Vehicle control method and device, vehicle and storage medium

Abstract

The invention particularly relates to a vehicle control method and device, a vehicle and a storage medium, the vehicle comprises a first capacitor, a switch part and a second capacitor, and the method comprises the following steps that whether the vehicle is in a braking energy recovery mode or not is judged; if the vehicle is in the braking energy recovery mode, the current voltage of the first capacitor is obtained, the target state of the switching piece is determined according to the current voltage, and the switching piece is adjusted to the target state so that the first capacitor and / or the second capacitor can be charged through the whole vehicle energy distribution unit; and if the vehicle is not in the braking energy recovery mode, the current capacity of the first capacitor and the current power demand of the vehicle are obtained, and the first capacitor and / or the second capacitor are / is controlled to output energy based on the current capacity and / or the current power demand. Therefore, the problem that the fuel cell system in the fuel cell automobile cannot independently realize power following and the like is solved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, device, vehicle, and storage medium. Background Art

[0002] Currently, fuel cells have a relatively slow dynamic response speed and are unable to adapt to the sudden acceleration and deceleration experienced by fuel cell vehicles. Therefore, they require a larger lithium battery to smooth out peaks and fill valleys. However, lithium batteries can pollute the environment, and reducing the power battery capacity is key to improving the environmental friendliness of fuel cell vehicles.

[0003] In related technologies, the power control strategy of the fuel cell system is usually optimized to reduce dependence on the power battery.

[0004] However, it is difficult for fuel cell systems to directly exhibit the power-following characteristic, which is not only not conducive to the modular management of fuel cell systems, but also makes it difficult for fuel cells to independently select the power and load-up and load-down rates that are most conducive to their economy and service life. This problem needs to be solved urgently. Summary of the Invention

[0005] The present application provides a vehicle control method, device, vehicle and storage medium to solve the problem that the fuel cell system in a fuel cell vehicle cannot independently achieve power following.

[0006] A first embodiment of the present application provides a vehicle control method, wherein the vehicle includes a first capacitor, a switch element, and a second capacitor, wherein the switch element is disposed between the first capacitor and a vehicle energy distribution unit, and the second capacitor is disposed within a fuel cell system. The method includes the following steps:

[0007] Determine whether the vehicle is in brake energy recovery mode;

[0008] If the vehicle is in the braking energy recovery mode, obtaining a current voltage of the first capacitor, determining a target state of the switch element based on the current voltage, and adjusting the switch element to the target state to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit;

[0009] If the vehicle is not in the braking energy recovery mode, the current capacity of the first capacitor and the current power demand of the vehicle are obtained, and based on the current capacity and / or the current power demand, the first capacitor and / or the second capacitor are controlled to output energy.

[0010] Optionally, determining a target state of the switch element according to the current voltage and adjusting the switch element to the target state so as to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit includes:

[0011] Determining whether the current voltage is less than a preset bus voltage;

[0012] If the current voltage is less than the preset bus voltage, controlling the switch element to be in a first connection state, so that the vehicle energy distribution unit is electrically connected to the first capacitor and charges the first capacitor until the current voltage after charging reaches the preset bus voltage;

[0013] The switch component is controlled to be in a second connection state, so that the whole vehicle energy distribution unit is electrically connected to the first capacitor through the switch component to charge the first capacitor until the voltage of the first capacitor reaches the preset upper limit voltage, and the switch component is controlled to be in a disconnected state to charge the second capacitor through the whole vehicle energy distribution unit.

[0014] Optionally, controlling the first capacitor or the second capacitor to output energy based on the current capacity and / or the current power demand includes:

[0015] Determining whether the current capacity is greater than a preset capacity;

[0016] If the current capacity is greater than a preset capacity, energy is output through the first capacitor; otherwise, an output power of the fuel cell system is determined according to the current power demand, and when the fuel cell system is controlled to output energy based on the output power, whether there is a power output delay of the fuel cell system is identified;

[0017] If there is a power output delay in the fuel cell system, auxiliary energy output is performed through the second capacitor.

[0018] Optionally, when the first capacitor and / or the second capacitor is charged by the vehicle energy distribution unit, the method further includes:

[0019] Obtaining a first cumulative number of charge and discharge times of the first capacitor in a preset life cycle and a second cumulative number of charge and discharge times of the second capacitor in the preset life cycle;

[0020] If the first cumulative charge and discharge times are greater than the second cumulative charge and discharge times, and the difference between the first cumulative charge and discharge times and the second cumulative charge and discharge times is greater than a preset threshold, it is determined that the charging priority of the first capacitor is higher than the charging priority of the second capacitor;

[0021] If the second cumulative charge and discharge times are greater than the first cumulative charge and discharge times, and the difference between the second cumulative charge and discharge times and the first cumulative charge and discharge times is greater than the preset threshold, it is determined that the charging priority of the second capacitor is higher than the charging priority of the first capacitor.

[0022] Optionally, before determining whether the vehicle is in the braking energy recovery mode, the method further includes:

[0023] Obtaining a current temperature of the fuel cell system and a current charge level of the power battery; if the current temperature is less than a preset temperature, then, provided the current charge level is less than the preset charge level and the vehicle is connected to a preset external power source, performing a fuel cell system heating operation and detecting whether a first heated-up temperature of the fuel cell stack is greater than an upper limit of a first temperature range;

[0024] When the temperature after the first heating is greater than the upper limit of the first temperature range, starting the fuel cell system of the vehicle, generating disconnection reminder information of the preset external power supply, sending the disconnection reminder information to a preset mobile terminal, and detecting whether the preset external power supply is in a disconnected state;

[0025] When the preset external power source is not in the disconnected state, the vehicle is prohibited from moving.

[0026] Optionally, after determining that the current power level is less than the preset power level, the method further includes:

[0027] Determining whether the vehicle's external power start switch is in an on state;

[0028] generating a reminder message for turning on the external power start switch when the external power start switch of the vehicle is not in the turned-on state;

[0029] Performing a start reminder based on the reminder information, and detecting whether there is an abnormal connection between the vehicle and a preset external power source when the external power start switch is in the on state;

[0030] If the abnormal connection between the vehicle and the preset external power source does not exist, it is determined that the vehicle and the preset external power source are in the connected state.

[0031] Optionally, after determining that the current temperature is within the first temperature range, the method further includes:

[0032] When the current power level is greater than the preset power level, starting the vehicle by using the power battery, and detecting whether the second temperature of the fuel cell stack after heating is greater than an upper limit of the first temperature range;

[0033] When the second temperature after temperature increase is greater than an upper limit of the first temperature range, the fuel cell system of the vehicle is started.

[0034] A second aspect of the present application provides a vehicle control device, the vehicle comprising a first capacitor, a switch element, and a second capacitor, the switch element being disposed between the first capacitor and a vehicle energy distribution unit, and the second capacitor being disposed within a fuel cell system, wherein:

[0035] A judgment module, used to judge whether the vehicle is in a braking energy recovery mode;

[0036] a first control module, configured to, if the vehicle is in the braking energy recovery mode, obtain a current voltage of the first capacitor, determine a target state of the switch element based on the current voltage, and adjust the switch element to the target state to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit;

[0037] The second control module is used to obtain the current capacity of the first capacitor and the current power demand of the vehicle if the vehicle is not in the braking energy recovery mode, and control the first capacitor and / or the second capacitor to output energy based on the current capacity and / or the current power demand.

[0038] Optionally, the first control module is specifically configured to:

[0039] Determining whether the current voltage is less than a preset bus voltage;

[0040] If the current voltage is less than the preset bus voltage, controlling the switch element to be in a first connection state, so that the vehicle energy distribution unit is electrically connected to the first capacitor and charges the first capacitor until the current voltage after charging reaches the preset bus voltage;

[0041] The switch component is controlled to be in a second connection state, so that the whole vehicle energy distribution unit is electrically connected to the first capacitor through the switch component to charge the first capacitor until the voltage of the first capacitor reaches the preset upper limit voltage, and the switch component is controlled to be in a disconnected state to charge the second capacitor through the whole vehicle energy distribution unit.

[0042] Optionally, the second control module is specifically configured to:

[0043] Determining whether the current capacity is greater than a preset capacity;

[0044] If the current capacity is greater than a preset capacity, energy is output through the first capacitor; otherwise, an output power of the fuel cell system is determined according to the current power demand, and when the fuel cell system is controlled to output energy based on the output power, whether there is a power output delay of the fuel cell system is identified;

[0045] If there is a power output delay in the fuel cell system, auxiliary energy output is performed through the second capacitor.

[0046] Optionally, when the first capacitor and / or the second capacitor is charged by the vehicle energy distribution unit, the first control module is further configured to:

[0047] Obtaining a first cumulative number of charge and discharge times of the first capacitor in a preset life cycle and a second cumulative number of charge and discharge times of the second capacitor in the preset life cycle;

[0048] If the first cumulative charge and discharge times are greater than the second cumulative charge and discharge times, and the difference between the first cumulative charge and discharge times and the second cumulative charge and discharge times is greater than a preset threshold, it is determined that the charging priority of the first capacitor is higher than the charging priority of the second capacitor;

[0049] If the second cumulative charge and discharge times are greater than the first cumulative charge and discharge times, and the difference between the second cumulative charge and discharge times and the first cumulative charge and discharge times is greater than the preset threshold, it is determined that the charging priority of the second capacitor is higher than the charging priority of the first capacitor.

[0050] Optionally, before determining whether the vehicle is in the braking energy recovery mode, the determination module is further configured to:

[0051] Obtaining a current temperature of the fuel cell system and a current charge level of the power battery; if the current temperature is less than a preset temperature, then, provided the current charge level is less than the preset charge level and the vehicle is connected to a preset external power source, performing a fuel cell system heating operation and detecting whether a first heated-up temperature of the fuel cell stack is greater than an upper limit of a first temperature range;

[0052] When the temperature after the first heating is greater than the upper limit of the first temperature range, starting the fuel cell system of the vehicle, generating disconnection reminder information of the preset external power supply, sending the disconnection reminder information to a preset mobile terminal, and detecting whether the preset external power supply is in a disconnected state;

[0053] When the preset external power source is not in the disconnected state, the vehicle is prohibited from moving.

[0054] Optionally, after determining that the current power level is less than the preset power level, the judgment module is further configured to:

[0055] Determining whether the vehicle's external power start switch is in an on state;

[0056] generating a reminder message for turning on the external power start switch when the external power start switch of the vehicle is not in the turned-on state;

[0057] Performing a start reminder based on the reminder information, and detecting whether there is an abnormal connection between the vehicle and a preset external power source when the external power start switch is in the on state;

[0058] If the abnormal connection between the vehicle and the preset external power source does not exist, it is determined that the vehicle and the preset external power source are in the connected state.

[0059] Optionally, after determining that the current temperature is within the first temperature range, the judgment module is further configured to:

[0060] When the current power level is greater than the preset power level, starting the vehicle by using the power battery, and detecting whether the second temperature of the fuel cell stack after heating is greater than an upper limit of the first temperature range;

[0061] When the second temperature after temperature increase is greater than an upper limit of the first temperature range, the fuel cell system of the vehicle is started.

[0062] A third aspect of the present application provides a vehicle, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being configured to execute the vehicle control method as described in the above embodiment.

[0063] A fourth aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the vehicle control method as described in the above embodiment.

[0064] Therefore, the embodiment of the present application first determines whether the vehicle is in brake energy recovery mode. When the vehicle is in brake energy recovery mode, the current voltage of the first capacitor is obtained, and the target state of the switch is determined based on the current voltage. The switch is adjusted to the target state to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit. When the vehicle is not in brake energy recovery mode, the current capacity of the first capacitor and the current power demand of the vehicle are obtained, and based on the current capacity and / or current power demand, the first capacitor and / or the second capacitor are controlled to output energy. This solves the problem that the fuel cell system in a fuel cell vehicle cannot independently achieve power tracking.

[0065] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0067] Figure 1 This is a schematic diagram of energy flow of a vehicle control method provided according to one embodiment of the present application;

[0068] Figure 2 This is a schematic diagram of the workflow of a vehicle control method during normal steady-state driving according to one embodiment of the present application;

[0069] Figure 3 This is a schematic diagram of the workflow of a vehicle control method during normal driving and sudden load reduction according to one embodiment of the present application;

[0070] Figure 4 This is a schematic diagram of the workflow of a vehicle control method during normal driving and sudden load increase according to one embodiment of the present application;

[0071] Figure 5 A schematic diagram of a braking workflow of a vehicle control method provided according to one embodiment of the present application;

[0072] Figure 6 This is a flow chart of a vehicle control method provided according to an embodiment of the present application;

[0073] Figure 7 A schematic structural diagram of a vehicle control method provided according to one embodiment of the present application;

[0074] Figure 8 This is a flow chart of a vehicle control method provided according to one embodiment of the present application;

[0075] Figure 9 This is a logic diagram of a vehicle control method according to one embodiment of the present application for a vehicle operating condition where the vehicle is going down a long slope and decelerating sharply;

[0076] Figure 10 A logic diagram of a vehicle rapid load reduction according to a vehicle control method provided in accordance with one embodiment of the present application;

[0077] Figure 11 A logic diagram of a dual-capacitor life balancing strategy for a vehicle control method according to one embodiment of the present application;

[0078] Figure 12 A schematic diagram of a vehicle control device provided according to an embodiment of the present application;

[0079] Figure 13 A schematic structural diagram of a vehicle provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0080] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0081] Before introducing the vehicle control method of the embodiment of the present application, a brief introduction to the vehicle control method in the related art is first given.

[0082] Specifically, existing fuel cell vehicles (FCVs) that incorporate supercapacitors are directly controlled by the vehicle controller, making it difficult for the fuel cell to select the power and acceleration / deceleration rates that optimize economic efficiency and service life. The present invention addresses this problem by integrating the supercapacitor within the fuel cell system and controlling it separately from the vehicle-side supercapacitor. Conventional FCVs use their own lithium batteries for cold starts at low temperatures, which can lead to startup failures when the battery charge is low. Conventional FCVs require charging the power battery to a certain capacity before using it to start the fuel cell. These conventional solutions, which charge the power battery before discharging it, result in energy loss and increase cold start time. The present invention changes the function of the charging port, allowing an external high-voltage power supply to directly power the FCV, reducing the number of power battery charging steps and enabling fast and efficient startup of the fuel cell system. Conventional supercapacitors are controlled by the vehicle, which is not compatible with current modular management. The present invention adds a dedicated supercapacitor for the fuel cell system, enabling modular management and adapting to the development trend of the entire vehicle. Conventional supercapacitor solutions are all active supercapacitors, requiring all current to pass through DC, resulting in energy waste. The present invention adds a set of single-pole double-throw switches and a circuit, which can enable the supercapacitor to switch between active and passive modes, thereby reducing energy consumption.

[0083] Furthermore, the main logic of the fuel cell system to achieve power following is that the fuel cell system has a characteristic that it takes 5-10 seconds to go from idle to rated power when loaded, and 3-7 seconds to go from rated power to idle when unloaded. This is very different from the vehicle's requirement to complete power response within 0.5 seconds. Figure 1 As shown, Figure 1 This is a schematic diagram of the energy flow of a vehicle control method according to one embodiment of the present application. While related art uses a large capacitor to instantaneously absorb and release excess and insufficient power from a fuel cell, the present invention places this capacitor within the fuel cell system assembly. Under the control of the fuel cell control unit, this can achieve peak load shifting within the fuel cell system. The fuel cell system outputs power in response to external power demands, exhibiting a power-following characteristic. Compared to the present invention, related art uses capacitors to absorb and replenish power only under the control of the vehicle controller, making it difficult to achieve complete vehicle control and hindering modular management.

[0084] Furthermore, in a single-capacitor solution, the capacitor has two functions: first, it recovers energy from vehicle braking and discharges it while the vehicle is in motion; second, it provides peak load shaving and valley filling for the fuel cell. This invention separates these two functions. The following describes the energy flows for several typical operating conditions:

[0085] like Figure 2 As shown, Figure 2This is a schematic diagram of the workflow of a vehicle control method during normal steady-state driving according to an embodiment of the present application; during normal steady-state driving, the energy flow is consistent and is directly powered by the fuel cell system to drive the motor.

[0086] like Figure 3 As shown, Figure 3 This is a schematic diagram of the working process of a vehicle control method during normal driving and sudden load reduction in one embodiment of the present application; when the load is suddenly reduced during normal driving, the fuel cell system will have instantaneous excess electrical energy. This part of the electrical energy of the present invention is absorbed by the supercapacitor 2 (i.e., the second capacitor) inside the fuel cell system. In the related art, this part of the electrical energy needs to be stored in the supercapacitor at the vehicle end.

[0087] like Figure 4 As shown, Figure 4 This is a schematic diagram of the working process of a vehicle control method in one embodiment of the present application when the load is suddenly increased during normal driving; when the load is suddenly increased during normal driving, the fuel cell system will have a momentary lack of electrical energy. This part of the electrical energy of the present invention is provided by the supercapacitor 2 inside the fuel cell system, while in related technologies it needs to be provided by the supercapacitor on the vehicle end.

[0088] like Figure 5 As shown, Figure 5 This is a schematic diagram of the braking workflow of a vehicle control method according to one embodiment of the present application. During braking, the drive motor regenerates energy that needs to be absorbed, and the fuel cell system also needs to absorb energy from a sudden load reduction. This energy is divided into two parts: the energy recovered by the vehicle's braking is absorbed by capacitor 1 (i.e., the first capacitor), and the excess energy that cannot be absorbed by the fuel cell system during a sudden load reduction is absorbed by capacitor 2. In related art, this energy is absorbed by supercapacitors on the vehicle side.

[0089] Therefore, the control logic of the present invention is relatively simple and can well meet the scenarios requiring modularization.

[0090] Based on the above-mentioned problems, this application proposes a vehicle control method. In this method, first, the embodiment of the present application determines whether the vehicle is in the braking energy recovery mode. When the vehicle is in the braking energy recovery mode, the current voltage of the first capacitor is obtained, and the target state of the switch is determined based on the current voltage, and the switch is adjusted to the target state to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit. When the vehicle is not in the braking energy recovery mode, the current capacity of the first capacitor and the current power demand of the vehicle are obtained, and based on the current capacity and / or current power demand, the first capacitor and / or the second capacitor are controlled to output energy. In this way, the problem that the fuel cell system in the fuel cell vehicle cannot independently achieve power following is solved.

[0091] Specifically, Figure 6 A flow chart of a vehicle control method provided in an embodiment of the present application.

[0092] like Figure 6 As shown, the vehicle includes a first capacitor, a switch element, and a second capacitor. The switch element is arranged between the first capacitor and the vehicle energy distribution unit, and the second capacitor is arranged in the fuel cell system. The control method of the vehicle includes the following steps:

[0093] In step S601 , it is determined whether the vehicle is in a braking energy recovery mode.

[0094] Among them, the braking energy recovery mode refers to an energy management strategy in which the vehicle converts part of the kinetic energy into electrical energy and stores it in the energy storage device by converting the drive motor into generator mode when decelerating or braking.

[0095] Specifically, after the brake energy recovery switch is turned on, the braking signal, motor status and energy storage device capacity are monitored in real time to determine whether the vehicle is in brake energy recovery mode. The energy recovery method is then determined based on the supercapacitor charge and other conditions to ensure efficient conversion of kinetic energy into electrical energy.

[0096] In step S602, if the vehicle is in the braking energy recovery mode, the current voltage of the first capacitor is obtained, and the target state of the switch component is determined based on the current voltage, and the switch component is adjusted to the target state to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit.

[0097] Specifically, in Braking Energy Regeneration Mode, the system intelligently adjusts the switch state by acquiring the voltage of the first capacitor in real time, achieving optimal distribution of braking energy. The switch is then switched to either passive or active mode to charge the first and / or second capacitors. A rapid switching strategy based on voltage thresholds shortens mode transition times, ensuring a smooth, jerk-free braking process. Furthermore, the dual-capacitor collaborative charging design improves energy recovery, particularly under sustained braking conditions such as long downhill slopes.

[0098] Optionally, in some embodiments, the target state of the switch component is determined based on the current voltage, and the switch component is adjusted to the target state to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit, including: judging whether the current voltage is less than the preset bus voltage; if the current voltage is less than the preset bus voltage, controlling the switch component to be in a first connection state, so that the vehicle energy distribution unit is electrically connected to the first capacitor to charge the first capacitor until the current voltage after charging reaches the preset bus voltage; controlling the switch component to be in a second connection state, so that the vehicle energy distribution unit is electrically connected to the first capacitor through the switch component to charge the first capacitor until the voltage of the first capacitor reaches the preset upper limit voltage, controlling the switch component to be in a disconnected state, and charging the second capacitor through the vehicle energy distribution unit.

[0099] The preset bus voltage and the preset upper limit voltage may be thresholds preset by the user, thresholds obtained through a limited number of experiments, or thresholds obtained through a limited number of computer simulations, which are not specifically limited here.

[0100] It is understandable that if Figure 7 As shown, Figure 7 This is a structural diagram of a vehicle control method according to an embodiment of the present application; the current voltage value of the first capacitor is monitored in real time, and the optimal charging scheme is intelligently determined based on the voltage data, that is, if the current voltage is in the high-efficiency charging range, the single-pole double-throw switch is controlled to switch to the passive state (i.e. Figure 7 Position 1 in the vehicle), so that the electric energy is directly charged into the first capacitor through the vehicle energy distribution unit; when the voltage exceeds the preset upper limit voltage, it switches to the active state (i.e. Figure 7 Position 2 in the figure), the second capacitor is charged after voltage regulation by a DC-DC converter.

[0101] It's important to note that under special operating conditions, such as when the first capacitor approaches saturation or requires power buffering, the system simultaneously activates the second supercapacitor, precisely distributing the charge ratio between the two capacitors through the fuel cell system controller. The vehicle's energy distribution unit automatically adjusts output characteristics based on real-time power demand to ensure charging safety and system stability.

[0102] In step S603, if the vehicle is not in the braking energy recovery mode, the current capacity of the first capacitor and the current power demand of the vehicle are obtained, and based on the current capacity and / or current power demand, the first capacitor and / or the second capacitor are controlled to output energy.

[0103] Specifically, when the vehicle is not in brake energy recovery mode, the system dynamically manages energy output by real-time monitoring of the capacity status of the first capacitor and the vehicle's power requirements, achieving precise scheduling of capacitor energy. When high power demands such as rapid acceleration are detected, the dual capacitors can be discharged in parallel to provide peak power support, thereby increasing the motor output torque response speed. Automatically switch the working mode of the first capacitor and / or the second capacitor according to the driving conditions to reduce system internal friction. By balancing the discharge depth of the two capacitors, the overall cycle life of the capacitor group is extended; when continuous high-load conditions such as long uphill slopes are identified, the system will coordinate the fuel cell and the capacitor group to jointly supply power, not only ensuring power continuity, but also stabilizing the fuel cell operating point in the high-efficiency range; when a single capacitor fails, the power supply architecture can be immediately reconstructed to ensure uninterrupted power, while significantly reducing the thermal load pressure of the power system.

[0104] Optionally, in some embodiments, based on the current capacity and / or current power demand, the first capacitor or the second capacitor is controlled to output energy, including: determining whether the current capacity is greater than the preset capacity; if the current capacity is greater than the preset capacity, energy output is performed through the first capacitor, otherwise, the output power of the fuel cell system is determined according to the current power demand, and when the fuel cell system is controlled to output energy based on the output power, it is identified whether there is a power output delay in the fuel cell system; if there is a power output delay in the fuel cell system, auxiliary energy output is performed through the second capacitor.

[0105] The preset capacity can be a threshold set by the user, obtained through a limited number of experiments, or obtained through a limited number of computer simulations, and is not specifically limited here. Power output delay refers to the time lag between the fuel cell system receiving a command and actually outputting the target power when responding to the vehicle's power demand.

[0106] It is understood that by real-time monitoring of the current capacity state to implement an intelligent power distribution strategy, when it is detected that the capacity of the first capacitor exceeds the preset capacity, the system preferentially uses the first capacitor alone for energy supply. This mode can maintain high energy conversion efficiency while reducing the number of fuel cell starts and stops. If there is a power output delay in the fuel cell system, auxiliary energy output is provided through the second capacitor. The present invention achieves seamless switching of energy supply modes through dual threshold (preset capacity and power output delay) control.

[0107] It should be noted that if the supercapacitor charge is less than 20%, the fuel cell system's need to provide output power will be determined based on the vehicle's power requirements, etc. During energy recovery, active and passive modes are selected based on the voltage of supercapacitor 1. Whenever possible, use the passive mode to reduce power consumption.

[0108] Optionally, in some embodiments, when charging the first capacitor and / or the second capacitor through the vehicle energy distribution unit, it also includes: obtaining a first cumulative charge and discharge number of the first capacitor in a preset life cycle and a second cumulative charge and discharge number of the second capacitor in a preset life cycle; if the first cumulative charge and discharge number is greater than the second cumulative charge and discharge number, and the difference between the first cumulative charge and discharge number and the second cumulative charge and discharge number is greater than a preset threshold, then it is determined that the charging priority of the first capacitor is higher than the charging priority of the second capacitor; if the second cumulative charge and discharge number is greater than the first cumulative charge and discharge number, and the difference between the second cumulative charge and discharge number and the first cumulative charge and discharge number is greater than the preset threshold, then it is determined that the charging priority of the second capacitor is higher than the charging priority of the first capacitor.

[0109] The preset threshold may be a threshold set in advance by a user, a threshold obtained through a limited number of experiments, or a threshold obtained through a limited number of computer simulations, and is not specifically limited here.

[0110] It can be understood that the present invention achieves optimal balanced management throughout the life cycle of the supercapacitor through accurate statistics and priority determination of the cumulative charge and discharge times of the first capacitor and the second capacitor in a preset life cycle, which not only ensures system reliability but also maximizes the service life of the energy storage element, providing an innovative capacitor health management solution for the new energy vehicle power system.

[0111] Therefore, this application solves the key technical bottlenecks of fuel cell vehicles in energy recovery, low-temperature start-up and component life through modular energy storage design, intelligent control strategy and multi-system collaboration.

[0112] Optionally, in some embodiments, before determining whether the vehicle is in the braking energy recovery mode, it also includes: obtaining the current temperature of the fuel cell system and the current power of the power battery; if the current temperature is lower than the preset temperature, then when the current power is lower than the preset power and the vehicle is connected to the preset external power supply, the fuel cell system heating operation is performed, and the first temperature of the stack after heating is detected to be greater than the upper limit of the first temperature range; when the temperature after the first heating is greater than the upper limit of the first temperature range, the fuel cell system of the vehicle is started, and a preset external power supply disconnection reminder message is generated, and the disconnection reminder message is sent to the preset mobile terminal, and the preset external power supply is detected to be in a disconnected state; when the preset external power supply is not in a disconnected state, the vehicle is prohibited from moving.

[0113] Among them, the preset temperature, preset power, and first temperature range can be thresholds set in advance by the user, can be thresholds obtained through a limited number of experiments, or can be thresholds obtained through a limited number of computer simulations, and are not specifically limited here.

[0114] It is understandable that after the vehicle is powered on with high voltage, the stack temperature is first identified; if the stack temperature is lower than 5°C (i.e., the preset temperature), it is determined whether the power battery is sufficient. If not, the preset external power supply is required to start the system; when the stack temperature is between 5-60°C (i.e., the first temperature range), the starting method is determined based on the power battery charge and other conditions; when the stack temperature is higher than 60°C (i.e., the upper limit of the first temperature range), the fuel cell system is started according to the corresponding process. A preset external power disconnection reminder message is generated, which is sent to the user's mobile terminal at the same time. At the same time, the system will continue to monitor the status of the external power supply; during this process, if it is detected that the external power supply has not been disconnected, the vehicle will remain in a prohibited movement state until the power disconnection is confirmed to be complete, ensuring the safe start-up of the fuel cell system in a low-temperature environment and providing a stable system foundation for the subsequent judgment of the brake energy recovery mode.

[0115] Optionally, in some embodiments, after determining that the current power level is less than a preset power level, it also includes: determining whether the vehicle's external power start switch is in an on state; if the vehicle's external power start switch is not in an on state, generating a reminder to turn on the external power start switch; performing a turn-on reminder based on the reminder information, and detecting whether there is an abnormal connection between the vehicle and the preset external power supply when the external power start switch is in an on state; if there is no abnormal connection between the vehicle and the preset external power supply, determining that the vehicle and the preset external power supply are in a connected state.

[0116] It is understandable that the physical state of the external power start switch is checked first. If the switch is found to be in the closed state, a switch-on instruction with sound and light prompts will be immediately generated, and a reminder message will be pushed synchronously through the vehicle display and mobile APP; after confirming that the switch is turned on, the system will start the high-voltage interlock detection circuit to diagnose key parameters such as the contact impedance and insulation resistance of the external power plug to eliminate abnormal connection conditions such as poor contact or short circuit. Only after passing all safety tests will the present invention finally confirm that the vehicle has established an effective connection with the external power supply, ensuring that the fuel cell system is safe and reliable when the external power supply is started, avoiding damage to the car and the external power supply due to misoperation, and avoiding safety risks to personnel. Through such a process, fuel cell vehicles ensure the reliability of external power start-up and the efficiency of energy recovery, thereby improving vehicle performance and energy utilization.

[0117] Optionally, in some embodiments, after determining that the current temperature is in the first temperature range, it also includes: when the current power is greater than the preset power, starting the vehicle through the power battery, and detecting whether the second temperature of the battery stack after heating is greater than the upper limit value of the first temperature range; when the second temperature after heating is greater than the upper limit value of the first temperature range, starting the vehicle's fuel cell system.

[0118] It is understandable that when the system detects that the temperature of the fuel cell stack is in the first temperature range (such as 5°C-60°C) and the power battery has sufficient power, the power battery will be used as the starting energy source first; the system will control the power battery to output the starting current while continuously monitoring the temperature changes of the stack. When the temperature of the stack reaches the upper limit of the first temperature range (such as 60°C) after the second heating, the fuel cell control system will automatically activate to complete the vehicle's fuel cell system startup process. This strategy ensures the safe startup of the fuel cell in a low-temperature environment through staged temperature control management, and fully utilizes the energy storage advantages of the power battery to shorten the system startup time.

[0119] In order to facilitate those skilled in the art to further understand the vehicle control method of the embodiment of the present application, the following is combined with Figures 7 to 11 The illustrated embodiment will be described in detail.

[0120] Specifically, if Figure 7 As shown, Figure 7 This is a structural diagram of a vehicle control method provided according to an embodiment of the present application; in the present invention, the drive motor and the inverter are the power units of the whole vehicle, and the electric energy is obtained through the whole vehicle energy distribution unit to drive the whole vehicle to move. The power battery provides initial excitation power when the whole vehicle is just started, so that the fuel cell assembly starts. After the fuel cell assembly is successfully started, the power battery switch is turned off, and the fuel cell independently provides power to drive the whole vehicle to move. Supercapacitor 2 (i.e., the second capacitor) is controlled by the fuel cell system controller to absorb the excess electricity generated by the fuel cell system load reduction delay and supplement the electricity lacking in the fuel cell system load increase delay, so as to achieve power following. The selection of supercapacitor 2 must meet two conditions, namely, the energy for load reduction and load reduction within 20 seconds and the fuel cell system startup within 10 seconds. The fuel cell power must meet the maximum power commonly used by the motor. Supercapacitor 1 (i.e., the first capacitor) is controlled by the whole vehicle controller, mainly absorbing the electric energy fed back by the motor during vehicle braking, and providing energy during vehicle driving to assist in driving the fuel cell system to operate. A set of single-pole double-throw switches is located between the supercapacitor and the vehicle's energy distribution unit. These switches can switch supercapacitor 1 to active (switch in position 2) or passive (switch in position 1) states. By selecting different modes, the system can switch to passive (switch in position 1) as often as possible while ensuring use.

[0121] Furthermore, if Figure 8 As shown, Figure 8This is a flow chart of a vehicle control method according to one embodiment of the present application. After the vehicle is powered on with high voltage, the stack temperature is first identified. If the stack temperature is below 5°C, the power battery's charge is determined. If not, an external power source is required for startup. If the stack temperature is between 5-60°C, the startup method is determined based on the power battery charge and other conditions. If the stack temperature is above 60°C, the fuel cell system is started according to the corresponding process. The external power supply connection is checked for proper operation. If not, an alarm is issued; otherwise, the next step is performed. If the instrument prompts that an external power source is required for startup, the external power source must be connected first. Once the connection is normal, the fuel cell system is heated up, and other operations are determined based on the stack temperature and other conditions, ultimately allowing the vehicle to start. After the vehicle control disconnects the external power supply's high voltage connection, if the instrument prompts "Disconnect the external power source," the external power source connection status must be checked. Once disconnected and the instrument prompt is cleared, the motor startup restriction is lifted and the vehicle can be moved. This strategy ensures safe and reliable startup of the fuel cell system with an external power source, preventing damage to the vehicle and external power source due to misoperation and minimizing safety risks to personnel. This process ensures reliable external power startup and efficient energy recovery, improving vehicle performance and energy efficiency. When the brake energy recovery switch is on, the vehicle determines whether it is in brake energy recovery mode and then determines the energy recovery method based on factors such as the supercapacitor charge level. If the supercapacitor charge level is below 20%, the fuel cell system determines whether to provide output power, based on factors such as the vehicle's power requirements. During energy recovery, active or passive mode is selected based on the voltage of supercapacitor 1, with passive mode being used as often as possible to minimize power consumption.

[0122] It should be noted that, in order to ensure that the state of the fuel cell system does not jump repeatedly, before the fuel cell system is started, the power in supercapacitor 1 should be completely released and the power in supercapacitor 2 should be kept below 50%.

[0123] Furthermore, if Figure 9 As shown, Figure 9 This is a logic diagram of a vehicle control method provided according to an embodiment of the present application for conditions where the vehicle is going down a long slope and decelerating sharply. During vehicle braking energy recovery, if the capacity of capacitor 1 has reached its peak, the fuel cell power and the status of supercapacitor 2 are monitored. If further energy can be stored, the vehicle controller activates supercapacitor 2 as a braking energy recovery component through the fuel cell system controller to recover the remaining energy. This strategy is mainly applicable to conditions where the vehicle is going down a long slope and decelerating sharply.

[0124] like Figure 10 As shown, Figure 10This is a logical diagram of a vehicle's rapid load reduction according to a vehicle control method provided by one embodiment of the present application. To reduce the volume of the supercapacitor, the selection of supercapacitor 2 mainly considers the extreme load and load conditions, but this rapid load and load reduction has a significant impact on the fuel cell system. When the vehicle is rapidly unloaded, the present invention monitors the status of supercapacitor 1 to protect the fuel cell system. If it can continue to store electricity, the fuel cell controller requests the vehicle controller to use supercapacitor 1 as an auxiliary capacitor. Supercapacitor 1 and supercapacitor 2 simultaneously absorb the excess electricity released by the fuel cell system.

[0125] like Figure 11 As shown, Figure 11 A logic diagram of a dual-capacitor life balance strategy for a vehicle control method provided according to an embodiment of the present application; in actual use, there will be a large difference in the usage ratio of the two capacitors, which will cause the lifespans of the two capacitors to be out of sync, and easily cause the lifespan of a certain capacitor to be abnormally shortened. To solve this problem, a dual-capacitor life balance strategy is used. Every 100 hours of operation, the cumulative charge and discharge times of the two supercapacitors in their life cycles are compared. If the difference in the number of charge and discharge times between the two exceeds a preset threshold (such as x%, the specific value can be set according to the capacitor type or industry standard), the life compensation strategy is triggered; the system will give priority to calling the supercapacitor with a lower current usage ratio (i.e., a capacitor with fewer charge and discharge times) so that it can bear more workload; for example: if the cumulative charge and discharge times of capacitor A are less than those of capacitor B, capacitor A will be given priority to charge and discharge, so that its usage frequency gradually approaches that of capacitor B; when the capacitor used first is fully charged, the system switches to another capacitor according to the preset strategy to avoid excessive use of a single capacitor. The present invention ensures that the difference in the number of charge and discharge times of the two capacitors gradually decreases and eventually tends to be balanced.

[0126] In addition, it should be noted that in the control strategy of the present invention, the lithium battery is only used as a starting aid, and the life of the lithium battery will be greatly improved, which can further reduce the use of lithium batteries and is conducive to meeting environmental protection requirements; the present invention redesigns the supercapacitor architecture, and can achieve the coupling of dual-capacitor operation on the basis of convenient modular management, which helps to fully store more energy; the present invention compares the number of charge and discharge times of the dual capacitors, and reasonably allocates the use of the two capacitors, so that the life of the two capacitors remains at the same level.

[0127] According to the vehicle control method proposed in the embodiment of the present application, the embodiment of the present application first determines whether the vehicle is in brake energy recovery mode. When the vehicle is in brake energy recovery mode, the current voltage of the first capacitor is obtained, and the target state of the switch is determined based on the current voltage. The switch is adjusted to the target state to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit. When the vehicle is not in brake energy recovery mode, the current capacity of the first capacitor and the current power demand of the vehicle are obtained. Based on the current capacity and / or current power demand, the first capacitor and / or the second capacitor are controlled to output energy. This solves the problem that the fuel cell system in a fuel cell vehicle cannot independently achieve power tracking.

[0128] Next, the control device for a vehicle proposed in accordance with an embodiment of the present application will be described with reference to the accompanying drawings.

[0129] Figure 12 It is a block diagram of a vehicle control device according to an embodiment of the present application.

[0130] like Figure 12 As shown, the vehicle includes a first capacitor, a switch element and a second capacitor. The switch element is arranged between the first capacitor and the vehicle energy distribution unit, and the second capacitor is arranged in the fuel cell system. The control device 1000 of the vehicle includes: a judgment module 100, a first control module 200 and a second control module 300.

[0131] The judging module 100 is used to judge whether the vehicle is in a braking energy recovery mode;

[0132] The first control module 200 is configured to obtain a current voltage of the first capacitor, determine a target state of the switch element based on the current voltage, and adjust the switch element to the target state to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit when the vehicle is in the braking energy recovery mode;

[0133] The second control module 300 is used to obtain the current capacity of the first capacitor and the current power demand of the vehicle if the vehicle is not in the braking energy recovery mode, and control the first capacitor and / or the second capacitor to output energy based on the current capacity and / or current power demand.

[0134] Optionally, the first control module 200 is specifically used to: determine whether the current voltage is less than the preset bus voltage; if the current voltage is less than the preset bus voltage, control the switch component to be in a first connection state, so that the vehicle energy distribution unit is electrically connected to the first capacitor and charges the first capacitor until the current voltage after charging reaches the preset bus voltage; control the switch component to be in a second connection state, so that the vehicle energy distribution unit is electrically connected to the first capacitor through the switch component and charges the first capacitor until the voltage of the first capacitor reaches the preset upper limit voltage, control the switch component to be in a disconnected state, and charge the second capacitor through the vehicle energy distribution unit.

[0135] Optionally, the second control module 300 is specifically used to: determine whether the current capacity is greater than the preset capacity; if the current capacity is greater than the preset capacity, energy output is performed through the first capacitor; otherwise, the output power of the fuel cell system is determined according to the current power demand, and when the fuel cell system is controlled to output energy based on the output power, it is identified whether there is a power output delay in the fuel cell system; if there is a power output delay in the fuel cell system, auxiliary energy output is performed through the second capacitor.

[0136] Optionally, when charging the first capacitor and / or the second capacitor through the vehicle energy distribution unit, the first control module 200 is also used to: obtain a first cumulative charge and discharge number of the first capacitor in a preset life cycle and a second cumulative charge and discharge number of the second capacitor in a preset life cycle; if the first cumulative charge and discharge number is greater than the second cumulative charge and discharge number, and the difference between the first cumulative charge and discharge number and the second cumulative charge and discharge number is greater than a preset threshold, it is determined that the charging priority of the first capacitor is higher than the charging priority of the second capacitor; if the second cumulative charge and discharge number is greater than the first cumulative charge and discharge number, and the difference between the second cumulative charge and discharge number and the first cumulative charge and discharge number is greater than the preset threshold, it is determined that the charging priority of the second capacitor is higher than the charging priority of the first capacitor.

[0137] Optionally, before determining whether the vehicle is in the braking energy recovery mode, the judgment module 100 is also used to: obtain the current temperature of the fuel cell system and the current power level of the power battery; if the current temperature is lower than the preset temperature, then when the current power level is lower than the preset power level and the vehicle is connected to the preset external power supply, perform the fuel cell system heating operation, and detect whether the first temperature of the stack after heating is greater than the upper limit of the first temperature range; when the temperature after the first heating is greater than the upper limit of the first temperature range, start the fuel cell system of the vehicle, generate a disconnection reminder message of the preset external power supply, send the disconnection reminder message to the preset mobile terminal, and detect whether the preset external power supply is in a disconnected state; when the preset external power supply is not in a disconnected state, prohibit the vehicle from moving.

[0138] Optionally, after determining that the current power level is less than the preset power level, the judgment module 100 is further used to: determine whether the vehicle's external power start switch is in the on state; if the vehicle's external power start switch is not in the on state, generate a reminder to turn on the external power start switch; perform a turn-on reminder based on the reminder information, and if the external power start switch is in the on state, detect whether there is an abnormal connection between the vehicle and the preset external power supply; if there is no abnormal connection between the vehicle and the preset external power supply, determine that the vehicle and the preset external power supply are connected.

[0139] Optionally, after determining that the current temperature is in the first temperature range, the judgment module 100 is also used to: when the current power is greater than the preset power, start the vehicle through the power battery, and detect whether the second heated temperature of the fuel cell stack is greater than the upper limit value of the first temperature range; when the second heated temperature is greater than the upper limit value of the first temperature range, start the vehicle's fuel cell system.

[0140] It should be noted that the above explanation of the embodiment of the vehicle control method is also applicable to the vehicle control device of this embodiment, and will not be repeated here.

[0141] According to the vehicle control device proposed in the embodiment of the present application, the embodiment of the present application first determines whether the vehicle is in the braking energy recovery mode. When the vehicle is in the braking energy recovery mode, the current voltage of the first capacitor is obtained, and the target state of the switch is determined based on the current voltage. The switch is adjusted to the target state to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit. When the vehicle is not in the braking energy recovery mode, the current capacity of the first capacitor and the current power demand of the vehicle are obtained. Based on the current capacity and / or current power demand, the first capacitor and / or the second capacitor are controlled to output energy. This solves the problem that the fuel cell system in the fuel cell vehicle cannot independently achieve power tracking.

[0142] Figure 13 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0143] Memory 1301 , processor 1302 , and computer programs stored in the memory 1301 and executable on the processor 1302 .

[0144] When the processor 1302 executes the program, the vehicle control method provided in the above embodiment is implemented.

[0145] Furthermore, the vehicle further comprises:

[0146] The communication interface 1303 is used for communication between the memory 1301 and the processor 1302 .

[0147] The memory 1301 is used to store computer programs that can be run on the processor 1302 .

[0148] The memory 1301 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0149] If the memory 1301, processor 1302, and communication interface 1303 are implemented independently, the communication interface 1303, memory 1301, and processor 1302 can be connected to each other via a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 13 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0150] Optionally, in a specific implementation, if the memory 1301, the processor 1302 and the communication interface 1303 are integrated on a chip, the memory 1301, the processor 1302 and the communication interface 1303 can communicate with each other through an internal interface.

[0151] The processor 1302 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0152] An embodiment of the present application also provides a computer-readable storage medium having a computer program stored thereon, which implements the above-mentioned vehicle control method when executed by a processor.

[0153] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0154] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of this application, "N" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0155] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or more executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may be performed out of the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present application belong.

[0156] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiment, the N steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used to implement: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0157] Those skilled in the art will understand that all or part of the steps in the method of the above embodiment can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

Claims

1. A vehicle control method, characterized in that: The vehicle includes a first capacitor, a switch element, and a second capacitor, wherein the switch element is disposed between the first capacitor and a vehicle energy distribution unit, and the second capacitor is disposed in a fuel cell system. The method includes the following steps: Determine whether the vehicle is in brake energy recovery mode; If the vehicle is in the braking energy recovery mode, obtaining a current voltage of the first capacitor, determining a target state of the switch element based on the current voltage, and adjusting the switch element to the target state to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit; If the vehicle is not in the braking energy recovery mode, the current capacity of the first capacitor and the current power demand of the vehicle are obtained, and based on the current capacity and / or the current power demand, the first capacitor and / or the second capacitor are controlled to output energy.

2. The method according to claim 1, characterized in that The determining a target state of the switch element according to the current voltage and adjusting the switch element to the target state so as to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit includes: Determining whether the current voltage is less than a preset bus voltage; If the current voltage is less than the preset bus voltage, controlling the switch element to be in a first connection state, so that the vehicle energy distribution unit is electrically connected to the first capacitor and charges the first capacitor until the current voltage after charging reaches the preset bus voltage; The switch component is controlled to be in a second connection state, so that the whole vehicle energy distribution unit is electrically connected to the first capacitor through the switch component to charge the first capacitor until the voltage of the first capacitor reaches the preset upper limit voltage, and the switch component is controlled to be in a disconnected state to charge the second capacitor through the whole vehicle energy distribution unit.

3. The method according to claim 1, characterized in that The controlling the first capacitor or the second capacitor to output energy based on the current capacity and / or the current power demand includes: Determining whether the current capacity is greater than a preset capacity; If the current capacity is greater than a preset capacity, energy is output through the first capacitor; otherwise, an output power of the fuel cell system is determined according to the current power demand, and when the fuel cell system is controlled to output energy based on the output power, whether there is a power output delay of the fuel cell system is identified; If there is a power output delay in the fuel cell system, auxiliary energy output is performed through the second capacitor.

4. The method according to claim 1, wherein When the first capacitor and / or the second capacitor is charged by the vehicle energy distribution unit, the method further includes: Obtaining a first cumulative number of charge and discharge times of the first capacitor in a preset life cycle and a second cumulative number of charge and discharge times of the second capacitor in the preset life cycle; If the first cumulative charge and discharge times are greater than the second cumulative charge and discharge times, and the difference between the first cumulative charge and discharge times and the second cumulative charge and discharge times is greater than a preset threshold, it is determined that the charging priority of the first capacitor is higher than the charging priority of the second capacitor; If the second cumulative charge and discharge times are greater than the first cumulative charge and discharge times, and the difference between the second cumulative charge and discharge times and the first cumulative charge and discharge times is greater than the preset threshold, it is determined that the charging priority of the second capacitor is higher than the charging priority of the first capacitor.

5. The method according to claim 1, wherein Before determining whether the vehicle is in the braking energy recovery mode, the method further includes: Obtaining a current temperature of the fuel cell system and a current charge level of the power battery; if the current temperature is less than a preset temperature, then, provided the current charge level is less than the preset charge level and the vehicle is connected to a preset external power source, performing a fuel cell system heating operation and detecting whether a first heated-up temperature of the fuel cell stack is greater than an upper limit of a first temperature range; When the temperature after the first heating is greater than the upper limit of the first temperature range, starting the fuel cell system of the vehicle, generating disconnection reminder information of the preset external power supply, sending the disconnection reminder information to a preset mobile terminal, and detecting whether the preset external power supply is in a disconnected state; When the preset external power source is not in the disconnected state, the vehicle is prohibited from moving.

6. The method according to claim 5, characterized in that After determining that the current power is less than the preset power, the method further includes: Determining whether the vehicle's external power start switch is in an on state; generating a reminder message for turning on the external power start switch when the external power start switch of the vehicle is not in the turned-on state; Performing a start reminder based on the reminder information, and detecting whether there is an abnormal connection between the vehicle and a preset external power source when the external power start switch is in the on state; If the abnormal connection between the vehicle and the preset external power source does not exist, it is determined that the vehicle and the preset external power source are in the connected state.

7. The method according to claim 5, characterized in that After determining that the current temperature is within the first temperature range, the method further includes: When the current power level is greater than the preset power level, starting the vehicle by using the power battery, and detecting whether the second temperature of the fuel cell stack after heating is greater than an upper limit of the first temperature range; When the second temperature after temperature increase is greater than an upper limit of the first temperature range, the fuel cell system of the vehicle is started.

8. A vehicle control device, characterized in that: The vehicle includes a first capacitor, a switch element, and a second capacitor, wherein the switch element is arranged between the first capacitor and the vehicle energy distribution unit, and the second capacitor is arranged in the fuel cell system, wherein: A judgment module, used to judge whether the vehicle is in a braking energy recovery mode; a first control module, configured to, if the vehicle is in the braking energy recovery mode, obtain a current voltage of the first capacitor, determine a target state of the switch element based on the current voltage, and adjust the switch element to the target state to charge the first capacitor and / or the second capacitor through the vehicle energy distribution unit; The second control module is used to obtain the current capacity of the first capacitor and the current power demand of the vehicle if the vehicle is not in the braking energy recovery mode, and control the first capacitor and / or the second capacitor to output energy based on the current capacity and / or the current power demand.

9. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the vehicle control method according to any one of claims 1 to 7.

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