogen cylinder, the hydrogen pressure and hydrogen temperature in the hydrogen cylinder will increase with the increase of hydrogen gas. When the vehicle is in use, the hydrogen pressure and hydrogen temperature in the hydrogen cylinder will decrease with the decrease of hydrogen gas. Thus, the hydrogen temperature and hydrogen pressure of the hydrogen supply system can be determined. The hydrogen supply system may be a device for storing hydrogen used by the vehicle, and the vehicle may be a hydrogen energy vehicle. In this regard, the embodiments of the present disclosure do not make specific limitations.

[0040] In an embodiment of the present disclosure, when the vehicle is in a parked state or during the hydrogen refueling process, the hydrogen temperature in the hydrogen supply system can be adjusted according to the hydrogen temperature and hydrogen pressure in the hydrogen supply system, and the hydrogen temperature can be adjusted to a first target temperature, so that the hydrogen SOC value in the hydrogen supply system can be within a preset threshold range, which can avoid the jump of the hydrogen SOC value in the vehicle, and thus the hydrogen SOC can be more accurate. The first target temperature can be the fixed temperature corresponding to the hydrogen cylinder in the hydrogen supply system when it is full of hydrogen. The first target temperature can be a fixed value or a preset range. For example, the first target temperature can be 15 °C, and the embodiments of the present disclosure do not make specific limitations on this.

[0041] In a possible manner, the method further includes: Determine the rated pressure range of the hydrogen supply system; The determining the first target duration according to the hydrogen temperature and the hydrogen pressure includes: Determine the first target duration according to the hydrogen temperature, the hydrogen pressure and the rated pressure range.

[0042] It should be understood that when determining the first target duration according to the hydrogen temperature and the hydrogen pressure, it can be determined according to the hydrogen temperature, the hydrogen pressure and the rated pressure range. The rated pressure range can be the pressure range of the hydrogen supply system when the vehicle is driving normally or during normal hydrogen refueling. The rated pressure range can be 3 MPa - 35 MPa, or 3 MPa - 70 MPa, and the embodiments of the present disclosure do not make specific limitations on this. In the embodiments of the present disclosure, the vehicle is in a state of normal driving or normal hydrogen refueling. Therefore, the hydrogen pressure of the vehicle is within the rated pressure range. Then, under the constraint that the hydrogen pressure is within the rated pressure range, the first target duration can be calculated according to the hydrogen temperature and the hydrogen pressure. Furthermore, during the process of controlling the vehicle to adjust the hydrogen temperature for a duration reaching the first target duration, the hydrogen pressure can be maintained within the rated pressure range.

[0043] Specifically, during the actual processing, under the constraint that the hydrogen pressure is within the rated pressure range, the first target duration is calculated based on the hydrogen temperature and the hydrogen pressure. When calculating the first target duration based on the hydrogen temperature and the hydrogen pressure, it can be calculated by methods in related technologies, which will not be elaborated here. When the hydrogen temperature is lower than the first target temperature, it can indicate that the temperature in the hydrogen cylinder of the hydrogen supply system is low; when the hydrogen temperature is higher than the first target temperature, it can indicate that the temperature in the hydrogen cylinder of the hydrogen supply system is high. Both of these situations may cause the hydrogen SOC value to be inaccurate. Therefore, the vehicle can be controlled to adjust the hydrogen temperature for the first target duration so that when the hydrogen temperature in the hydrogen supply system reaches the first target temperature, the hydrogen pressure is within the rated pressure range. When the vehicle adjusts the hydrogen temperature to reach the first target duration, the hydrogen pressure in the hydrogen supply system will not be greater than the maximum value of the rated pressure range nor less than the minimum value of the rated pressure range, and will always be within the rated pressure range.

[0044] Therefore, the first target duration can be calculated under the constraint that the hydrogen pressure is within the rated pressure range. And when the vehicle adjusts the hydrogen temperature in the hydrogen supply system to reach the first target duration, the hydrogen temperature in the hydrogen supply system can be maintained at the first target temperature, and at the same time, the hydrogen pressure can also be within the rated pressure range. Furthermore, the situation of the hydrogen SOC value of the vehicle jumping can be avoided. And the situation where the vehicle cannot be hydrogenated or the hydrogen supply stops can be reduced, thereby improving the accuracy of the hydrogen SOC value.

[0045] In a possible way, the first target temperature is determined as follows: Obtain the hydrogen temperature of the vehicle when it is parked, and determine the hydrogen temperature of the vehicle when it is parked as the first target temperature; The control of the vehicle to adjust the hydrogen temperature in the hydrogen supply system for the duration to reach the first target duration so that the hydrogen temperature in the hydrogen supply system reaches the first target temperature includes: When the vehicle starts again, control the vehicle to adjust the hydrogen temperature in the hydrogen supply system for the duration to reach the first target duration so that the hydrogen temperature in the hydrogen supply system after the vehicle starts reaches the first target temperature.

[0046] It should be understood that when the user starts the vehicle again after parking for a period of time, the hydrogen SOC value may jump due to temperature changes when the instrument displays the hydrogen SOC before and after parking, or after parking, the hydrogen temperature drops and the pressure drops below 3 MPa, resulting in the inability to enter the station for hydrogen refueling or the stop of hydrogen supply, causing the fuel cell system to be unable to start again. The above phenomena seriously affect the user's perception of use. Therefore, before the vehicle stops, the displayed hydrogen SOC value can be used as the hydrogen SOC value at the next start, and the hydrogen temperature of the vehicle when it stops can be determined as the first target temperature. When the vehicle starts again, the vehicle can be controlled to adjust the duration of heating the hydrogen temperature in the hydrogen supply system to reach the first target duration, so that the hydrogen temperature after the vehicle starts reaches the first target temperature, and thus the hydrogen SOC value at the start of the vehicle can be the same as the hydrogen SOC value when the vehicle stops, thereby avoiding the situation of the hydrogen SOC value of the vehicle jumping.

[0047] In a possible way, controlling the vehicle to adjust the duration of heating the hydrogen temperature in the hydrogen supply system to reach the first target duration includes: When the hydrogen temperature is lower than the first target temperature, controlling the stack system in the vehicle to heat the hydrogen temperature in the hydrogen supply system for the first target duration; or, When the hydrogen temperature is higher than the first target temperature, controlling the cooling system in the vehicle to cool the hydrogen temperature in the hydrogen supply system for the first target duration.

[0048] It should be understood that when the hydrogen temperature is lower than the first target temperature, it can represent that the temperature in the hydrogen supply system is relatively low at this time. At this time, the waste heat of the stack system in the vehicle can be used to heat the hydrogen temperature in the hydrogen supply system for the first target duration. When the hydrogen temperature is higher than the first target temperature, it can represent that the temperature in the hydrogen supply system is relatively high at this time. At this time, the cooling system in the vehicle can be used to cool the hydrogen temperature in the hydrogen supply system for the first target duration.

[0049] According to the relationship between the hydrogen temperature and the first target temperature, the vehicle can adjust the hydrogen temperature for the first target duration, which can ensure that the hydrogen SOC value does not jump before and after the vehicle stops and during the hydrogen refueling process, and can reduce the situation where the vehicle cannot be refueled or the hydrogen supply stops, thereby improving the accuracy of the hydrogen SOC value.

[0050] In a possible way, controlling the stack system in the vehicle to heat the hydrogen temperature in the hydrogen supply system for the first target duration includes: Determine the first temperature of the stack system; When the first temperature is higher than the second target temperature, controlling the waste heat in the stack system to heat the hydrogen temperature in the hydrogen supply system for the first target duration, or, Control the heat in the electric propulsion system and the heat in the second thermistor to heat the hydrogen temperature in the hydrogen supply system for the first target duration, where the second target temperature is the maximum operating temperature in the normal operating state of the fuel cell system.

[0051] It should be understood that when the first temperature is greater than the second target temperature, the waste heat in the fuel cell system can be controlled to heat the hydrogen temperature for the first target duration so that the hydrogen temperature reaches the first target temperature, or the waste heat in the fuel cell system and the heat of the second thermistor can also be controlled to heat the hydrogen temperature. The embodiments of the present disclosure do not make specific limitations on this.

[0052] During the actual processing, as Figure 3 shown, when the circuit where the fuel cell system 6 is located includes the thermostat 24 and the first thermistor 16, the second port of the thermostat 24 in the circuit where the fuel cell system 6 is located can be controlled to be in an open state, and the fuel cell system 6 can be heated by controlling the output power of the first thermistor 16 in the circuit where the fuel cell system 6 is located. The circuit where the fuel cell system 6 is located further includes the thermostat 24, the first three-way valve 20, and the first plate heat exchanger 9. Thus, when the second temperature is greater than the second target temperature, it can represent that the temperature of the fuel cell system 6 is too high at this time. Furthermore, the third port of the thermostat 24 and the first three-way valve 20 in the circuit where the fuel cell system 6 is located can be controlled to be in an open state, and the heat stored in the fuel cell system 6 can be transmitted to the first plate heat exchanger 9 in the circuit where the fuel cell system 6 is located through the first three-way valve 20. Furthermore, the hydrogen temperature in the hydrogen supply system 8 can be heated for the first target duration through the first plate heat exchanger 9 so that the hydrogen temperature reaches the first target temperature. Furthermore, it is not necessary to adjust the hydrogen temperature in the hydrogen supply system through the output power of the second thermistor 19 in the circuit where the hydrogen supply system 8 is located.

[0053] When the second temperature in the fuel cell system 6 is greater than the second target temperature, heating the hydrogen in the hydrogen supply system 8 by the heat of the fuel cell system 6 can be achieved so that the hydrogen temperature reaches the first target temperature, and thus the situation of the hydrogen SOC value in the vehicle jumping can be avoided.

[0054] In a possible manner, the controlling the fuel cell system in the vehicle to heat the hydrogen temperature in the hydrogen supply system for the first target duration includes: Determine the second temperature of the fuel cell system; When the second temperature is less than the second target temperature, control the second thermistor to heat the hydrogen temperature in the hydrogen supply system for the first target duration, where the second target temperature is the maximum operating temperature in the normal operating state of the fuel cell system.

[0055] It should be understood that when the second temperature is lower than the second target temperature, it can indicate that the temperature of the fuel cell system is not high at this time, and the hydrogen temperature in the hydrogen supply system can be heated by the second thermistor.

[0056] During the actual processing, as Figure 3 shown, the loop where the hydrogen supply system 8 is located includes the first plate heat exchanger 9, the second thermistor 19, and the second three-way valve 17. When the second temperature is lower than the second target temperature, it can indicate that the temperature of the fuel cell system 6 is not high at this time. Therefore, by controlling the output power of the second thermistor 19 in the loop where the hydrogen supply system 8 is located, the hydrogen temperature in the hydrogen supply system 8 can be heated by the output power of the second thermistor 19. The heat generated by the output power of the second thermistor 19 can directly heat the hydrogen in the hydrogen supply system 8 through the second three-way valve 17 in the loop where the hydrogen supply system 8 is located, so that the hydrogen temperature in the hydrogen supply system 8 reaches the first target temperature, and thus the situation of the hydrogen SOC value in the vehicle jumping can be avoided.

[0057] When the second temperature is higher than the second target temperature, it can indicate that the temperature in the fuel cell system 8 is too high at this time. By controlling the opening of the third port of the thermostat 24 and the first three-way valve 20, the hydrogen temperature can be heated for the first target duration by means of heat exchange between the output power of the second thermistor 19 in the loop where the hydrogen supply system 8 is located and the first plate heat exchanger 9, so that the hydrogen temperature in the hydrogen supply system 8 can be maintained at the first target temperature. It can ensure that the hydrogen SOC value does not jump before and after the vehicle stops and during the hydrogen refueling process, and can reduce the situation where the vehicle cannot be refueled or the hydrogen supply stops, and thus improve the accuracy of the hydrogen SOC value.

[0058] In a possible manner, the controlling the cooling system in the vehicle to cool the hydrogen temperature in the hydrogen supply system for the first target duration includes: Controlling the heat of the cooling system to cool the hydrogen temperature in the hydrogen supply system for the first target duration.

[0059] It should be understood that when the hydrogen temperature is lower than the first target temperature, the hydrogen temperature can reach the first target temperature by heating the hydrogen temperature in the hydrogen supply system. When the hydrogen temperature is higher than the first target temperature, the hydrogen temperature needs to be cooled to reduce the hydrogen temperature to the first target temperature.

[0060] Specifically, as Figure 3As shown, the vehicle control device further includes a cooling system, which can be used to cool the hydrogen temperature, and the loop where the cooling system is located includes a condenser 12. When the hydrogen pressure is within the rated pressure range, the second target duration can be determined according to the hydrogen temperature and the first target temperature. Here, the second target duration can be the target duration calculated according to the hydrogen temperature and the first target temperature in related technologies, and specific limitations are not made in this embodiment. Then, the cooling system can be controlled to cool the hydrogen temperature in the hydrogen supply system for the second target duration, so that the hydrogen temperature reaches the first target temperature, and further, the hydrogen SOC value in the vehicle can be within the preset threshold range, and the situation of sudden change of the hydrogen SOC value can be avoided.

[0061] In the cooling system, a condenser 12 can be set. Then, when the hydrogen temperature is greater than the first target temperature, the third three-way valve 18 in the cooling system can be controlled to open, and then the hydrogen in the hydrogen supply system can be cooled by the condenser 12 for the second target duration, so that the hydrogen temperature reaches the second target temperature.

[0062] In another possible way, as Figure 4 shown, a cooling pipeline and a heating pipeline can be set on the hydrogen storage bottle, and both the cooling pipeline and the heating pipeline are wound around the hydrogen storage bottle. In Figure 4 this figure, the thick line can represent the cooling pipeline, and the thin line can represent the heating pipeline. Then, when heating the hydrogen in the hydrogen storage bottle, the hydrogen in the hydrogen storage bottle can be heated through the heating pipeline, and when cooling the hydrogen in the hydrogen storage bottle, the hydrogen in the hydrogen storage bottle can be cooled through the cooling pipeline. Among them, at the cooling end inlet, an electronic expansion valve is also provided, and the duration and effect of cooling hydrogen can be controlled by controlling the opening degree of the electronic expansion valve.

[0063] In a possible way, the method further includes: Determine the third temperature of the battery system in the vehicle; When the third temperature is less than the third target temperature, determine the second target duration according to the third temperature and the third target temperature, where the third target temperature is the temperature of the battery system in the normal operation state; Control the waste heat of the stack system in the vehicle to heat the battery system for the second target duration, or control the waste heat in the stack system and the heat in the first thermistor to heat the battery system for the second target duration, so that the third temperature reaches the third target temperature.

[0064] It should be understood that in the vehicle, a battery system is further included. When the third temperature in the battery system is lower than the third target temperature, the heat in the fuel cell system can also be controlled to heat the battery system, so that the third temperature in the battery system can reach the third target temperature. Among them, the third target temperature can be the temperature corresponding to the normal operation of the battery system.

[0065] During the operation of the vehicle, the temperature of the battery system may show abnormal conditions such as being too high or too low. In the embodiments of the present disclosure, when the third temperature is lower than the third target temperature, it can indicate that the operating temperature of the battery system is abnormal at this time. The second target duration can be determined according to the third temperature and the third target temperature. Then, the fuel cell system can be controlled to heat the battery system for the second target duration, so that the temperature of the battery system is maintained at the third target temperature.

[0066] In a possible way, the method further includes: Determine the fourth temperature of the battery system. When the fourth temperature is lower than the third target temperature, determine the third target duration according to the fourth temperature and the third target temperature; Control the fuel cell system to heat the battery system for the third target duration, so that the fourth temperature reaches the third target temperature. Among them, the third target temperature is the temperature of the battery system in a normal operating state.

[0067] It should be understood that in the vehicle, when the fourth temperature in the battery system is lower than the third target temperature, the heat in the fuel cell system can also be controlled to heat the battery system, so that the fifth temperature in the battery system can reach the third target temperature.

[0068] During the operation of the vehicle, the temperature of the battery system may show abnormal conditions such as being too high or too low. In the embodiments of the present disclosure, when the fourth temperature is lower than the third target temperature, it can indicate that the operating temperature of the battery system is abnormal at this time. The third target duration can be determined according to the fifth temperature and the third target temperature. Then, the fuel cell system can be controlled to heat the battery system for the third target duration, so that the fifth temperature of the battery system 7 is maintained at the third target temperature.

[0069] In a possible way, determine the sixth temperature of the battery system. When the sixth temperature is higher than the second target temperature, control the third port of the thermostat and the first three-way valve in the circuit where the fuel cell system is located to be in an open state, so as to heat the battery system through the first plate heat exchanger for the third target duration, or When the fifth temperature is higher than the second target temperature, control the third port of the thermostat and the first three-way valve to be in an open state, so as to heat the battery system through the first plate heat exchanger and the first thermistor for the third target duration.

[0070] It should be understood that in the battery system, the heating of the battery system can be controlled according to the relationship between the fifth temperature and the second target temperature of the battery system. When the fifth temperature is greater than the second target temperature, the heat of the battery system can be dissipated to the first plate heat exchanger, and the first plate heat exchanger dissipates the heat to the second plate heat exchanger, and the battery system is heated for a third target duration through the second plate heat exchanger. Or the battery system can be heated for a third target duration through the first plate heat exchanger and the second thermistor.

[0071] In a possible way, the method further includes: When the fifth temperature is less than the second target temperature, control the third port of the thermostat and the first three-way valve to be in a closed state to control the output power of the first thermistor to heat the battery system for the third target duration.

[0072] It should be understood that when the fifth temperature is less than the second target temperature, it can represent that there is no excess heat in the battery system at this time. At this time, the output power of the first thermistor can be controlled to heat the battery system for the third target duration so that the fifth temperature of the battery system reaches the third target temperature.

[0073] In another possible way, when the fifth temperature is less than the second target temperature, the condenser in the cooling system can be controlled to cool the battery system so that the sixth temperature of the battery system reaches the third target temperature.

[0074] In the specific implementation process, such as Figure 3 and Figure 5 shown, when the vehicle is parked or during the vehicle hydrogenation process, the temperatures of the various systems in the vehicle control device can be adjusted through the following modules.

[0075] When adjusting the fuel cell stack system 6, the vehicle control device further includes a fuel cell controller 22 (FCU, Fuel Cell Control Unit), a data processor 25, and a thermal management controller 4 (TMS, Thermal Management System). The fuel cell controller 22 can measure the temperature of the fuel cell stack system 6 through a built-in temperature sensor. The data processor 25 can be used to process vehicle-related data collected. The thermal management controller 4 can set the normal operating temperature of the fuel cell stack system 6 to T1_req. When the second temperature T1_act of the fuel cell stack system 6 is lower than the lowest temperature threshold T1_min in the fuel cell stack system 6, the second port of the thermostat 24 opens, heating the coolant in the small circulation through the first thermistor 16, and inputting it into the fuel cell stack system 6 through the deionizer 15 until heating gradually stops after T1_act reaches T1_req to meet the fuel cell target power output requirement. As the coolant temperature continuously rises, when T1_act of the fuel cell stack system 6 reaches the highest temperature threshold T1_max, the second port of the thermostat 24 closes and the third port of the first three-way valve 20 gradually opens. The internal coolant temperature of the radiator 14 is controlled by the rotational speed of the cooling fan in the large circulation to reduce the coolant inlet temperature into the stack, and a water tank 13 is provided beside the radiator to make T1_act reach T1_req. Among them, the coolant pump M1 adjusts the rotational speed in real time through PWM (Pulse Width Modulation) to control the coolant flow rate.

[0076] When adjusting the battery system 7, the vehicle control device further includes a battery module controller BMS (Battery Management System). The battery module controller monitors the temperature of the battery system 7 through a temperature sensor. The thermal management controller 4 sets the third target temperature of the battery system 7 to T2_req, and heating starts when the fifth temperature T2_act of the battery system 7 is lower than the lowest temperature threshold T2_min of the battery system 7. Among them, heating can be carried out in the following manner.

[0077] When the T1_act of the stack system 6 does not reach T1_max, the third port of the thermostat 24 is closed, and when the first three-way valve 20 is closed, the coolant circulation circuit of the battery system 7 is heated by adjusting the power output of the second thermistor 19 so that the T2_act of the battery system 7 reaches T2_req. When the T1_act of the stack system 6 reaches the highest temperature threshold T1_max, the third port of the thermostat 24 is opened, and at the same time the first three-way valve 20 is opened. The coolant circulation circuit of the battery system 7 is heated jointly by the first plate heat exchanger 9 and by adjusting the power output of the second thermistor 19 so that the T2_act of the battery system 7 reaches the temperature T2_req. When the T1_act of the stack system 6 ≥ T1_max, with the third port of the thermostat 24 opened and the first three-way valve 20 opened at the same time, the coolant circulation circuit of the battery system 7 can be heated only by the first plate heat exchanger 9 to make the T2_act of the battery system 7 reach T2_req, and there is no need for the second thermistor 19 to work externally to save power consumption loss. When the T2_act of the battery system 7 is higher than the highest temperature threshold T2_max, the battery system 7 is cooled. The refrigerant becomes a high-pressure and low-temperature liquid refrigerant through the condenser 12. By controlling the valve opening of the third three-way valve 18 and the valve opening of the electronic expansion valve 21, an external circulation cooling system of the battery system 7 is formed through the second plate heat exchanger 11 to cool the internal circulation coolant of itself to meet the battery cooling requirements.

[0078] When controlling the hydrogen supply system 8, taking the vehicle parking as an example, before the vehicle stops, the hydrogen system controller 2 monitors the hydrogen pressure P_act and the hydrogen temperature T3_act in real time through sensors. Their values are fed back to the vehicle controller 5 (VCU, Vehicle Control Unit) through the CAN (Controller Area Network, serial communication protocol bus) line, and then fed back to the thermal management controller 4 by the vehicle controller 5. The thermal management controller 4 sets the first target temperature in the hydrogen supply system 8 as T3_req. And the hydrogen pressure P_act should satisfy P_min ≤ P_act ≤ P_max. Under the condition of P3_min ≤ P_act ≤ P3_max, when the T3_act is lower than T3_req, that is, when the vehicle is in an extremely cold environment, the first target duration is determined according to the T3_act and T3_req, and at the same time, the external thermal circulation is controlled by the thermal management controller 4 to heat the hydrogen supply system 8. Among them, the extremely cold environment can be winter, and the embodiments of the present disclosure do not make specific limitations in this regard. The specific heating method can be carried out in the following way.

[0079] When T1_act does not reach T1_max, the thermal management controller 4 controls the third port of the thermostat 24 to close and the first three-way valve 20 to close. The thermal management controller 4 heats the coolant circulation loop of the hydrogen supply system 8 for a first target duration by adjusting the power output of the second thermistor 19, so that T3_act reaches T3_req.

[0080] When T1_act reaches T1_max, the thermal management controller 4 controls the third port of the thermostat 24 to open, and at the same time the first three-way valve 20 opens. By controlling the power outputs of the first plate heat exchanger 9 and the second thermistor 19 together, the coolant circulation loop of the hydrogen supply system 8 is heated for a first target duration, so that T3_act reaches T3_req.

[0081] When T1_act ≥ T1_max, the thermal management controller 4 controls the third port of the thermostat 24 to open, and at the same time the first three-way valve 20 opens. When only heating the coolant circulation loop of the hydrogen supply system 8 through the first plate heat exchanger 9, T3_act can reach T3_req without controlling the second thermistor 19 to work externally to save power consumption loss, and at the same time, an energy-saving effect can be achieved.

[0082] Before the vehicle stops, the hydrogen supply system 8 can be heated in the above three different ways so that T3_act reaches T3_req. At this time, the vehicle can stop and turn off the high and low voltages in sequence, record the hydrogen SOC value, display the hydrogen SOC value on the dashboard 23, and use it as the hydrogen SOC value for the next start.

[0083] When P3_min ≤ P_act ≤ P3_max, when T3_act is higher than T3_req, that is, when the vehicle is in a high-temperature environment, the vehicle controller 5 can determine the second target duration according to T3_act and T3_req. The thermal management controller 4 can cool the hydrogen supply system 8 through the external cycle according to the second target duration. Among them, the high-temperature environment can be summer, and the embodiments of the present disclosure do not make specific limitations. Specifically, the cooling cycle of the hydrogen supply system 8 can share the refrigerant medium with the air-conditioning system and become a high-pressure and low-temperature liquid refrigerant through the condenser 12. The thermal management controller 4 controls the opening degree of the third port of the third three-way valve 18 and cools itself through the condenser 12 in the cooling module so that T3_act reaches T3_req. At the same time, it can calculate whether the battery system 7 needs to be cooled and the cooling capacity requirements of each according to the vehicle controller 5. After comprehensive judgment, the thermal management controller 4 controls and calculates whether the second port and the third port of the third three-way valve 18 are opened and the opening degree, and then can open both at the same time or selectively open and accurately control the refrigerant medium flow rate of the opening degree to meet the cooling requirements of different forms of the battery system 7 or the hydrogen supply system 8 or both together until the hydrogen supply system 8 reaches the target temperature T3_req. When T3_act reaches T3_req, the vehicle can park and turn off the high and low power in sequence, and record the hydrogen SOC value at this temperature as the instrument display and as the hydrogen SOC value at the next start. When the vehicle is parked and restarted, the hydrogen SOC value can be used as the hydrogen SOC value before the last parking of the dashboard 23, without jumping and not being affected by high-temperature or cold environments.

[0084] When the vehicle is in a high-temperature environment, the battery system 7 can be cooled preferentially, followed by the hydrogen supply system 8, and finally the fuel cell stack system 6. Through the above technical solutions, during the vehicle startup process, the hydrogen SOC value can be displayed as the true value and be consistent with the hydrogen SOC before parking. At the same time, the accuracy of the hydrogen SOC value and the driving range can be improved, avoiding perception problems for the driver.

[0085] When the vehicle is refueling at a hydrogen refueling station, since the internal temperature of the hydrogen storage bottle increases, the hydrogen SOC value may be falsely high. The temperature of the hydrogen in the hydrogen supply system 8 can be adjusted through the above technical solutions, thereby avoiding the situation of jumping of the hydrogen SOC value.

[0086] During the vehicle operation, the change in the internal temperature of the hydrogen storage bottle in the hydrogen supply system 8 causes the hydrogen inside the hydrogen storage bottle to not be fully utilized or unable to enter the hydrogen refueling station for refueling or stop supplying hydrogen, resulting in the problem that the fuel cell system 7 cannot be started. The temperature of the hydrogen in the hydrogen supply system 8 can be adjusted through the above technical solutions, thereby avoiding the situation of jumping of the hydrogen SOC value.

[0087] Among them, the hydrogen system controller 2 can be used to monitor and control the supply of hydrogen in the hydrogen system 1. The vehicle controller 5 can be used to analyze and process the input data. The thermal management controller 4 can be used to coordinate and manage all the electronic systems of the vehicle. The fuel cell module 3 can be a device that converts hydrogen and oxygen into electrical energy. In practical applications, the hydrogen system controller 2 can be respectively connected to the vehicle controller 5 and the hydrogen system 1. Furthermore, the hydrogen system controller 2 can transmit the measured temperature and pressure of hydrogen in the hydrogen system 1 to the vehicle controller 5. The thermal management controller 4 can inversely control the hydrogen system controller 2 according to the transmitted data, and then control the hydrogen system 1.

[0088] Through the above technical solution, controlling the hydrogen SOC value in the hydrogen supply system 8 to be maintained within a preset threshold range according to the hydrogen temperature and hydrogen pressure in the hydrogen supply system 8 can ensure that the hydrogen SOC value does not jump during the process of vehicle parking, operation, and hydrogen refueling, and can reduce the occurrence of situations where the vehicle cannot be refueled or the hydrogen supply stops. Furthermore, the accuracy of the hydrogen SOC value can be improved.

[0089] Based on the same concept, this embodiment also discloses a vehicle control device. Refer to Figure 7 , Figure 7 which is a schematic diagram showing a vehicle control device 700 according to an exemplary embodiment of the present disclosure. As Figure 7 shown, it includes a first determination module 701, a second determination module 702, and a control module 703; The first determination module 701 is used to determine the hydrogen temperature and hydrogen pressure of the hydrogen supply system in the vehicle; The second determination module 702 is used to determine a first target duration according to the hydrogen temperature and the hydrogen pressure when the hydrogen temperature is not at the first target temperature, where the first target temperature is the temperature corresponding to the hydrogen supply system when it is full of hydrogen; The control module 703 is used to control the vehicle to adjust the duration of the hydrogen temperature in the hydrogen supply system to reach the first target duration, so that the hydrogen temperature in the hydrogen supply system reaches the first target temperature.

[0090] Optionally, the first target temperature is determined by the following method: Obtain the hydrogen temperature of the vehicle when it is parked, and determine the hydrogen temperature of the vehicle when it is parked as the first target temperature; The control module 703 is used for: When the vehicle starts again, control the vehicle to adjust the duration of the hydrogen temperature in the hydrogen supply system to reach the first target duration, so that the hydrogen temperature in the hydrogen supply system after the vehicle starts reaches the first target temperature.

[0091] Optionally, the control module 703 is configured to: When the hydrogen temperature is lower than the first target temperature, control the fuel cell system in the vehicle to heat the hydrogen temperature in the hydrogen supply system for the first target duration; or, When the hydrogen temperature is higher than the first target temperature, control the cooling system in the vehicle to cool the hydrogen temperature in the hydrogen supply system for the first target duration.

[0092] Optionally, the control module 703 includes: A third determination module, configured to determine the first temperature of the fuel cell system; A first heating module, configured to, when the first temperature is higher than the second target temperature, control the waste heat in the fuel cell system to heat the hydrogen temperature in the hydrogen supply system for the first target duration, or, Control the waste heat in the fuel cell system and the heat in the second thermistor to heat the hydrogen temperature in the hydrogen supply system for the first target duration, where the second target temperature is the maximum operating temperature in the normal operating state of the fuel cell system.

[0093] Optionally, the control module 703 includes: A fourth determination module, configured to determine the second temperature of the fuel cell system; A second heating module, configured to, when the second temperature is lower than the second target temperature, control the second thermistor to heat the hydrogen temperature in the hydrogen supply system for the first target duration, where the second target temperature is the maximum operating temperature in the normal operating state of the fuel cell system.

[0094] Optionally, the control module 703 includes: A cooling module, configured to control the heat of the cooling system to cool the hydrogen temperature in the hydrogen supply system for the first target duration.

[0095] Optionally, the device further includes: A fifth determination module, configured to determine the rated pressure range of the hydrogen supply system; The second determination module is configured to: Determine the first target duration according to the hydrogen temperature, the hydrogen pressure, and the rated pressure range.

[0096] Based on the same concept, this embodiment also discloses a controller, including: A memory, on which a computer program is stored; A processor, configured to execute the computer program in the memory to implement the steps of the vehicle control method disclosed in this embodiment.

[0097] Based on the same concept, this embodiment also discloses a vehicle, including the controller disclosed in this embodiment.

[0098] Figure 8 FIG. 800 is a block diagram of a vehicle 800 shown according to an exemplary embodiment. For example, the vehicle 800 may be a hybrid vehicle, or a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 800 may be an autonomous vehicle or a semi-autonomous vehicle.

[0099] Referring to Figure 8 , the vehicle 800 may include various subsystems. For example, the infotainment system 810, the perception system 820, the decision control system 830, the drive system 840, and the computing platform 850. Among them, the vehicle 800 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of the vehicle 800 may be interconnected by wired or wireless means.

[0100] In some embodiments, the infotainment system 810 may include a communication system, an entertainment system, and a navigation system, etc.

[0101] The perception system 820 may include several sensors for sensing information about the environment around the vehicle 800. For example, the perception system 820 may include a global positioning system (the global positioning system may be a GPS system, or a Beidou system, or other positioning systems), an inertial measurement unit (IMU), lidar, millimeter wave radar, ultrasonic radar, and a camera device.

[0102] The decision control system 830 may include a computing system, a vehicle controller, a steering system, an accelerator, and a braking system.

[0103] The drive system 840 may include components that provide motive power for the vehicle 800. In one embodiment, the drive system 840 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine can convert the energy provided by the energy source into mechanical energy.

[0104] Some or all functions of the vehicle 800 are controlled by the computing platform 850. The computing platform 850 may include at least one processor 851 and a memory 852, and the processor 851 may execute instructions 853 stored in the memory 852.

[0105] The processor 851 can be any conventional processor, such as a commercially available CPU. The processor may also include, for example, a Graphic Process Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0106] The memory 852 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disk.

[0107] In addition to the instructions 853, the memory 852 can also store data, such as road maps, route information, data on the position, direction, speed, etc. of the vehicle. The data stored in the memory 852 can be used by the computing platform 850.

[0108] In an embodiment of the present disclosure, the processor 851 can execute the instructions 853 to complete all or part of the steps of the above-described vehicle control method.

[0109] In another exemplary embodiment, there is also provided a computer-readable storage medium including program instructions, which, when executed by a processor, implement the steps of the above-described vehicle control method. For example, the computer-readable storage medium can be the above-described memory 852 including program instructions, and the above program instructions can be executed by the processor 851 of the vehicle 800 to complete the above-described vehicle control method.

[0110] In another exemplary embodiment, there is also provided a computer program product, which includes a computer program capable of being executed by a programmable device, and the computer program has a code portion for executing the above-described method for determining the vehicle pose when executed by the programmable device.

[0111] The preferred embodiments of the present disclosure have been described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0112] In addition, it should be noted that, for each of the specific technical features described in the above specific embodiments, they can be combined in any appropriate manner without conflict. To avoid unnecessary repetition, the present disclosure will not separately describe various possible combinations.

[0113] In addition, any combination can be made among various different embodiments of the present disclosure, as long as it does not violate the idea of the present disclosure, and it should also be regarded as the content disclosed by the present disclosure.

Claims

1. A vehicle control method, characterized in that, The method includes: Determining the hydrogen temperature and hydrogen pressure of the hydrogen supply system in the vehicle; When the hydrogen temperature is not at the first target temperature, determining a first target duration according to the hydrogen temperature and the hydrogen pressure, where the first target temperature is the temperature corresponding to the hydrogen supply system when it is filled with hydrogen; Controlling the vehicle to adjust the hydrogen temperature in the hydrogen supply system for the first target duration so that the hydrogen temperature in the hydrogen supply system reaches the first target temperature.

2. The vehicle control method according to claim 1, characterized in that The first target temperature is determined by the following method: Obtaining the hydrogen temperature of the vehicle when it is parked and determining the hydrogen temperature of the vehicle when it is parked as the first target temperature; The controlling the vehicle to adjust the hydrogen temperature in the hydrogen supply system for the first target duration so that the hydrogen temperature in the hydrogen supply system reaches the first target temperature includes: When the vehicle starts again, controlling the vehicle to adjust the hydrogen temperature in the hydrogen supply system for the first target duration so that the hydrogen temperature in the hydrogen supply system after the vehicle starts reaches the first target temperature.

3. The vehicle control method according to claim 1, wherein, The controlling the vehicle to adjust the hydrogen temperature in the hydrogen supply system for the first target duration includes: When the hydrogen temperature is less than the first target temperature, controlling the stack system in the vehicle to heat the hydrogen temperature in the hydrogen supply system for the first target duration; or, When the hydrogen temperature is greater than the first target temperature, controlling the cooling system in the vehicle to cool the hydrogen temperature in the hydrogen supply system for the first target duration.

4. The vehicle control method according to claim 3, wherein The controlling the stack system in the vehicle to heat the hydrogen temperature in the hydrogen supply system for the first target duration includes: Determining a first temperature of the stack system; When the first temperature is greater than a second target temperature, controlling the waste heat in the stack system to heat the hydrogen temperature in the hydrogen supply system for the first target duration, or, Controlling the waste heat in the stack system and the heat in the second thermistor to heat the hydrogen temperature in the hydrogen supply system for the first target duration, where the second target temperature is the maximum operating temperature of the stack system in the normal operating state.

5. The vehicle control method according to claim 3, wherein The controlling the stack system in the vehicle to heat the hydrogen temperature in the hydrogen supply system for the first target duration includes: Determining a second temperature of the stack system; When the second temperature is less than the second target temperature, controlling the second thermistor to heat the hydrogen temperature in the hydrogen supply system for the first target duration, where the second target temperature is the maximum operating temperature of the stack system in the normal operating state.

6. The vehicle control method according to claim 3, wherein, The controlling the cooling system in the vehicle to cool the hydrogen temperature in the hydrogen supply system for the first target duration includes: Controlling the heat of the cooling system to cool the hydrogen temperature in the hydrogen supply system for the first target duration.

7. The vehicle control method according to any one of claims 1-6, characterized in that, The method further includes: Determining the rated pressure range of the hydrogen supply system; The determining the first target duration according to the hydrogen temperature and the hydrogen pressure includes: Determine the first target duration according to the hydrogen temperature, the hydrogen pressure, and the rated pressure range.

8. A vehicle control device, characterized in that, It includes a first determination module, a second determination module, and a control module; The first determination module is configured to determine the hydrogen temperature and the hydrogen pressure of the hydrogen supply system in the vehicle; The second determination module is configured to determine a first target duration according to the hydrogen temperature and the hydrogen pressure when the hydrogen temperature is not at a first target temperature, where the first target temperature is the temperature corresponding to the hydrogen supply system when it is filled with hydrogen; The control module is configured to control the vehicle to adjust the duration of the hydrogen temperature in the hydrogen supply system to reach the first target duration, so that the hydrogen temperature reaches the preset temperature threshold range.

9. A controller, characterized in that, It includes: A memory, on which a computer program is stored; A processor, configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 1-7.

10. A vehicle, characterized in that, It includes the controller according to claim 9.

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