Intelligent control method and system for battery of unmanned equipment

Abstract

The invention discloses an intelligent control method and system for an unmanned equipment battery, and relates to the technical field of battery intelligent control. Determining the driving route of the unmanned equipment from the current position to the destination, predicting the total energy consumption of reaching the destination, and obtaining the residual energy consumption of a power battery; if the total energy consumption is less than the residual energy consumption, determining a first charging power based on the estimated power of each road section and a first output power range of the hydrogen fuel cell; generating a first charging strategy according to the first charging power and a temperature threshold value of the hydrogen fuel cell; if the total energy consumption is greater than or equal to the residual energy consumption, determining a second charging power according to the total energy consumption, the available energy consumption and the safety margin energy consumption; obtaining the minimum residual electric quantity of the power battery, and generating a second charging strategy based on the second charging power, the minimum residual electric quantity and the temperature threshold value; and controlling the hydrogen fuel cell to charge the power cell according to the first charging strategy or the second charging strategy. By implementing the provided technical scheme, the problem that a fixed power charging mode is not matched with a demand is solved.

Description

Technical Field

[0001] This application relates to the field of intelligent battery control technology, specifically to an intelligent control method and system for batteries in unmanned driving equipment. Background Technology

[0002] With the global energy structure transformation and increasingly stringent environmental requirements, the application of hydrogen fuel cell and power battery hybrid power systems in special vehicles such as autonomous vehicles and sightseeing vehicles is becoming increasingly widespread. This hybrid power system charges the power battery with a hydrogen fuel cell, and the power battery drives the motor controller. It has advantages such as zero emissions, high energy density, and long driving range, making it an ideal alternative to traditional fuel-powered autonomous vehicles.

[0003] In existing technologies, hybrid power systems for autonomous driving devices typically employ a charging control method based on a power threshold. Specifically, by monitoring the remaining power of the battery in real time, the hydrogen fuel cell is activated to charge the battery when the power level falls below a preset threshold, or a fixed output power of the hydrogen fuel cell is set to continuously charge the battery. However, this fixed-power charging control method does not consider the actual driving conditions and operating parameters of the autonomous driving device. That is, the energy consumption requirements of the autonomous driving device vary depending on different road conditions during actual driving, and the fixed charging power may not match the actual needs of the autonomous driving device, thus affecting the range and operating efficiency of the autonomous driving device. Summary of the Invention

[0004] This application provides an intelligent control method and system for the battery of an autonomous driving device. This method overcomes the problem of the mismatch between the fixed power charging method and actual needs, and significantly improves the battery life of the autonomous driving device.

[0005] Firstly, this application provides an intelligent control method for the battery of an autonomous driving device, applied to an autonomous driving device including a power battery and a hydrogen fuel cell. The method includes: determining the driving route of the autonomous driving device from its current location to its destination, and obtaining the driving distance corresponding to different slope segments in the driving route; obtaining the current speed and passenger capacity of the autonomous driving device, and predicting the total energy consumption of the autonomous driving device to reach its destination based on the speed, passenger capacity, slope of each segment, and corresponding driving distance of the current segment; obtaining the remaining energy consumption of the power battery, which includes usable energy consumption and safety margin energy consumption; if the total energy consumption is less than the remaining energy consumption, determining the output power of the power battery based on the estimated power and discharge efficiency of each segment, and determining the output power based on the maximum power output of the power battery. The initial charging power is determined by comparing the power outputs. A first charging power is then determined based on the relationship between the initial charging power and the first output power range of the hydrogen fuel cell. A first charging strategy is generated based on the first charging power and the temperature threshold of the hydrogen fuel cell. If the total energy consumption is greater than or equal to the remaining energy consumption, a target energy consumption difference is determined based on the total energy consumption, available energy consumption, and safety margin energy consumption. A target charging power is determined based on the target energy consumption difference and the estimated travel time of the route. A second charging power is determined based on the comparison between the target charging power and the second output power range of the hydrogen fuel cell. The minimum remaining charge of the power battery is obtained. A second charging strategy is generated based on the second charging power, the minimum remaining charge, and the temperature threshold. The hydrogen fuel cell is then controlled to charge the power battery according to either the first or second charging strategy.

[0006] By adopting the above technical solution, the driving route of the autonomous vehicle from its current location to its destination is obtained. Combined with the driving distance on road sections with different gradients, precise route planning is achieved. Based on the current speed of the autonomous vehicle, the number of passengers, and the gradient and driving distance of each road section, the total energy consumption of the autonomous vehicle to reach its destination can be accurately predicted, avoiding the limitations of existing technologies that only rely on a power threshold for charging control. By comparing the predicted total energy consumption with the remaining energy consumption of the power battery, when the total energy consumption is less than the remaining energy consumption, the charging power is dynamically adjusted based on the estimated power and discharge efficiency of each road section, and an adaptive first charging strategy is generated by combining the temperature threshold of the hydrogen fuel cell. When the total energy consumption is greater than or equal to the remaining energy consumption, a reasonable charging power is determined by calculating the target energy consumption difference and considering the driving time, while a more aggressive second charging strategy is formulated based on the minimum remaining power of the power battery. This intelligent charging control method based on actual driving conditions overcomes the problem of mismatch between fixed power charging and actual needs, significantly improves the range of autonomous driving equipment, and ensures the safety and reliability of the charging process by controlling the temperature threshold and reserving the safety margin energy consumption, thus realizing the efficient collaborative work of the hydrogen fuel cell and power battery hybrid power system.

[0007] Optionally, the output power of the power battery is determined based on the estimated power and discharge efficiency of each road segment. The initial charging power is determined based on the comparison between the output power and the maximum power output power of the power battery. The first charging power is determined based on the relationship between the initial charging power and the first output power range of the hydrogen fuel cell. Specifically, this includes: dividing the estimated power of each road segment by the discharge efficiency to obtain the output power of the power battery, where the estimated power is the power required to travel each road segment; if the output power of the power battery is greater than or equal to the maximum power output power, the difference between the output power of the power battery and the maximum power output power is used as the base power of the hydrogen fuel cell; dividing the base power by the power generation efficiency of the hydrogen fuel cell to obtain the initial charging power; obtaining the power fluctuation coefficient of the hydrogen fuel cell from historical operating data, multiplying the initial charging power by the power fluctuation coefficient to obtain the power margin; adding the power margin to the initial charging power to obtain the corrected initial charging power; if the corrected initial charging power is within the first output power range, the corrected initial charging power is used as the first charging power; if the corrected initial charging power is not within the first output power range, the maximum power upper limit is obtained from the output power range, and the maximum power upper limit is used as the first charging power.

[0008] By adopting the above technical solution, the estimated power and discharge efficiency of each road segment are combined to accurately calculate the actual output power requirement of the power battery. This overcomes the problem that the fixed power charging method in the existing technology cannot adapt to actual driving needs. When the output power of the power battery exceeds its maximum power output, the excess is used as the base charging power of the hydrogen fuel cell. By considering the power generation efficiency of the hydrogen fuel cell, the initial charging power is reasonably determined, avoiding energy waste caused by improper power settings in traditional solutions. Based on the power fluctuation coefficient of historical operating data, the power margin is calculated and superimposed with the initial charging power to obtain a more practical corrected initial charging power. This dynamic correction mechanism effectively addresses the power fluctuation requirements of autonomous driving equipment during actual operation. Simultaneously, a first output power range control mechanism is also set up. When the corrected initial charging power is within the first output power range, it is directly used; when it exceeds the range, the maximum power limit is selected. This adaptive power adjustment method ensures charging efficiency while preventing damage to the hydrogen fuel cell due to overload.

[0009] Optionally, a first charging strategy is generated based on the first charging power and the temperature threshold of the hydrogen fuel cell. Specifically, this includes: sorting each road segment according to the driving order in the driving route to obtain a road segment sequence; determining a target difference in the first charging power between adjacent road segments based on the road segment sequence, where the target difference is the change in output power of the hydrogen fuel cell; obtaining the first power change rate of the hydrogen fuel cell; dividing the target difference by the first power change rate to obtain a transition time; determining a transition segment based on the transition time; inserting the transition segment between adjacent road segments in the road segment sequence; generating a power change curve for each transition segment based on the power change rate; combining the first charging power of each road segment with the power change curves of each transition segment in chronological order to obtain a charging power curve; and obtaining the current temperature of the hydrogen fuel cell. If the current temperature is less than or equal to the first temperature threshold... The first charging strategy is generated based on the charging power curve, and the temperature threshold includes a first temperature threshold. If the current temperature is greater than the first temperature threshold and less than or equal to a second temperature threshold, a first power attenuation coefficient is determined based on the first temperature threshold. The first power value in the charging power curve is multiplied by the first power attenuation coefficient to obtain a first corrected charging power curve. The first charging strategy is generated based on the first corrected charging power curve. The temperature threshold also includes a second temperature threshold, and the first temperature threshold is less than the second temperature threshold. If the current temperature is greater than the second temperature threshold, a second power attenuation coefficient is determined based on the second temperature threshold. The second power value in the charging power curve is multiplied by the second power attenuation coefficient to obtain a second corrected charging power curve. The first charging strategy is generated based on the second corrected charging power curve.

[0010] By employing the aforementioned technical solution, the road segments in the driving route are sequentially ordered, and the target difference in charging power between adjacent road segments is calculated. This achieves precise control over the changes in the output power of the hydrogen fuel cell, overcoming the impact of sudden power changes on the system in existing technologies. Furthermore, a transition time calculation method based on the power change rate is introduced. By inserting transition segments between adjacent road segments and generating corresponding power change curves, a smooth transition in charging power is achieved, avoiding the abrupt changes in road conditions that occur with traditional fixed-power charging methods. When the current temperature of the hydrogen fuel cell is at the first temperature threshold, the original charging power curve is directly used. When the temperature exceeds the first temperature threshold, the charging power is moderately reduced by introducing a first power attenuation coefficient. When the temperature exceeds the second temperature threshold, a larger second power attenuation coefficient is used for power adjustment. This temperature-adaptive power adjustment strategy not only ensures that the hydrogen fuel cell operates within its optimal operating temperature range but also enables timely power adjustment in case of temperature anomalies, effectively preventing system overheating.

[0011] Optionally, the current state of the hydrogen fuel cell and first start-up parameters are obtained. The first start-up parameters include a first minimum start-up temperature, a first maximum start-up temperature, and a first power response rate. A first start-up command is generated based on the first start-up parameters. The first actual charging power for a first time period is obtained from the charging power curve. The current temperature of the power battery is obtained. If the current temperature of the power battery is greater than or equal to a preset first temperature threshold, a first standard charging power is determined based on a first temperature difference. The first actual charging power is replaced with the first standard charging power. A first charging command is generated based on the first standard charging power. When the autonomous driving device reaches the target road segment in the first charging strategy, a first charging termination command is generated. The first start command, the first charging command, and the first charging termination command are used as a first allocation command so as to control the hydrogen fuel cell to charge the power battery according to the first allocation command. The target road segment is the road segment that the autonomous driving device has currently reached.

[0012] By adopting the above technical solution, the current state and initial start-up parameters of the hydrogen fuel cell are obtained, including the minimum start-up temperature, the maximum start-up temperature, and the power response rate. A complete start-up control mechanism is established, overcoming the limitations of existing technologies that rely solely on simple start-stop control based on a power threshold. During charging, when the current temperature of the power battery exceeds a preset temperature threshold, the standard charging power is determined by calculating the temperature difference and replaced with it. This temperature-adaptive power adjustment effectively prevents damage to the power battery due to overheating. Simultaneously, a road segment-based charging termination mechanism generates a charging termination command promptly when the autonomous driving device reaches the target road segment, avoiding unnecessary continuous charging. By integrating the start-up command, charging command, and termination command into a complete first allocation command, precise control of the entire hydrogen fuel cell charging process is achieved. This first charging strategy not only ensures the safety and reliability of the charging process but also improves energy conversion efficiency and extends the service life of system components through reasonable start-stop control.

[0013] Optionally, a target energy consumption difference is determined based on total energy consumption, available energy consumption, and safety margin energy consumption. A target charging power is determined based on the target energy consumption difference and the estimated travel time of the route. A second charging power is determined based on a comparison between the target charging power and the second output power range of the hydrogen fuel cell. Specifically, this includes: obtaining an energy consumption fluctuation coefficient from historical operating data; multiplying the total energy consumption by the energy consumption fluctuation coefficient to obtain a first safety margin energy consumption; obtaining the energy consumption required for emergency avoidance by the autonomous driving device; determining a second safety margin energy consumption based on the energy consumption required for emergency avoidance; adding the first safety margin energy consumption and the second safety margin energy consumption to obtain the safety margin energy consumption; and obtaining the total energy consumption and available energy consumption. The energy consumption difference between the target and the target is calculated by adding the energy consumption difference to the safety margin energy consumption. The estimated driving time for the autonomous driving device to complete the driving route is obtained, and the target energy consumption difference is divided by the estimated driving time to obtain the target charging power. The second output power range of the hydrogen fuel cell is obtained. If the target charging power is within the second output power range, the target charging power is used as the second charging power of the hydrogen fuel cell. If the target charging power is greater than the upper limit of the second output power range, the upper limit is used as the second charging power of the hydrogen fuel cell. If the target charging power is less than the lower limit of the second output power range, the lower limit is used as the second charging power of the hydrogen fuel cell.

[0014] By adopting the above technical solution, an energy consumption fluctuation coefficient from historical operating data is introduced, and combined with the total energy consumption to calculate the first safety margin energy consumption. Simultaneously, considering the energy consumption requirements of the autonomous driving equipment in emergency avoidance situations, a second safety margin energy consumption is determined, establishing a dual safety energy consumption reservation mechanism. This overcomes the problem of insufficient safety margin consideration in existing technologies. By adding the two safety margin energy consumptions, a more comprehensive safety margin energy consumption is obtained. This is then combined with the difference between the total energy consumption and available energy consumption to accurately calculate the target energy consumption difference, providing a reliable basis for determining the subsequent charging power. Combining the target energy consumption difference with the estimated driving time yields a more practical target charging power, avoiding the mismatch between traditional fixed-power charging methods and actual needs. When the target charging power is within the second output power range, it is directly used; when it exceeds the range, the corresponding limit is selected as the second charging power. This intelligent power adjustment method ensures that charging needs are met while preventing the hydrogen fuel cell from operating in an suboptimal state due to overload or underload.

[0015] Optionally, a second charging strategy is generated based on the second charging power, the minimum remaining power, and the temperature threshold. Specifically, this includes: obtaining the power difference between the current remaining power of the power battery and the minimum remaining power, where the minimum remaining power is determined based on the rated capacity of the power battery; determining the current available power based on the power difference; obtaining the current temperature and temperature threshold of the hydrogen fuel cell, comparing the current temperature with the temperature threshold, and determining a power adjustment coefficient based on the comparison result; multiplying the second charging power by the power adjustment coefficient to obtain the corrected charging power; dividing the current available power by the corrected charging power to obtain the charging time; obtaining the second power change rate of the hydrogen fuel cell, generating a power ramp-up curve of the hydrogen fuel cell from startup to reaching the corrected charging power based on the second power change rate; and generating the second charging strategy based on the power ramp-up curve and the charging time.

[0016] By adopting the above technical solution, the rated capacity of the power battery is obtained and the difference between the current remaining capacity and the minimum remaining capacity is calculated, accurately grasping the actual usable capacity space of the power battery and overcoming the limitations of existing technologies that rely solely on simple capacity thresholds for charging control. The current usable capacity is determined based on the capacity difference, and a power regulation mechanism based on a temperature threshold is introduced. By comparing the current temperature of the hydrogen fuel cell with the temperature threshold, the power regulation coefficient is dynamically determined. This temperature-adaptive power regulation method effectively prevents system overheating. A corrected charging power is obtained by multiplying the second charging power by the power regulation coefficient, and the charging time is calculated in conjunction with the current usable capacity, achieving precise time control of the charging process and avoiding the unreasonable charging time problem caused by traditional fixed-power charging methods. A ramp-up curve from start-up to target power is generated based on the second power change rate. This smooth power transition mechanism effectively reduces power surges during charging and protects system components. By combining the power ramp-up curve with the charging time to generate a second charging strategy, full-process optimized control of the charging process is achieved, significantly improving the charging efficiency and operational stability of the hybrid power system, while extending the service life of system components.

[0017] Optionally, the hydrogen fuel cell is controlled to charge the power battery according to the second charging strategy, specifically including: acquiring the current state of the hydrogen fuel cell and the second start-up parameters, the second start-up parameters including the second minimum start-up temperature, the second maximum start-up temperature and the second power response rate; generating a second start-up command based on the second start-up parameters; acquiring the second actual charging power of the second time period from the power ramp-up curve; acquiring the current temperature of the power battery; if the current temperature of the power battery is greater than or equal to a preset second temperature threshold, determining a second standard charging power based on the second temperature difference; replacing the second actual charging power with the second standard charging power; generating a second charging command based on the second standard charging power; when the actual charging time of the hydrogen fuel cell reaches the charging time, generating a second charging termination command; using the second start command, the second charging command and the second charging termination command as a second allocation command, so as to control the hydrogen fuel cell to charge the power battery according to the second allocation command.

[0018] By adopting the above technical solutions, the current state and second start-up parameters of the hydrogen fuel cell are obtained, including the minimum start-up temperature, the maximum start-up temperature, and the power response rate. A complete start-up control mechanism is established, overcoming the system damage problems that may be caused by simple start-stop control in existing technologies. The actual charging power of the second time period is obtained from the power ramp-up curve, and a dynamic adjustment mechanism based on the power battery temperature is introduced. When the power battery temperature exceeds a preset second temperature threshold, a second standard charging power is determined by calculating the temperature difference and used to replace the original actual charging power. This temperature-adaptive power adjustment method effectively prevents the power battery from being damaged due to excessive temperature. A termination control mechanism based on actual charging time generates a charging termination command in a timely manner when the charging time reaches a predetermined value, avoiding the adverse effects of overcharging on the system. By integrating the start command, charging command, and termination command into a complete second allocation command, precise control of the entire hydrogen fuel cell charging process is achieved. The second charging strategy not only ensures the safety and reliability of the charging process but also improves energy conversion efficiency. At the same time, through reasonable start-stop control and temperature protection mechanisms, the service life of system components is extended, realizing the efficient collaborative operation of the hybrid power system of the autonomous driving equipment.

[0019] The second aspect of this application provides an intelligent control system for a battery in an autonomous driving device. The system is located within the autonomous driving device, which includes a power battery and a hydrogen fuel cell. The autonomous driving device includes an acquisition unit, a processing unit, and a control unit. The acquisition unit determines the driving route from the current location to the destination, acquires the driving distance corresponding to different gradient sections along the route, acquires the current speed and passenger capacity of the autonomous driving device, and predicts the total energy consumption for reaching the destination based on the speed, passenger capacity, gradient, and corresponding driving distance of the current road segment. It also acquires the remaining energy consumption of the power battery, which includes usable energy consumption and safety margin energy consumption. The processing unit, if the total energy consumption is less than the remaining energy consumption, determines the output power of the power battery based on the estimated power and discharge efficiency of each road segment, and then... The initial charging power is determined by comparing the power output with the maximum power output of the power battery. A first charging power is then determined based on the relationship between the initial charging power and the first output power range of the hydrogen fuel cell. A first charging strategy is generated based on the first charging power and the temperature threshold of the hydrogen fuel cell. If the total energy consumption is greater than or equal to the remaining energy consumption, a target energy consumption difference is determined based on the total energy consumption, available energy consumption, and safety margin energy consumption. A target charging power is determined based on the target energy consumption difference and the estimated travel time of the route. A second charging power is determined based on the comparison between the target charging power and the second output power range of the hydrogen fuel cell. The minimum remaining charge of the power battery is obtained. A second charging strategy is generated based on the second charging power, the minimum remaining charge, and the temperature threshold. A control unit controls the hydrogen fuel cell to charge the power battery according to either the first or second charging strategy.

[0020] In a third aspect, this application provides an electronic device including a processor, a memory, a user interface, and a network interface. The memory is used to store instructions, the user interface and the network interface are used to communicate with other devices, and the processor is used to execute the instructions stored in the memory, causing the electronic device to perform the method as described in any of the above-described methods of this application.

[0021] In a fourth aspect, this application provides a computer-readable storage medium storing instructions that, when executed, perform any of the methods described above in this application.

[0022] In summary, one or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages: 1. By acquiring the driving route of the autonomous vehicle from its current location to its destination and combining it with the driving distance on road sections with different gradients, precise route planning is achieved. Based on the current speed of the autonomous vehicle, the number of passengers, and the gradient and driving distance of each road section, the total energy consumption of the autonomous vehicle to reach its destination can be accurately predicted, avoiding the limitations of existing technologies that only rely on power thresholds for charging control. By comparing the predicted total energy consumption with the remaining energy consumption of the power battery, when the total energy consumption is less than the remaining energy consumption, the charging power is dynamically adjusted based on the estimated power and discharge efficiency of each road section, and an adaptive first charging strategy is generated in combination with the temperature threshold of the hydrogen fuel cell; when the total energy consumption is greater than or equal to the remaining energy consumption, a reasonable charging power is determined by calculating the target energy consumption difference and considering the driving time, and a more aggressive second charging strategy is formulated in combination with the minimum remaining power of the power battery. This intelligent charging control method based on actual driving conditions overcomes the problem of mismatch between fixed power charging and actual needs, significantly improves the range of autonomous driving equipment, and ensures the safety and reliability of the charging process by controlling the temperature threshold and reserving the safety margin energy consumption, thus realizing the efficient collaborative work of the hydrogen fuel cell and power battery hybrid power system.

[0023] 2. By combining the estimated power and discharge efficiency of each road segment, the actual output power requirement of the power battery is accurately calculated. This overcomes the problem that the fixed-power charging method in existing technologies cannot adapt to actual driving needs. When the output power of the power battery exceeds its maximum power output, the excess is used as the base charging power for the hydrogen fuel cell. By considering the power generation efficiency of the hydrogen fuel cell, the initial charging power is reasonably determined, avoiding energy waste caused by improper power settings in traditional solutions. Furthermore, based on the power fluctuation coefficient of historical operating data, a power margin is calculated and superimposed on the initial charging power to obtain a more practical corrected initial charging power. This dynamic correction mechanism effectively addresses the power fluctuation requirements of autonomous driving equipment during actual operation. Simultaneously, a first output power range control mechanism is also set up. When the corrected initial charging power is within the first output power range, it is directly used; when it exceeds the range, the maximum power limit is selected. This adaptive power adjustment method ensures charging efficiency while preventing damage to the hydrogen fuel cell due to overload. Attached Figure Description

[0024] Figure 1 This is a flowchart illustrating an intelligent control method for a battery in an unmanned vehicle provided in an embodiment of this application. Figure 2 This is a schematic diagram of the structure of an intelligent control system for a battery of an unmanned driving device provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of this application.

[0025] Explanation of reference numerals in the attached drawings: 201, acquisition unit; 202, processing unit; 203, control unit; 300, electronic device; 301, processor; 302, memory; 303, user interface; 304, network interface; 305, communication bus. Detailed Implementation

[0026] To enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0027] In the description of the embodiments of this application, the words "for example" or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design that is described as "for example" or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design options. Rather, the use of the words "for example" or "for instance" is intended to present the relevant concepts in a specific manner.

[0028] In the description of the embodiments of this application, the term "multiple" means two or more. For example, multiple systems means two or more systems, and multiple screen terminals means two or more screen terminals. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. The terms "comprising," "including," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0029] Therefore, how to overcome the limitations of existing technologies that rely solely on power thresholds for charging control is a key challenge. This application provides an intelligent control method for the battery of an autonomous driving device, applicable to such devices. The autonomous driving device includes a power battery and a hydrogen fuel cell. The hydrogen fuel cell powers the power battery, which in turn drives the motor of the autonomous driving device. The autonomous driving devices described in this application include food delivery vehicles, sightseeing vehicles, and other types of vehicles. Figure 1 This is a flowchart illustrating an intelligent control method for a battery in an unmanned vehicle, as provided in an embodiment of this application. (Refer to...) Figure 1 The method includes the following steps S101-S108.

[0030] S101: Determine the driving route of the unmanned vehicle from its current location to its destination, and obtain the driving distance corresponding to different slope sections in the driving route.

[0031] In step S101 above, the current location coordinates of the autonomous driving device are obtained through the GPS positioning module, and the coordinates of the destination are obtained through the navigation system. Based on these two location coordinates, the navigation system, combined with road map data within the scenic area, plans the optimal driving route from the current location to the destination. This route planning not only considers distance factors but also road conditions and restrictions on special road sections within the scenic area, ensuring that the planned driving route is both safe and feasible and suitable for the autonomous driving device.

[0032] After determining the driving route, the system accesses the scenic area's terrain database, which stores the slope information of all roads within the area. By matching the driving route against the terrain database, different slope sections within the route can be identified, including uphill, downhill, and flat sections. For each slope section, the corresponding driving distance is precisely calculated. For example, when the driving route includes a 5-degree uphill section, the actual driving distance for this uphill section is calculated based on the road's start and end points.

[0033] Obtaining the driving distance on road sections with different gradients is crucial for subsequent energy consumption estimation and charging strategy formulation. Different gradients lead to varying energy consumption for autonomous vehicles; uphill sections typically require more energy, while downhill sections may recover some energy through energy recovery systems. By accurately understanding the gradient characteristics and driving distance of each road segment, the energy requirements of the autonomous vehicle throughout its journey can be more precisely predicted. This provides a vital basis for developing reasonable charging strategies and effectively avoids undercharging or overcharging issues caused by inaccurate energy prediction. This energy consumption management approach based on actual road conditions significantly improves the operational efficiency and safety of autonomous vehicles.

[0034] S102: Obtain the current speed and number of passengers of the autonomous driving equipment, and predict the total energy consumption of the autonomous driving equipment to reach the destination based on the speed, number of passengers, slope of each road segment and corresponding driving distance.

[0035] In step S102 above, the vehicle speed data is collected in real time by the vehicle speed sensor on the autonomous driving equipment, and the current number of passengers is obtained through the on-board weight sensing system or passenger counting system. The collection of this real-time data is crucial for accurately predicting energy consumption, as vehicle speed and load directly affect the power requirements of the autonomous driving equipment. This data is then combined with a pre-established energy consumption model, which includes energy consumption characteristic parameters of the autonomous driving equipment under different operating conditions.

[0036] After acquiring the basic data of the autonomous driving equipment, an energy consumption prediction model is established by combining the slope information and corresponding travel distance of each road segment obtained in the previous steps. The energy consumption prediction model considers several influencing factors: First, the basic energy consumption of the autonomous driving equipment at different vehicle speeds, which mainly includes the energy required to overcome air resistance and tire rolling resistance; second, the increased mass load due to the number of passengers, which directly affects the kinetic energy demand of the autonomous driving equipment; third, the slope characteristics of each road segment, with uphill segments requiring additional potential energy increments, while downhill segments may recover some energy through the energy recovery system; finally, the expected energy consumption for each road segment is calculated by combining the travel distance of each road segment.

[0037] The energy consumption prediction model comprehensively calculates these factors to determine the total energy consumption required for an autonomous vehicle to travel from its current location to its destination. The specific calculation process uses a segmented summation method: first, the expected energy consumption for each road segment is calculated, and then the energy consumption of all road segments is added together to obtain the total energy consumption. For example, for uphill sections, the energy required to overcome the gravitational potential energy difference is calculated, while also considering the impact of current vehicle speed and load on energy consumption; for flat sections, the energy required to overcome driving resistance is primarily considered.

[0038] This energy consumption prediction method based on multi-dimensional parameters significantly improves the accuracy of energy consumption prediction and avoids the limitations of traditional single-parameter prediction methods. Accurate total energy consumption prediction provides a reliable basis for subsequent charging strategy formulation, effectively preventing undercharging or overcharging problems caused by energy consumption prediction deviations, and improving the operating efficiency and reliability of autonomous driving equipment.

[0039] S103: Obtain the remaining energy consumption of the power battery, which includes available energy consumption and safety margin energy consumption.

[0040] In step S103 above, the battery management system (BMS) monitors the battery's state of charge in real time to obtain the remaining energy consumption. This remaining energy consumption consists of usable energy consumption and safety margin energy consumption. Usable energy consumption is calculated by the BMS using real-time data collected from the battery pack, including voltage and current parameters, combined with the battery's state of charge (SOC). The calculation considers the battery's actual operating characteristics, including discharge efficiency and temperature characteristics, and uses a specific calculation model to convert the charge data into a usable energy value. This conversion takes into account the battery's performance changes under different operating conditions, ensuring that the calculated usable energy consumption value is accurate.

[0041] Safety margin energy consumption is based on safety considerations for system operation. According to the operating characteristics of autonomous vehicles, a certain percentage of energy is reserved as a safety margin. This energy is used to cope with potential emergencies, such as changes in road conditions, weather conditions, or emergency avoidance. The specific value of the safety margin energy consumption is set considering multiple factors, including the degree of battery aging, ambient temperature, and the complexity of the driving route. By dynamically adjusting the safety margin energy consumption, it is possible to better adapt to different operating conditions.

[0042] By dividing remaining energy consumption into available energy consumption and safety margin energy consumption, the safety and reliability of unmanned equipment operation are effectively improved. On the one hand, accurately grasping available energy consumption ensures the rational use of energy and avoids energy waste; on the other hand, setting reasonable safety margin energy consumption provides energy security for emergencies and prevents safety hazards caused by energy depletion.

[0043] S104: If the total energy consumption is less than the remaining energy consumption, the output power of the power battery is determined based on the estimated power and discharge efficiency of each road segment. The initial charging power is determined based on the comparison between the output power and the maximum power output power of the power battery. The first charging power is determined based on the relationship between the initial charging power and the first output power range of the hydrogen fuel cell.

[0044] In step S104 above, the predicted total energy consumption is compared with the remaining energy consumption of the power battery. When the total energy consumption is less than the remaining energy consumption, it indicates that the current energy reserve of the power battery is sufficient to support the autonomous driving device to complete the current driving route. However, to ensure that the remaining energy consumption of the power battery is within the normal range after the autonomous driving device completes the driving route, it is necessary to further optimize the output power and charging strategy of the power battery to achieve efficient energy utilization. The driving parameters of each road segment obtained in the aforementioned steps are combined with the power system characteristics of the autonomous driving device to calculate the estimated power demand for each road segment. This calculation needs to consider factors such as the slope characteristics of the road segment and the expected driving speed, while also taking into account the discharge efficiency of the power battery. The calculation of discharge efficiency involves multiple parameters such as the operating temperature and depth of discharge of the power battery, which directly affect the actual output performance of the power battery. By comprehensively analyzing these factors, the output power that the power battery needs to provide in different road segments can be accurately determined. After determining the output power, the output power is compared with the maximum power output power of the power battery, which refers to the maximum value within the output power range of the power battery. This comparison process aims to assess the power output pressure of the battery and determine the initial charging power accordingly. When the output power is close to the maximum power output, the initial charging power is increased accordingly to ensure that the battery always maintains sufficient energy reserves; when the output power is low, the initial charging power can be appropriately reduced to avoid unnecessary charging losses. The determined initial charging power is then compared with the first output power range of the hydrogen fuel cell. The first output power range represents the optimal power output range of the hydrogen fuel cell under current operating conditions. Through this comparison, the first charging power is finally determined.

[0045] The output power of the power battery is determined based on the estimated power and discharge efficiency of each road segment. The initial charging power is determined by comparing the output power with the maximum power output power of the power battery. The first charging power is determined based on the relationship between the initial charging power and the first output power range of the hydrogen fuel cell. Specifically, this includes: dividing the estimated power of each road segment by the discharge efficiency to obtain the output power of the power battery, where the estimated power is the power required to travel each road segment; if the output power of the power battery is greater than or equal to the maximum power output power, the difference between the output power of the power battery and the maximum power output power is used as the base power of the hydrogen fuel cell; dividing the base power by the power generation efficiency of the hydrogen fuel cell to obtain the initial charging power; obtaining the power fluctuation coefficient of the hydrogen fuel cell from historical operating data, multiplying the initial charging power by the power fluctuation coefficient to obtain the power margin; adding the power margin to the initial charging power to obtain the corrected initial charging power; if the corrected initial charging power is within the first output power range, the corrected initial charging power is used as the first charging power; if the corrected initial charging power is not within the first output power range, the maximum power upper limit is obtained from the output power range, and the maximum power upper limit is used as the first charging power.

[0046] Specifically, the estimated power for each road segment is first obtained. For example, a 5-degree uphill section might require 30kW of power, a flat section 20kW, and a downhill section 15kW. Considering the discharge efficiency of the power battery (typically between 85% and 95%), these estimated powers are divided by the actual discharge efficiency. For instance, if the estimated power for a certain road segment is 30kW and the power battery discharge efficiency is 90%, then the actual required power battery output power is 33.33kW. This calculation method ensures sufficient energy supply and avoids insufficient power due to efficiency loss. After calculating the actual output power of the power battery, it is compared with the maximum power output power of the power battery (e.g., 26.66kW). If the calculated output power is 33.33kW, which is greater than the maximum power output power of 26.66kW, then the difference of 6.67kW will be used as the basic power that the hydrogen fuel cell needs to supplement. This calculation of the power difference takes into account the power limit of the power battery and avoids overload operation of the power battery. Next, the power generation efficiency of the hydrogen fuel cell needs to be considered (typically between 45% and 60%). Assuming a power generation efficiency of 50%, the base power of 6.67kW is divided by 0.5 to obtain an initial charging power of 13.34kW. This step ensures that the hydrogen fuel cell can provide sufficient actual power output. To cope with power fluctuations during operation, the system extracts a power fluctuation coefficient from historical operating data. For example, if historical data shows power fluctuations of around 15%, the power fluctuation coefficient is set to 1.15. Multiplying the initial charging power of 13.34kW by 1.15 yields a power margin of 2kW. This margin effectively copes with sudden increases in power demand. Adding the power margin to the initial charging power gives a corrected initial charging power of 15.34kW. Assuming the initial output power range of the hydrogen fuel cell is 10kW to 20kW, and since 15.34kW falls within this range, it is directly used as the initial charging power.

[0047] If the initial charging power exceeds the maximum power limit of the first output power, the maximum power limit will be selected as the first charging power. This power limiting mechanism ensures that the hydrogen fuel cell always operates within its optimal operating range. Based on this precise power calculation and multiple correction mechanisms, the optimal power configuration between the power battery and the hydrogen fuel cell is achieved. In practical applications, such as when autonomous vehicles are continuously climbing hills in scenic areas, the charging power of the hydrogen fuel cell can be adjusted in a timely manner to ensure that the power battery always maintains sufficient energy reserves while avoiding excessive wear and tear on the hydrogen fuel cell. This intelligent power management strategy significantly improves the overall efficiency of the hybrid power system, extends the service life of system components, and ensures the smooth operation of autonomous vehicles.

[0048] S105: Generate a first charging strategy based on the first charging power and the temperature threshold of the hydrogen fuel cell.

[0049] In step S105 above, after determining the first charging power based on the aforementioned steps, a first charging strategy is formulated by considering the temperature threshold characteristics of the hydrogen fuel cell. The setting of the temperature threshold has a significant impact on the lifespan and charging efficiency of the hydrogen fuel cell. Typically, hydrogen fuel cells have multiple temperature threshold points; for example, the first temperature threshold can be set to 65°C, and the second temperature threshold can be set to 75°C. These temperature thresholds directly affect the formulation of the charging strategy.

[0050] A first charging strategy is generated based on the first charging power and the temperature threshold of the hydrogen fuel cell. Specifically, this includes: sorting each road segment according to the driving order in the driving route to obtain a road segment sequence; determining the target difference in the first charging power between adjacent road segments based on the road segment sequence, where the target difference is the change in the output power of the hydrogen fuel cell; obtaining the first power change rate of the hydrogen fuel cell; dividing the target difference by the first power change rate to obtain the transition time; determining transition segments based on the transition time and inserting the transition segments between adjacent road segments in the road segment sequence; generating power change curves for each transition segment based on the power change rate; combining the first charging power of each road segment with the power change curves of each transition segment in chronological order to obtain a charging power curve; and obtaining the current temperature of the hydrogen fuel cell. If the current temperature is less than or equal to the first temperature threshold, then... A first charging strategy is generated based on the charging power curve, where the temperature threshold includes a first temperature threshold. If the current temperature is greater than the first temperature threshold and less than or equal to a second temperature threshold, a first power attenuation coefficient is determined based on the first temperature threshold. The first power value in the charging power curve is multiplied by the first power attenuation coefficient to obtain a first corrected charging power curve. The first charging strategy is generated based on the first corrected charging power curve. The temperature threshold also includes a second temperature threshold, where the first temperature threshold is less than the second temperature threshold. If the current temperature is greater than the second temperature threshold, a second power attenuation coefficient is determined based on the second temperature threshold. The second power value in the charging power curve is multiplied by the second power attenuation coefficient to obtain a second corrected charging power curve. The first charging strategy is generated based on the second corrected charging power curve.

[0051] Specifically, the various segments of the driving route are first scientifically ordered. For example, a complete sightseeing route might include a starting flat section (2 km), an uphill section (1.5 km), a high plateau section (1 km), a downhill section (1.5 km), and a final flat section (2 km). These segments are arranged according to the actual driving sequence, forming an ordered sequence. Then, based on the characteristics of each segment, the corresponding initial charging power is determined, such as 15kW for the flat section, 20kW for the uphill section, 12kW for the high plateau section, and 10kW for the downhill section. By comparing the initial charging power of adjacent segments, the target power difference is calculated. For example, the target power difference when transitioning from a flat section to an uphill section is 5kW, which is obtained by subtracting the initial charging power of the uphill section from the initial charging power of the flat section. Finally, the initial power change rate of the hydrogen fuel cell is obtained; this parameter reflects the hydrogen fuel cell's ability to adjust power. Assuming the power change rate of the hydrogen fuel cell is 1 kW / s, the transition time required to move from a flat road section to an uphill section is 5 seconds (the distance of the uphill section divided by the power change rate). This transition time calculation based on the actual power change capability ensures smooth power regulation. After obtaining each transition time, corresponding transition segments are directly inserted between adjacent road sections. For example, a 5-second transition segment is inserted between a flat road section and an uphill section, and an 8-second transition segment (8 kW difference) is inserted between an uphill section and a high-altitude platform section. These transition segments are set to avoid sudden power changes, thereby protecting the system components of the autonomous driving equipment. For each transition segment, a corresponding power change curve is generated based on the power change rate. These curves may be linear or gradual curves conforming to a specific function. For example, the transition from 15 kW to 20 kW could be a linear change increasing by 1 kW per second. These power change curves are combined with the constant charging power of each road section in chronological order to form a complete charging power curve. During the actual execution of the charging strategy, the temperature status of the hydrogen fuel cell is monitored in real time. When the temperature is below 65℃ (the first temperature threshold), the original charging power curve is executed directly. For example, if the current temperature is 60℃, the charging task is performed according to the predetermined power curve. If the temperature rises to 68℃, which is between the first temperature threshold (65℃) and the second temperature threshold (75℃), the first-level power regulation mechanism is activated. A first power attenuation coefficient, such as 0.85, is determined based on the temperature. At this point, all power values ​​in the original charging power curve are multiplied by 0.85 to generate a first corrected charging power curve. For example, the original 20kW uphill power will be reduced to 17kW. When the temperature continues to rise to 78℃, exceeding the second temperature threshold (75℃), a more stringent second-level power regulation mechanism is activated. At this point, a second power attenuation coefficient of 0.7 may be used to further reduce the charging power. For example, the original 20kW uphill power will be reduced to 14kW.

[0052] This multi-layered charging strategy not only achieves a smooth power transition but also establishes a comprehensive temperature protection mechanism. By dynamically adjusting the charging power, it ensures the power requirements of the autonomous driving equipment while effectively preventing overheating damage to the hydrogen fuel cell. Especially under complex road conditions, this strategy can flexibly adjust the charging power according to the actual situation, significantly improving the reliability and lifespan of the hybrid power system.

[0053] S106: If the total energy consumption is greater than or equal to the remaining energy consumption, the target energy consumption difference is determined based on the total energy consumption, available energy consumption, and safety margin energy consumption. The target charging power is determined based on the target energy consumption difference and the estimated travel time of the route. The second charging power is determined based on the comparison between the target charging power and the second output power range of the hydrogen fuel cell.

[0054] In step S106 above, when the total energy consumption is detected to be greater than or equal to the remaining energy consumption, it indicates that the current energy reserves of the power battery are insufficient to support the autonomous driving equipment in completing the current driving route, and a more precise charging strategy needs to be formulated. For example, if the detected total energy consumption is 50 kWh, while the remaining energy consumption is only 40 kWh (of which 35 kWh is usable energy and 5 kWh is safety margin energy), a dedicated energy consumption difference management mechanism needs to be activated. First, the difference between the total energy consumption and the usable energy consumption is calculated to determine the basic energy consumption difference. In the example above, the total energy consumption of 50 kWh minus the usable energy consumption of 35 kWh yields a basic energy consumption difference of 15 kWh. Then, the basic energy consumption difference is added to the safety margin energy consumption of 5 kWh, and the target energy consumption difference is finally determined to be 20 kWh. This calculation method not only considers the actual energy consumption demand but also retains the necessary safety margin, ensuring the reliability of the autonomous driving equipment. Finally, based on the estimated driving time of the route, the target energy consumption difference is converted into a target charging power. For example, if the expected driving time is 2 hours, the target energy consumption difference of 20 kWh is divided by 2 hours to obtain a target charging power of 10 kW. This time-based power calculation method ensures that the charging process meets actual operating requirements. The calculated target charging power is then compared with the second output power range of the hydrogen fuel cell. Assuming the second output power range of the hydrogen fuel cell is 8 kW to 15 kW, when the target charging power is 10 kW, since the target charging power value falls within the second output power range, 10 kW is directly set as the second charging power. If the target charging power exceeds the upper limit of the second output power of 15 kW, 15 kW will be automatically selected as the second charging power; if the target charging power is lower than the lower limit of the second output power of 8 kW, 8 kW will be selected as the second charging power.

[0055] The target energy consumption difference is determined based on total energy consumption, available energy consumption, and safety margin energy consumption. The target charging power is determined based on the target energy consumption difference and the estimated travel time of the route. The second charging power is determined based on a comparison between the target charging power and the second output power range of the hydrogen fuel cell. Specifically, this includes: obtaining an energy consumption fluctuation coefficient from historical operating data; multiplying the total energy consumption by the energy consumption fluctuation coefficient to obtain the first safety margin energy consumption; obtaining the energy consumption required for emergency avoidance by the autonomous driving device; determining the second safety margin energy consumption based on the energy consumption required for emergency avoidance; adding the first safety margin energy consumption and the second safety margin energy consumption to obtain the safety margin energy consumption; and obtaining the difference between total energy consumption and available energy consumption. The energy consumption difference is calculated, and then added to the safety margin energy consumption to obtain the target energy consumption difference. The estimated travel time for the autonomous driving equipment to complete the driving route is obtained, and the target energy consumption difference is divided by the estimated travel time to obtain the target charging power. The second output power range of the hydrogen fuel cell is obtained. If the target charging power is within the second output power range, the target charging power is used as the second charging power of the hydrogen fuel cell. If the target charging power is greater than the upper limit of the second output power range, the upper limit is used as the second charging power of the hydrogen fuel cell. If the target charging power is less than the lower limit of the second output power range, the lower limit is used as the second charging power of the hydrogen fuel cell.

[0056] Specifically, by analyzing the historical operational database of autonomous driving equipment, energy consumption fluctuation characteristics are extracted to determine the energy consumption fluctuation coefficient. For example, if historical data shows that energy consumption fluctuations typically range from 10% to 20%, a coefficient of 1.15 can be chosen. Assuming the current total energy consumption is 50 kWh, multiplying it by the energy consumption fluctuation coefficient of 1.15 yields a first safety margin energy consumption of 7.5 kWh. This margin calculation method based on historical data effectively addresses the uncertainty caused by energy consumption fluctuations. Simultaneously, the energy consumption requirements of the autonomous driving equipment in emergency situations are assessed. For example, the energy consumption requirements when encountering road obstacles and needing to detour, or when urgently returning to a repair station. Assuming the calculated energy consumption required for emergency avoidance is 5 kWh, this will be used as the second safety margin energy consumption. By adding the first and second safety margin energy consumptions, a safety margin energy consumption of 12.5 kWh is obtained. This dual safety margin mechanism provides a reliable guarantee for the safe operation of the autonomous driving equipment. Finally, the difference between the total energy consumption and the available energy consumption is calculated. For example, if the total energy consumption is 50 kWh and the available energy consumption is 35 kWh, the energy consumption difference is 15 kWh. Adding this energy consumption difference to the previously calculated safety margin energy consumption yields a target energy consumption difference of 27.5 kWh. This target energy consumption difference includes both the actual energy consumption requirement and the necessary safety margin. The estimated travel time for the autonomous driving device to complete the route is obtained. For example, based on the route length, average speed, and dwell time, the estimated travel time is calculated to be 2.5 hours. Dividing the target energy consumption difference of 27.5 kWh by the estimated travel time of 2.5 hours yields a target charging power of 11 kW. This time-based power calculation method ensures the balance of energy replenishment. The second output power range of the hydrogen fuel cell is obtained, assumed to be from 8 kW to 15 kW. Since the calculated target charging power of 11 kW falls within the second output power range, it is directly set as the second charging power. If the calculated target charging power is 16kW, which exceeds the upper limit of the second output power of 15kW, the upper limit of 15kW will be automatically selected as the second charging power; if the calculated target charging power is 7kW, which is lower than the lower limit of the second output power of 8kW, the lower limit of 8kW will be selected as the second charging power.

[0057] This method, based on energy consumption difference and time constraints, determines the second charging power, enabling precise control of the hydrogen fuel cell charging process. In practical applications, such as when autonomous vehicles need to operate continuously for extended periods within scenic areas, the required charging power can be accurately calculated and adjusted within the optimal operating range of the hydrogen fuel cell. This not only ensures sufficient energy replenishment for the autonomous vehicle but also avoids efficiency losses caused by power mismatch in the hydrogen fuel cell. Furthermore, the design with multiple safety margins ensures the system has sufficient energy reserves to cope with various situations. The adaptive nature of this charging strategy allows it to flexibly respond to different operating conditions, providing a reliable energy guarantee for the stable operation of the autonomous vehicle.

[0058] S107: Obtain the minimum remaining power of the power battery, and generate a second charging strategy based on the second charging power, the minimum remaining power, and the temperature threshold.

[0059] In step S107 above, the minimum remaining charge parameter of the power battery is obtained through the Battery Management System (BMS). This parameter is usually set by the battery manufacturer and is a key indicator to ensure safe battery operation and extend battery life. For example, if the rated capacity of the power battery is 100kWh and the manufacturer recommends a minimum remaining charge of 20%, then 20kWh is set as the minimum remaining charge threshold. This minimum remaining charge setting prevents over-discharge of the battery while reserving necessary energy reserves for emergencies. A second charging strategy is formulated based on the second charging power, minimum remaining charge, and temperature threshold determined in the preceding steps. For example, when the determined second charging power is 11kW, the current remaining charge status of the power battery is assessed. If the current remaining charge is detected to be close to the minimum remaining charge threshold (e.g., 22kWh remaining), the charging mode is activated first. In this mode, even if the hydrogen fuel cell temperature is slightly higher than the normal operating temperature, a relatively high charging power is maintained to ensure that the remaining charge of the power battery quickly recovers to a safe level.

[0060] A second charging strategy is generated based on the second charging power, the minimum remaining capacity, and the temperature threshold. Specifically, this includes: obtaining the capacity difference between the current remaining capacity of the power battery and the minimum remaining capacity, where the minimum remaining capacity is determined based on the rated capacity of the power battery; determining the current available capacity based on the capacity difference; obtaining the current temperature and temperature threshold of the hydrogen fuel cell, comparing the current temperature with the temperature threshold, and determining the power adjustment coefficient based on the comparison result; multiplying the second charging power by the power adjustment coefficient to obtain the corrected charging power; dividing the current available capacity by the corrected charging power to obtain the charging time; obtaining the second power change rate of the hydrogen fuel cell, and generating a power ramp-up curve of the hydrogen fuel cell from startup to reaching the corrected charging power based on the second power change rate; and generating the second charging strategy based on the power ramp-up curve and the charging time.

[0061] Specifically, the basic parameters of the power battery are obtained through the power battery management system. For example, if the rated capacity of the power battery is 100kWh, the current remaining capacity is 35kWh, and the minimum remaining capacity is set at 20kWh, then the calculated capacity difference is 15kWh, which is the current remaining capacity minus the minimum remaining capacity. This capacity difference calculation provides basic data support for the subsequent charging strategy formulation. The current available capacity is directly equal to the capacity difference between the current remaining capacity and the minimum remaining capacity of the power battery, i.e., the current available capacity is 15kWh. Next, the current temperature of the hydrogen fuel cell and the preset temperature threshold are obtained through a temperature sensor. Assuming the current temperature is 68℃, and the set temperature thresholds are 65℃ (upper limit of normal operating temperature) and 75℃ (high temperature warning value), the current temperature is compared with the temperature thresholds to determine the corresponding power adjustment coefficient. For example, when the temperature is between 65℃ and 75℃, the power adjustment coefficient is calculated using a linear interpolation method, which may result in an adjustment coefficient of 0.85. Multiplying the second charging power (e.g., 11kW) determined in the preceding steps by the power regulation coefficient 0.85 yields a corrected charging power of 9.35kW. This temperature-adaptive power regulation mechanism ensures the safe operation of the hydrogen fuel cell under different temperature conditions. Based on the current available energy of 15kWh and the corrected charging power of 9.35kW, the required charging time is calculated to be approximately 96 minutes. This charging time calculation considers the actual available capacity of the battery and the safe charging power, avoiding potential damage from overly rapid charging. Subsequently, the second power change rate of the hydrogen fuel cell is obtained, for example, 1kW / s. Based on this change rate, a power ramp-up curve is generated from the start-up state (0kW) to the corrected charging power (9.35kW). This curve may adopt a linear growth approach, i.e., gradually increasing the power from 0 to 9.35kW within 9.35 seconds, or it may adopt a gentler S-shaped curve to reduce the impact of power changes on the system. Finally, the power ramp-up curve is combined with the charging time to generate a complete second charging strategy. This strategy includes the power ramp-up process during the start-up phase, the constant power output during the stable charging phase, and possible power regulation processes (based on temperature changes). For example, in the first 9.35 seconds after startup, the charging power is gradually increased according to the power ramp-up curve; then a stable charging power of 9.35kW is maintained; if the temperature is detected to rise further, the charging power will be reduced accordingly.

[0062] This multi-dimensional charging strategy enables precise control of the charging process. By considering multiple factors such as battery capacity, temperature changes, and power regulation, it maximizes charging efficiency while ensuring safety. Especially in complex operating environments, this adaptive charging strategy dynamically adjusts charging parameters according to actual conditions, effectively extending the lifespan of system components and improving the reliability and economy of the entire hybrid power system. Simultaneously, the intelligent nature of this charging strategy allows it to adapt to different operating conditions and environmental changes, providing a reliable energy guarantee for the continuous and stable operation of autonomous driving equipment.

[0063] S108: Control the hydrogen fuel cell to charge the power battery according to the first charging strategy or the second charging strategy.

[0064] In the above S108, controlling the hydrogen fuel cell to charge the power battery according to the first charging strategy specifically includes: obtaining the current state of the hydrogen fuel cell and the first start-up parameters, the first start-up parameters including the first minimum start-up temperature, the first maximum start-up temperature and the first power response rate, and generating a first start-up command based on the first start-up parameters; obtaining the first actual charging power of the first time period from the charging power curve, obtaining the current temperature of the power battery, if the current temperature of the power battery is greater than or equal to a preset first temperature threshold, then determining the first standard charging power based on the first temperature difference, replacing the first actual charging power with the first standard charging power, and generating a first charging command based on the first standard charging power; when the autonomous driving device reaches the target road segment in the first charging strategy, generating a first charging termination command, and using the first start command, the first charging command and the first charging termination command as a first allocation command, so as to control the hydrogen fuel cell to charge the power battery according to the first allocation command, wherein the target road segment is the road segment that the autonomous driving device has currently reached.

[0065] Specifically, the current operating status of the hydrogen fuel cell, including parameters such as battery temperature, output voltage, and current, is acquired through a sensor network. Simultaneously, first start-up parameters are read, such as a first minimum start-up temperature set at 10℃, a first maximum start-up temperature set at 60℃, and a first power response rate set at 1kW / s. When the current temperature of the hydrogen fuel cell is detected to be 25℃, within the start-up temperature range, a first start-up command is generated based on these parameters. This command includes specific control information such as the start-up sequence, preheating time, and initial power, ensuring the safe and stable start-up of the hydrogen fuel cell. After start-up, the first actual charging power data for the first time period (e.g., the first 30 minutes) is extracted from the aforementioned generated charging power curve. Assuming the set charging power for this period is 15kW, the current temperature of the power battery is acquired through a temperature sensor. If the detected power battery temperature is 45℃, exceeding the preset first temperature threshold of 40℃, a first temperature difference (45℃ - 40℃ = 5℃) is calculated. Based on this initial temperature difference, a specific temperature-power mapping relationship is used (e.g., reducing charging power by 5% for every 1°C above the limit), to calculate the first standard charging power of 12.75kW (15kW × 0.85). A first charging command incorporating this corrected charging power is then generated. This temperature-based power regulation mechanism effectively prevents damage to the power battery due to overheating. The location information of the autonomous vehicle is monitored in real time via a GPS positioning module and a road segment recognition system. When the autonomous vehicle is detected to have reached the target road segment specified in the charging strategy (e.g., a tourist spot or rest stop), a first charging termination command is generated. This command includes a control sequence that gradually reduces power, ensuring a smooth charging process and avoiding sudden power outages that could impact the system. Finally, the first start command (containing start parameters and control sequence), the first charging command (containing temperature-adaptive power control information), and the first charging termination command (containing termination procedures and protection measures) are integrated into a complete first allocation command. This allocation command is sent to each execution unit of the hydrogen fuel cell via the controller, achieving precise control of the entire charging process. For example, in actual operation, when the autonomous vehicle departs from the starting station, it first executes the initial start command. After confirming that the hydrogen fuel cell temperature is 25°C, it gradually increases the output power at a power response rate of 1kW / s. When the power reaches the set value of 15kW, the battery temperature is detected to have risen to 45°C, and the temperature protection mechanism is immediately activated, reducing the charging power to 12.75kW. When the autonomous vehicle reaches the predetermined target section (such as a tourist spot), it executes the charging termination command, reducing the charging power according to the preset power reduction curve until it stops.

[0066] This multi-dimensional charging control strategy achieves intelligent management of the charging process through precise parameter monitoring and dynamic adjustment mechanisms. It not only ensures the safety and efficiency of the power battery charging process but also extends the service life of system components through temperature adaptive functionality. Especially in complex operating environments, this road-segment-based charging control strategy can flexibly adjust charging parameters according to actual conditions, significantly improving the reliability and economy of the hybrid power system. Simultaneously, the adaptive nature of this control strategy enables it to effectively cope with various changes in operating conditions, providing reliable technical support for the continuous and stable operation of autonomous driving equipment.

[0067] The second charging strategy controls the hydrogen fuel cell to charge the power battery, specifically including: acquiring the current state of the hydrogen fuel cell and second start-up parameters, the second start-up parameters including a second minimum start-up temperature, a second maximum start-up temperature, and a second power response rate; generating a second start-up command based on the second start-up parameters; acquiring the second actual charging power for the second time period from the power ramp-up curve; acquiring the current temperature of the power battery; if the current temperature of the power battery is greater than or equal to a preset second temperature threshold, determining a second standard charging power based on the second temperature difference; replacing the second actual charging power with the second standard charging power; generating a second charging command based on the second standard charging power; and generating a second charging termination command when the actual charging time of the hydrogen fuel cell reaches the charging time. The second start-up command, the second charging command, and the second charging termination command are used as a second allocation command to control the hydrogen fuel cell to charge the power battery according to the second allocation command.

[0068] Specifically, the current operating status of the hydrogen fuel cell is obtained through the hydrogen fuel cell management unit, including key parameters such as temperature, pressure, and humidity, while simultaneously reading the second start-up parameters. For example, if the current temperature of the hydrogen fuel cell is detected to be 30°C, while the second start-up parameters specify a minimum start-up temperature of 20°C, a maximum start-up temperature of 40°C, and a power response rate of 1kW / s, the comparison of these parameters confirms that the current temperature is within the safe start-up range. Subsequently, a second start-up command containing information such as start-up timing and power ramp-up rate is generated. This multi-parameter start-up control mechanism ensures that the hydrogen fuel cell starts under optimal conditions, avoiding potential damage from cold or overheated starts. The second actual charging power for the second time period is then extracted from the power ramp-up curve generated in the aforementioned steps. For example, if the power ramp-up curve shows a charging power of 9.35kW in the second time period (e.g., 5-10 minutes after start-up), the current temperature of the power battery is monitored simultaneously. Assuming the detected power battery temperature is 52°C, which is higher than the preset second temperature threshold of 50°C, a second temperature difference (2°C in this example) is calculated. Based on this temperature difference, a specific power reduction algorithm is used to determine the second standard charging power, such as reducing the original charging power from 9.35kW to 8.5kW. This temperature-based dynamic power adjustment mechanism effectively prevents the power battery from being damaged due to excessive temperature. The actual charging time of the hydrogen fuel cell is continuously monitored. When the actual charging time reaches the charging time calculated in the aforementioned steps (e.g., 96 minutes), a second charging termination command is automatically generated. This termination command includes a control sequence that gradually reduces the power, ensuring a smooth end to the charging process. The previously generated second start command, second charging command (including the corrected charging power value), and second charging termination command are integrated into a complete second allocation command. This second allocation command includes the complete charging control process, from start-up and power adjustment to final termination, encompassing all control parameters.

[0069] This comprehensive charging control mechanism enables precise management of the hydrogen fuel cell charging process. In practical applications, such as when autonomous vehicles operate in complex road conditions, charging parameters can be dynamically adjusted based on the real-time status of the power battery and hydrogen fuel cell. This intelligent charging control strategy not only ensures the safety and reliability of the charging process but also improves energy conversion efficiency through a temperature-adaptive power adjustment mechanism. Simultaneously, through reasonable start-stop control and temperature protection mechanisms, the lifespan of system components is significantly extended, improving the overall operating efficiency and economy of the hybrid power system. Especially in scenarios involving long-term continuous operation, this charging strategy can maintain the optimal charging state at all times, providing reliable energy assurance for the continuous and stable operation of autonomous vehicles. During the charging process of the power battery, if the current temperature of the hydrogen fuel cell exceeds the temperature threshold, in addition to reducing the charging power, cooling measures will be taken to keep the current temperature of the hydrogen fuel cell below the temperature threshold. During the discharge process of the power battery, the current temperature of the power battery is also monitored in real time. Once the current temperature of the power battery exceeds the temperature threshold, cooling measures are taken to prevent the battery pack from overheating and causing a safety accident.

[0070] This application also provides an intelligent control system for the battery of an unmanned driving device. Figure 2 This is a schematic diagram of the structure of an intelligent control system for a battery of an unmanned driving device provided in an embodiment of this application. (Refer to...) Figure 2 The system is located within an autonomous driving device, which includes a power battery and a hydrogen fuel cell. The autonomous driving device includes an acquisition unit 201, a processing unit 202, and a control unit 203. The acquisition unit 201 determines the driving route of the autonomous driving device from its current location to its destination, and acquires the driving distance corresponding to different slope sections in the driving route; acquires the current speed and number of passengers of the autonomous driving device, and predicts the total energy consumption of the autonomous driving device to reach its destination based on the speed, number of passengers, slope of each road segment and corresponding driving distance; and acquires the remaining energy consumption of the power battery, which includes available energy consumption and safety margin energy consumption. Processing unit 202, if the total energy consumption is less than the remaining energy consumption, determines the output power of the power battery based on the estimated power and discharge efficiency of each road segment, determines the initial charging power based on the comparison result of the output power and the maximum power output power of the power battery, and determines the first charging power based on the relationship between the initial charging power and the first output power range of the hydrogen fuel cell; generates a first charging strategy based on the first charging power and the temperature threshold of the hydrogen fuel cell; if the total energy consumption is greater than or equal to the remaining energy consumption, determines the target energy consumption difference based on the total energy consumption, available energy consumption, and safety margin energy consumption, determines the target charging power based on the target energy consumption difference and the estimated travel time of the driving route, and determines the second charging power based on the comparison result of the target charging power and the second output power range of the hydrogen fuel cell; obtains the minimum remaining power of the power battery, and generates a second charging strategy based on the second charging power, the minimum remaining power, and the temperature threshold; The control unit 203 controls the hydrogen fuel cell to charge the power battery according to the first charging strategy or the second charging strategy.

[0071] In one possible implementation, the processing unit 202 is used to divide the estimated power of each road segment by the discharge efficiency to obtain the power battery output power, where the estimated power is the power required to travel each road segment; if the power battery output power is greater than or equal to the maximum power output power, the difference between the power battery output power and the maximum power output power is used as the base power of the hydrogen fuel cell; the base power is divided by the power generation efficiency of the hydrogen fuel cell to obtain the initial charging power; the acquisition unit 201 is used to obtain the power fluctuation coefficient of the hydrogen fuel cell from historical operating data, multiply the initial charging power by the power fluctuation coefficient to obtain the power margin; the power margin is added to the initial charging power to obtain the corrected initial charging power; if the corrected initial charging power is within the first output power range, the processing unit 202 uses the corrected initial charging power as the first charging power; if the corrected initial charging power is not within the first output power range, the maximum power upper limit value is obtained from the output power range and used as the maximum power upper limit value as the first charging power.

[0072] In one possible implementation, the processing unit 202 is used to sort the road segments according to the driving order in the driving route to obtain a road segment sequence, and determine the target difference of the first charging power between adjacent road segments based on the road segment sequence. The target difference is the change in the output power of the hydrogen fuel cell. The acquisition unit 201 is used to acquire the first power change rate of the hydrogen fuel cell, and divide the target difference by the first power change rate to obtain the transition time. The processing unit 202 is used to determine the transition segment based on the transition time, and insert the transition segment between adjacent road segments in the road segment sequence. The processing unit 202 generates the power change curve of each transition segment according to the power change rate, and combines the first charging power of each road segment with the power change curve of each transition segment in time order to obtain the charging power curve. The acquisition unit 201 is used to acquire the current temperature of the hydrogen fuel cell, and the processing unit 202 is used to determine the current temperature if the current temperature is low. If the current temperature is equal to or greater than a first temperature threshold, a first charging strategy is generated based on the charging power curve, where the temperature threshold includes the first temperature threshold. If the current temperature is greater than the first temperature threshold and less than or equal to a second temperature threshold, a first power attenuation coefficient is determined based on the first temperature threshold. The first power value in the charging power curve is multiplied by the first power attenuation coefficient to obtain a first corrected charging power curve. The first charging strategy is generated based on the first corrected charging power curve, where the temperature threshold also includes a second temperature threshold, and the first temperature threshold is less than the second temperature threshold. If the current temperature is greater than the second temperature threshold, a second power attenuation coefficient is determined based on the second temperature threshold. The second power value in the charging power curve is multiplied by the second power attenuation coefficient to obtain a second corrected charging power curve. The first charging strategy is generated based on the second corrected charging power curve.

[0073] In one possible implementation, the acquisition unit 201 is used to acquire the current state of the hydrogen fuel cell and first start-up parameters, the first start-up parameters including a first minimum start-up temperature, a first maximum start-up temperature, and a first power response rate, and generate a first start-up command based on the first start-up parameters; acquire the first actual charging power of a first time period from the charging power curve, acquire the current temperature of the power battery, and if the current temperature of the power battery is greater than or equal to a preset first temperature threshold, determine a first standard charging power based on a first temperature difference, replace the first actual charging power with the first standard charging power, and generate a first charging command based on the first standard charging power; the control unit 203 is used to generate a first charging termination command when the autonomous driving device reaches the target road segment in the first charging strategy, and use the first start-up command, the first charging command, and the first charging termination command as a first allocation command, so as to control the hydrogen fuel cell to charge the power battery according to the first allocation command, wherein the target road segment is the road segment that the autonomous driving device has currently reached.

[0074] In one possible implementation, the acquisition unit 201 is used to acquire the energy consumption fluctuation coefficient from historical operating data, multiply the total energy consumption by the energy consumption fluctuation coefficient to obtain the first safety margin energy consumption, acquire the energy consumption required for emergency avoidance of the unmanned vehicle, and determine the second safety margin energy consumption based on the energy consumption required for emergency avoidance; the processing unit 202 is used to add the first safety margin energy consumption and the second safety margin energy consumption to obtain the safety margin energy consumption; the acquisition unit 201 is used to acquire the energy consumption difference between the total energy consumption and the available energy consumption, add the energy consumption difference to the safety margin energy consumption to obtain the target energy consumption difference; acquire the unmanned vehicle The driving device completes the estimated driving time of the driving route, and divides the target energy consumption difference by the estimated driving time to obtain the target charging power; obtains the second output power range of the hydrogen fuel cell, and if the target charging power is within the second output power range, then the target charging power is used as the second charging power of the hydrogen fuel cell; the processing unit 202 is used to use the upper limit value of the second output power range as the second charging power of the hydrogen fuel cell if the target charging power is greater than the upper limit value of the second output power range, and use the lower limit value as the second charging power of the hydrogen fuel cell if the target charging power is less than the lower limit value of the second output power range.

[0075] In one possible implementation, the acquisition unit 201 is used to acquire the difference between the current remaining power and the minimum remaining power of the power battery, wherein the minimum remaining power is determined based on the rated capacity of the power battery; determine the current available power based on the power difference; acquire the current temperature and temperature threshold of the hydrogen fuel cell, compare the current temperature with the temperature threshold, and determine the power adjustment coefficient based on the comparison result; multiply the second charging power by the power adjustment coefficient to obtain the corrected charging power; divide the current available power by the corrected charging power to obtain the charging time; the acquisition unit 201 is used to acquire the second power change rate of the hydrogen fuel cell, and generate a power ramp-up curve of the hydrogen fuel cell from start-up to reaching the corrected charging power based on the second power change rate; the processing unit 202 is used to generate a second charging strategy based on the power ramp-up curve and the charging time.

[0076] In one possible implementation, the acquisition unit 201 is used to acquire the current state of the hydrogen fuel cell and second start-up parameters, the second start-up parameters including a second minimum start-up temperature, a second maximum start-up temperature, and a second power response rate, and to generate a second start-up command based on the second start-up parameters; the processing unit 202 is used to acquire the second actual charging power of the second time period from the power ramp-up curve, acquire the current temperature of the power battery, and if the current temperature of the power battery is greater than or equal to a preset second temperature threshold, determine a second standard charging power based on the second temperature difference, replace the second actual charging power with the second standard charging power, and generate a second charging command based on the second standard charging power; the control unit 203 is used to generate a second charging termination command when the actual charging time of the hydrogen fuel cell reaches the charging time, and use the second start-up command, the second charging command, and the second charging termination command as a second allocation command, so as to control the hydrogen fuel cell to charge the power battery according to the second allocation command.

[0077] It should be noted that the system provided in the above embodiments is only illustrated by the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the system and method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0078] This application also discloses an electronic device. (See reference...) Figure 3 , Figure 3 This application provides a schematic diagram of the structure of an electronic device. The electronic device 300 may include: at least one processor 301, at least one network interface 304, a user interface 303, a memory 302, and at least one communication bus 305.

[0079] The communication bus 305 is used to enable communication between these components.

[0080] The user interface 303 may include a display screen and a camera. Optionally, the user interface 303 may also include a standard wired interface and a wireless interface.

[0081] The network interface 304 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface).

[0082] The processor 301 may include one or more processing cores. The processor 301 connects to various parts of the server using various interfaces and lines, and performs various server functions and processes data by running or executing instructions, programs, code sets, or instruction sets stored in memory 302, and by calling data stored in memory 302. Optionally, the processor 301 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 301 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and application requests; the GPU is responsible for rendering and drawing the content required for display; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor 301 and may be implemented as a separate chip.

[0083] The memory 302 may include random access memory (RAM) or read-only memory. Optionally, the memory 302 may include a non-transitory computer-readable storage medium. The memory 302 may be used to store instructions, programs, code, code sets, or instruction sets. The memory 302 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for at least one function (such as touch functionality, sound playback functionality, image playback functionality, etc.), instructions for implementing the various method embodiments described above, etc. The data storage area may store data involved in the various method embodiments described above. Optionally, the memory 302 may also be at least one storage device located remotely from the aforementioned processor 301.

[0084] like Figure 3 As shown, the memory 302, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and an application program for intelligent control of the battery of the autonomous driving device.

[0085] exist Figure 3In the electronic device 300 shown, the user interface 303 is mainly used to provide an input interface for the user and to obtain the user input data; while the processor 301 can be used to call the application program storing the intelligent control of the autonomous driving device battery in the memory 302. When executed by one or more processors, the electronic device performs one or more of the methods described in the above embodiments.

[0086] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0087] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0088] In the several embodiments provided in this application, it should be understood that the disclosed apparatus can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some service interfaces; indirect couplings or communication connections between devices or units may be electrical or other forms.

[0089] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0090] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0091] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage device (CMD). Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a memory and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned memory includes various media capable of storing program code, such as USB flash drives, portable hard drives, magnetic disks, or optical disks.

[0092] The above description is merely an exemplary embodiment of this disclosure and should not be construed as limiting the scope of this disclosure. Any equivalent changes and modifications made in accordance with the teachings of this disclosure shall still fall within the scope of this disclosure. Those skilled in the art will readily conceive of other embodiments of this disclosure upon considering the specification and the disclosure of practical truths. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not described in this disclosure.

Claims

1. A method for intelligent control of batteries in unmanned driving equipment, characterized in that, Applied to autonomous driving equipment, the autonomous driving equipment including a power battery and a hydrogen fuel cell, the method includes: Determine the driving route of the unmanned vehicle from its current location to its destination, and obtain the driving distance corresponding to different slope sections in the driving route; The current speed and number of passengers of the autonomous driving device are obtained, and the total energy consumption of the autonomous driving device to reach the destination is predicted based on the speed of the current road segment, the number of passengers, the slope of each road segment and the corresponding travel distance. Obtain the remaining energy consumption of the power battery, wherein the remaining energy consumption includes available energy consumption and safety margin energy consumption; If the total energy consumption is less than the remaining energy consumption, the output power of the power battery is determined based on the estimated power and discharge efficiency of each road segment, the initial charging power is determined based on the comparison between the output power and the maximum power output power of the power battery, and the first charging power is determined based on the relationship between the initial charging power and the first output power range of the hydrogen fuel cell. A first charging strategy is generated based on the first charging power and the temperature threshold of the hydrogen fuel cell. If the total energy consumption is greater than or equal to the remaining energy consumption, then a target energy consumption difference is determined based on the total energy consumption, the available energy consumption, and the safety margin energy consumption; a target charging power is determined based on the target energy consumption difference and the estimated travel time of the travel route; and a second charging power is determined based on a comparison between the target charging power and the second output power range of the hydrogen fuel cell. Obtain the minimum remaining capacity of the power battery, and generate a second charging strategy based on the second charging power, the minimum remaining capacity, and the temperature threshold; The hydrogen fuel cell is controlled to charge the power battery according to the first charging strategy or the second charging strategy.

2. The method according to claim 1, characterized in that, The process involves determining the output power of the power battery based on the estimated power and discharge efficiency of each road segment, determining the initial charging power based on a comparison between the output power and the maximum power output power of the power battery, and determining the first charging power based on the relationship between the initial charging power and the first output power range of the hydrogen fuel cell; specifically including: The output power of the power battery is obtained by dividing the estimated power of each road segment by the discharge efficiency, where the estimated power is the power required to travel on each road segment. If the output power of the power battery is greater than or equal to the maximum power output power, then the difference between the output power of the power battery and the maximum power output power shall be used as the base power of the hydrogen fuel cell. The initial charging power is obtained by dividing the base power by the power generation efficiency of the hydrogen fuel cell. The power fluctuation coefficient of the hydrogen fuel cell is obtained from historical operating data. The initial charging power is multiplied by the power fluctuation coefficient to obtain the power margin. The power margin is added to the initial charging power to obtain the corrected initial charging power. If the corrected initial charging power is within the range of the first output power, then the corrected initial charging power is taken as the first charging power; If the corrected initial charging power is not within the first output power range, then the maximum power upper limit value is obtained from the output power range, and the maximum power upper limit value is used as the first charging power.

3. The method according to claim 2, characterized in that, The generation of the first charging strategy based on the first charging power and the temperature threshold of the hydrogen fuel cell specifically includes: The road segments are sorted according to the driving order in the driving route to obtain a road segment sequence. The target difference of the first charging power between adjacent road segments is determined based on the road segment sequence. The target difference is the change in the output power of the hydrogen fuel cell. The first power change rate of the hydrogen fuel cell is obtained, and the target difference is divided by the first power change rate to obtain the transition time. A transition segment is determined based on the transition duration, and the transition segment is inserted between adjacent road segments in the road segment sequence. Based on the power change rate, a power change curve for each transition segment is generated. The first charging power of each segment is combined with the power change curve of each transition segment in chronological order to obtain a charging power curve. The current temperature of the hydrogen fuel cell is obtained. If the current temperature is less than or equal to a first temperature threshold, the first charging strategy is generated according to the charging power curve. The temperature threshold includes the first temperature threshold. If the current temperature is greater than the first temperature threshold and less than or equal to the second temperature threshold, then a first power attenuation coefficient is determined according to the first temperature threshold, and the first power value in the charging power curve is multiplied by the first power attenuation coefficient to obtain a first corrected charging power curve. The first charging strategy is generated according to the first corrected charging power curve. The temperature threshold also includes the second temperature threshold, and the first temperature threshold is less than the second temperature threshold. If the current temperature is greater than the second temperature threshold, then a second power attenuation coefficient is determined based on the second temperature threshold. The second power value in the charging power curve is multiplied by the second power attenuation coefficient to obtain a second corrected charging power curve. The first charging strategy is generated based on the second corrected charging power curve.

4. The method according to claim 3, characterized in that, The step of controlling the hydrogen fuel cell to charge the power battery according to the first charging strategy specifically includes: The current state and first start-up parameters of the hydrogen fuel cell are obtained, the first start-up parameters include a first minimum start-up temperature, a first maximum start-up temperature and a first power response rate, and a first start-up command is generated based on the first start-up parameters. The first actual charging power for the first time period is obtained from the charging power curve, and the current temperature of the power battery is obtained. If the current temperature of the power battery is greater than or equal to a preset first temperature threshold, the first standard charging power is determined based on the first temperature difference, the first actual charging power is replaced with the first standard charging power, and a first charging command is generated according to the first standard charging power. When the autonomous driving device in the first charging strategy arrives at the target road segment, a first charging termination command is generated, and the first start command, the first charging command, and the first charging termination command are sent together. As a first allocation instruction, the hydrogen fuel cell is used to charge the power battery according to the first allocation instruction, wherein the target road segment is the road segment that the unmanned driving device has currently arrived at.

5. The method according to claim 1, characterized in that, The process of determining a target energy consumption difference based on the total energy consumption, the available energy consumption, and the safety margin energy consumption; determining a target charging power based on the target energy consumption difference and the estimated travel time of the driving route; and determining a second charging power based on a comparison between the target charging power and the second output power range of the hydrogen fuel cell, specifically includes: The energy consumption fluctuation coefficient is obtained from historical operating data. The total energy consumption is multiplied by the energy consumption fluctuation coefficient to obtain the first safety margin energy consumption. The energy consumption required for emergency avoidance of the unmanned driving equipment is obtained. The second safety margin energy consumption is determined based on the energy consumption required for emergency avoidance. The first safety margin energy consumption is added to the second safety margin energy consumption to obtain the safety margin energy consumption; Obtain the energy consumption difference between the total energy consumption and the available energy consumption, and add the energy consumption difference to the safety margin energy consumption to obtain the target energy consumption difference; The estimated driving time for the unmanned driving device to complete the driving route is obtained, and the target energy consumption difference is divided by the estimated driving time to obtain the target charging power. Obtain the second output power range of the hydrogen fuel cell; if the target charging power is within the second output power range, then use the target charging power as the second charging power of the hydrogen fuel cell. If the target charging power is greater than the upper limit of the second output power range, then the upper limit is taken as the second charging power of the hydrogen fuel cell; If the target charging power is less than the lower limit of the second output power range, then the lower limit is taken as the second charging power of the hydrogen fuel cell.

6. The method according to claim 5, characterized in that, The generation of the second charging strategy based on the second charging power, the minimum remaining power, and the temperature threshold specifically includes: The difference between the current remaining power of the power battery and the minimum remaining power is obtained, wherein the minimum remaining power is determined based on the rated capacity of the power battery; The available power is determined based on the power difference; the current temperature of the hydrogen fuel cell and the temperature threshold are obtained, the current temperature is compared with the temperature threshold, and the power adjustment coefficient is determined based on the comparison result; Multiply the second charging power by the power adjustment coefficient to obtain the corrected charging power; divide the current available power by the corrected charging power to obtain the charging time; Obtain the second power change rate of the hydrogen fuel cell, and generate a power ramp-up curve of the hydrogen fuel cell from startup to reaching the corrected charging power based on the second power change rate; The second charging strategy is generated based on the power ramp-up curve and the charging time.

7. The method according to claim 6, characterized in that, The step of controlling the hydrogen fuel cell to charge the power battery according to the second charging strategy specifically includes: The current state and second start-up parameters of the hydrogen fuel cell are obtained, the second start-up parameters include a second minimum start-up temperature, a second maximum start-up temperature and a second power response rate, and a second start-up command is generated based on the second start-up parameters. The second actual charging power for the second time period is obtained from the power ramp-up curve, and the current temperature of the power battery is obtained. If the current temperature of the power battery is greater than or equal to a preset second temperature threshold, the second standard charging power is determined based on the second temperature difference, the second actual charging power is replaced with the second standard charging power, and a second charging command is generated based on the second standard charging power. When the actual charging time of the hydrogen fuel cell reaches the charging time, a second charging termination command is generated. The second start command, the second charging command, and the second charging termination command are used as a second allocation command so as to control the hydrogen fuel cell to charge the power battery according to the second allocation command.

8. An intelligent control system for a battery in an unmanned driving device, characterized in that, The system is located within an autonomous driving device, which includes a power battery and a hydrogen fuel cell. The autonomous driving device also includes an acquisition unit, a processing unit, and a control unit. The acquisition unit determines the driving route of the unmanned vehicle from its current location to its destination, and acquires the driving distance corresponding to different slope sections in the driving route. The system obtains the current speed and number of passengers of the autonomous driving device, and predicts the total energy consumption of the autonomous driving device to reach the destination based on the speed of the current road segment, the number of passengers, the slope of each road segment and the corresponding travel distance; it also obtains the remaining energy consumption of the power battery, which includes available energy consumption and safety margin energy consumption. If the total energy consumption is less than the remaining energy consumption, the processing unit determines the output power of the power battery based on the estimated power and discharge efficiency of each road segment, determines the initial charging power based on the comparison between the output power and the maximum power output power of the power battery, determines the first charging power based on the relationship between the initial charging power and the first output power range of the hydrogen fuel cell, and generates a first charging strategy based on the first charging power and the temperature threshold of the hydrogen fuel cell. If the total energy consumption is greater than or equal to the remaining energy consumption, then a target energy consumption difference is determined based on the total energy consumption, the available energy consumption, and the safety margin energy consumption; a target charging power is determined based on the target energy consumption difference and the estimated travel time of the travel route; and a second charging power is determined based on a comparison between the target charging power and the second output power range of the hydrogen fuel cell. Obtain the minimum remaining capacity of the power battery, and generate a second charging strategy based on the second charging power, the minimum remaining capacity, and the temperature threshold; The control unit controls the hydrogen fuel cell to charge the power battery according to the first charging strategy or the second charging strategy.

9. An electronic device, characterized in that, The device includes a processor, a memory, a user interface (303), and a network interface. The memory is used to store instructions, the user interface and the network interface are used to communicate with other devices, and the processor is used to execute the instructions stored in the memory to cause the electronic device to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed, perform the method as described in any one of claims 1-7.

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