Vehicle energy management method and device and vehicle

Abstract

The invention provides an energy management method and device of a vehicle and the vehicle. The energy management method comprises the steps that the whole vehicle required power and the available power of a vehicle-mounted renewable energy power generation unit are obtained; calculating to-be-distributed power based on the vehicle demand power and the available power; based on the to-be-distributed power, a constraint optimization problem is solved to determine power distribution of the power battery and the fuel, and the solving target of the constraint optimization problem comprises optimization of durability of the power battery and optimization of at least one of economy and durability of the fuel battery; issuing a power instruction to the power battery and the fuel battery according to the determined power distribution; and when a vehicle-to-power grid V2G activation instruction is received, the bidirectional electric energy interaction interface is controlled to output electric energy from at least one of the power battery, the fuel cell and the vehicle-mounted renewable energy power generation unit to an external power grid.

Description

TECHNICAL FIELD

[0001] One or more embodiments of the present specification relate to the technical field of new energy vehicles, and in particular to a vehicle energy management method and device and a vehicle. BACKGROUND

[0002] Fuel cell hybrid electric vehicles can combine fuel cells with energy storage units such as power batteries, and can balance long cruising range and high dynamic response performance, which is an important development direction of new energy vehicles. The core goal of the energy management strategy for such vehicles is to reasonably allocate the output power of the fuel cell and the power battery according to the driving demand.

[0003] In the prior art, various energy management strategies based on optimization algorithms have been proposed. However, the existing energy management strategies mainly focus on the optimization of internal energy of the vehicle, and have the following defects: first, these strategies do not consider the possibility of integrating on-board renewable energy (such as solar energy), and cannot utilize the environmental energy during parking or driving to supplement the energy of the vehicle, limiting the breadth of energy utilization; second, the flow of electric energy in existing vehicles is usually unidirectional, i.e. only the power grid can charge the vehicle, and the surplus electric energy on the vehicle cannot be fed back to the power grid, resulting in that the value of the vehicle as a mobile energy storage unit is not fully utilized, and lacking the interaction ability with the smart grid and the potential economic benefits brought by it. SUMMARY

[0004] Therefore, the purpose of the present specification is to solve the technical problems in the prior art that the energy management strategy does not integrate renewable energy and cannot realize energy interaction with the power grid.

[0005] To achieve the above purpose, one or more embodiments of the present specification provide an energy management method of a vehicle, applied to a vehicle comprising a power battery, a fuel cell, an on-board renewable power generation unit, and a bidirectional electric energy exchange interface, the method comprising: obtaining a whole vehicle demand power and an available power of the on-board renewable energy power generation unit; based on the whole vehicle demand power and the available power, calculating a to-be-allocated power; based on the to-be-allocated power, solving a constrained optimization problem to determine the power allocation of the power battery and the fuel cell, wherein the solving target of the constrained optimization problem includes at least one of optimizing the durability of the power battery and optimizing the economy and the durability of the fuel cell; according to the determined power allocation, issuing a power instruction to the power battery and the fuel cell; Upon receiving a vehicle-to-grid (V2G) activation instruction, controlling the bi-directional power interaction interface to output power from at least one of the power battery, the fuel cell and the on-board renewable energy power generation unit to an external power grid.

[0006] More preferably, the objective function of the constrained optimization problem is established based on utility functions for quantifying the operating states of the power battery and the fuel cell. More preferably, the utility function of the power battery is related to the smoothness of its power output, and the utility function of the fuel cell is related to at least one of its operating efficiency and the severity of power variation.

[0007] More preferably, the solving of the constrained optimization problem comprises: The constrained optimization problem is converted into an unconstrained Lagrangian function using Karush-Kuhn-Tucker (KKT) conditions for solving to obtain an analytical solution of the power allocation.

[0008] More preferably, the V2G activation instruction is based on a user setting through a mobile terminal application or a vehicle-mounted human-machine interface. The setting includes at least one of a V2G mode selection, a lower limit of the state of charge (SOC) of the power battery during V2G, and whether to allow the on-board renewable energy power generation unit to be used in V2G.

[0009] More preferably, the method further comprises: Obtaining real-time electricity price information of the external power grid. When it is detected that the current electricity price is higher than a preset threshold and the SOC of the power battery is higher than the SOC lower limit, automatically executing the V2G activation instruction.

[0010] More preferably, the method further comprises: When the vehicle is in a drivable state, if it is detected that the bi-directional power interaction interface is connected to the external power grid, automatically causing the vehicle to exit the drivable state.

[0011] More preferably, the method further comprises: When parking and charging, jointly using the power obtained from the external power grid through the bi-directional power interaction interface and the power generated by the on-board renewable energy power generation unit to charge the power battery.

[0012] More preferably, before obtaining the available power of the on-board renewable energy power generation unit, the method further comprises a verification process for whether the on-board renewable energy power generation unit has power generation capability, and the verification process comprises: When the vehicle is currently in a driving driving state, a maximum available power of the vehicle at a motor end is calculated based on a maximum allowed discharging power of a power battery of the vehicle, an auxiliary power, an available power of a current renewable energy source, and a fuel cell output power; it is determined whether a smaller one of the maximum available power of the vehicle at the motor end and a maximum output power of the motor itself exceeds a maximum allowed output power of the motor of the vehicle; and when the smaller one does not exceed the maximum allowed output power of the motor of the vehicle, the verification is passed. When the vehicle is currently in a braking driving state, a minimum feedback power of the vehicle at the motor end is calculated based on the maximum allowed discharging power of the power battery of the vehicle, the auxiliary power, the available power of the current renewable energy source, and the fuel cell output power; it is determined whether a larger one of the minimum feedback power of the vehicle at the motor end and a minimum feedback power of the motor itself exceeds a maximum allowed feedback power of the motor of the vehicle; and when the larger one does not exceed the maximum allowed feedback power of the motor of the vehicle, the verification is passed.

[0013] More preferably, when the vehicle is currently in the braking driving state, if a sum of a charging power of the renewable energy power generation unit, a charging power of the fuel cell, and a current feedback power of the motor exceeds a maximum allowed charging power of the power battery, the method further comprises: sequentially stopping motor braking energy recovery, disabling charging of the renewable energy power generation unit, and reducing fuel cell power, until the sum of the charging power of the renewable energy power generation unit, the charging power of the fuel cell, and the current feedback power of the motor does not exceed the maximum allowed charging power of the power battery.

[0014] Another aspect of the embodiments of the present specification provides an energy management device, comprising a memory, a processor, and a computer program stored in the memory, the processor executing the computer program to implement the steps of the energy control method as described above.

[0015] Still another aspect of the embodiments of the present specification provides a vehicle. The vehicle comprises the energy management device as described above.

[0016] By the energy management method, device and vehicle provided in the one or more embodiments described in the specification, the energy management strategy based on multi-objective optimization realizes the collaborative control and power distribution of multiple energies on the vehicle, can simultaneously take into account the economy of the system (such as reducing fuel consumption) and the durability of key components (such as prolonging the life of the battery and the fuel cell), and significantly improves the overall energy utilization efficiency and long-term operation reliability of the system. Secondly, the energy two-way interaction and value-added are realized. By introducing the vehicle-to-grid technology, the vehicle is transformed from a pure electric energy consumer to a mobile energy storage unit capable of interacting with the power grid, users can use the peak-valley electricity price difference to sell electricity for profit, increase the economic value of the vehicle, and provide peak shaving and other auxiliary services for the power grid. Thirdly, the safety and user experience of multi-working-condition operation are enhanced. By introducing the interlocking logic of driving and charging connection states, the operation safety of the vehicle in multiple working conditions such as charging, discharging and driving is ensured; at the same time, the user can flexibly set the energy strategy through the human-computer interaction interface, which improves the intelligent level of human-vehicle interaction and user experience. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 FIG. 1 is a schematic diagram of a vehicle high-voltage system structure provided by an example embodiment.

[0018] Figure 2 FIG. 2 is a schematic diagram of an energy management system architecture of a vehicle provided by an example embodiment.

[0019] Figure 3 FIG. 3 is a schematic diagram of the circuit connection relationship of controllers of a vehicle provided by an example embodiment.

[0020] Figure 4 FIG. 4 is a simplified core process of an energy management method of a vehicle provided by an example embodiment.

[0021] Figure 5a FIG. 5 is a flowchart of a plug-in charging process when the vehicle is in an on state provided by an example embodiment.

[0022] Figure 5b FIG. 6 is a flowchart of a plug-in charging process when the vehicle is in a ready state provided by an example embodiment.

[0023] Figure 5c FIG. 7 is a flowchart of a photovoltaic charging and V2G process when the vehicle is in an on state provided by an example embodiment.

[0024] Figure 6 FIG. 8 is a schematic diagram of a structure of an energy management device provided by an example embodiment. DETAILED DESCRIPTION

[0025] In order for those skilled in the technical field to better understand the technical solutions in the specification, the technical solutions in the specification will be clearly and completely described below in combination with the drawings in the specification. Obviously, the described embodiments are only part of the embodiments of the specification, not all. Based on the embodiments in the specification, all other embodiments obtained by those of ordinary skill in the art without creative labor should be within the scope of protection of the specification.

[0026] With the development of new energy vehicle technology, vehicles are integrated with multiple energy forms, such as in addition to power batteries as the main power source, they can also be equipped with on-board photovoltaic power generation devices to utilize solar energy, or fuel power generation devices (such as methanol range extenders, or hydrogen fuel cells) as backup power sources. In the prior art, the management system of these on-board energy sources mainly aims to meet the driving and auxiliary equipment power demand of the vehicle itself. For example, the electric energy generated by the on-board photovoltaic device or the electric energy generated by the range extender is usually used to directly drive the vehicle or charge the power battery.

[0027] However, this energy management mode has significant limitations. The energy system of the vehicle is usually a closed internal circulation system, only realizing internal power supply. When the vehicle is parked for a long time and the power battery is in a high power state, the electric energy generated by the on-board renewable energy device such as photovoltaic cannot be effectively utilized, resulting in waste of energy. Similarly, the backup power generation device such as fuel cell can only be started when the vehicle needs electric energy inside. This means that these on-board energy assets are limited to the vehicle interior and cannot interact with the external power grid, and their potential economic value and auxiliary service value to the power grid cannot be explored.

[0028] In an embodiment provided in the specification, a vehicle energy management method based on renewable energy and fuel cells is implemented. The embodiment is intended to illustrate how a vehicle equipped with multiple on-board energy sources responds to user instructions to safely and intelligently coordinate the on-board power battery, on-board renewable power generation device, and fuel cell, the energy management strategy it executes, and the discharge function to the external power grid based on the energy management strategy.

[0029] Figure 1A schematic diagram of a vehicle high voltage system structure is provided for the embodiments of the present disclosure. Specifically, the energy system of the vehicle includes a power battery 110 as the main energy storage unit, and at least one vehicle-mounted power generation device. In the present embodiment, the vehicle-mounted power generation device includes a vehicle-mounted renewable energy power generation device 120, and a fuel cell 130 as a fuel power generation device. In the present embodiment, the specific form of the vehicle-mounted renewable energy is not limited, for example, it can be in the form of a solar photovoltaic panel array laid on the roof or other suitable positions of the vehicle body, or a photovoltaic coating covering the vehicle body, etc. These energy devices are connected to the high voltage bus 150 to realize the collection and distribution of electric energy. The power battery 110 is connected to the high voltage bus 150 through a set of switch systems, which includes a total positive contactor K1, a total negative contactor K2, and a pre-charge circuit connected in parallel to the total positive contactor K1, the pre-charge circuit is composed of a pre-charge resistor and a pre-charge contactor K3. The design aims to realize safe high voltage power-on. The physical channel for energy interaction between the vehicle and the external power grid is the charging port 140, which is connected to the high voltage bus 150 through a charging contactor K4. The high voltage bus 150 is also connected to a DC / AC inverter for converting direct current into alternating current to drive the motor or supply power to the power grid, and is also connected to other vehicle-mounted high voltage electrical appliances.

[0030] Figure 2The control architecture of the energy management system is shown in the embodiment of the present specification. The control core of the system is the energy management controller 200, which can also be a software function domain in the vehicle control unit (VCU) or high-performance computing platform (HPC) in the modern automotive electronic and electrical architecture. The energy management controller 200 is usually a high-performance embedded microprocessor, which internally solidifies and runs the core energy management algorithm proposed in the present specification. In the present embodiment, the energy management controller 200 is the vehicle control unit. The energy management controller 200 exchanges real-time and high-speed information with the controllers of various subsystems through the communication bus of the vehicle (such as high-speed, fault-tolerant controller area network CAN bus or vehicle-mounted Ethernet). These subsystem controllers include: a battery management system (BMS) 210, which is responsible for real-time monitoring of various key state parameters of the power battery, such as total voltage, current, single cell voltage, multi-point temperature, state of charge (SOC), state of health (SOH), etc., and calculates the current allowed maximum charge and discharge power according to these parameters, while accurately executing the charge and discharge power instructions issued by the energy management controller 200; a fuel cell controller (FCU) 220, which is responsible for managing the complex operation of the fuel cell stack and its auxiliary systems (such as air compressor, hydrogen circulation pump, water thermal management system, etc.), and adjusting the actual output power of the fuel cell according to the power instructions of the energy management controller 200, for supplementing the power battery 110 during driving or parking, thereby improving the energy utilization efficiency of the whole vehicle; a renewable energy controller (MPPT) 230, such as a photovoltaic controller, which continuously monitors the light intensity and panel temperature, and adjusts its operating point in real time to maximize the energy capture efficiency. This part of energy can be used to supplement the power battery 110 during driving or parking, or directly supplied to the vehicle load, thereby directly improving the energy utilization efficiency of the whole vehicle; and a vehicle networking module 240, usually referred to as a telematics control unit (TCU), which is an interface for wireless communication (such as 4G / 5G) between the vehicle and the cloud server, and is responsible for receiving remote instructions (such as vehicle-to-grid activation instructions) and information (such as real-time electricity price, weather forecast) from the cloud, and transmitting them to the energy management controller 200. The circuit connection relationship of the above controllers is shown in Figure 3 .

[0031] Based on the above hardware and control architecture, the energy management method flow of the present embodiment is shown in Figure 4 . The method is executed by the energy management controller 200 in a fixed control period (such as every 100 milliseconds) to ensure the real-time nature of the control.

[0032] In step S402, the energy management controller 200 obtains the whole vehicle demand power The demand power is a comprehensive power value, whose source varies with the vehicle operating condition. In the driving operating condition, it is mainly determined by the driver's driving intention. The energy management controller 200 analyzes the signals such as the accelerator pedal opening degree, the brake pedal opening degree, and combines the current vehicle speed to calculate the required electric power of the driving motor by consulting the preset torque-power mapping table. In the vehicle-to-grid (V2G) operating condition, the demand power is determined by the vehicle-to-grid control strategy, representing the target power value (at this time, the value is negative) that needs to be output to the grid.

[0033] In step S404, the energy management controller 200 acquires the current available power of the on-board renewable energy power generation unit, such as a photovoltaic panel, through communication with the renewable energy controller 230. The available power mainly depends on the current light intensity and the temperature of the solar cell panel and other environmental factors. It can be understood that, since solar power generation has the characteristics of "instant use", zero marginal cost and no emissions, it has the highest priority in energy distribution and should be used first.

[0034] In step S406, the energy management controller 200 performs a preliminary power balance calculation. It subtracts the available power acquired in step S304 from the whole vehicle demand power acquired in step S302, thereby obtaining a to-be-distributed power . The to-be-distributed power is the power gap (or power surplus in the energy recovery operating condition) that needs to be borne by the two controllable energy sources, i.e., the power battery and the fuel cell. That is: .

[0035] Step S408 is the core step of the embodiment, in which, based on the to-be-distributed power , an optimal power distribution scheme between the power battery and the fuel cell is determined by solving a constrained optimization problem. The goal of this step is to balance multiple, sometimes even conflicting, optimization goals, including optimizing the durability of the power battery (i.e., slowing down its capacity decay), and optimizing the economy (i.e., reducing fuel consumption) and durability (i.e., slowing down its performance degradation) of the fuel cell.

[0036] First, the input parameters (including the to-be-distributed power and the historical power, SOC and other state parameters obtained from various controllers) are sent to the utility function construction module 410. The role of this module is to establish a mathematical model for quantifying the degree of goodness of the operating state of each energy unit, i.e., the utility function. The higher the utility function value, the more ideal the operating state. ​​​

[0037] In this embodiment, to optimize the durability of the power battery, its utility function is constructed as a function related to the smoothness of power output. A large number of studies have shown that severe power fluctuations and continuous high-rate charging and discharging are the main factors leading to structural damage of electrode materials of power batteries, capacity attenuation and shortening of service life. Therefore, aiming to punish the deviation from the average working point and the severe change of power output. Specifically, it can be composed of two parts weighted: = (Equation 1) wherein, is the utility function for evaluating the current power deviation from the historical average power over a period of time, which can be defined as a quadratic penalty function (as shown in Equation 2), for example, which takes the maximum value when approaches the historical average value. is the utility function for evaluating the current power difference from the power at the last control time, which takes the maximum value when the power change is smooth, as shown in Equation 2. and are non-negative weight coefficients, which can be calibrated by experimental data to reflect the relative importance of different factors on the battery life, and + .

[0038] (Equation 2) At the same time, to optimize the economy and durability of the fuel cell, its utility function is constructed as a function related to the operating efficiency and the severity of power change: = (Equation 3) wherein, is the economy utility function for evaluating the operating efficiency of the fuel cell. It should be noted that there is one or more highest efficiency working intervals in the fuel cell system, and when running in these intervals, its fuel consumption rate is the lowest. Therefore, can be constructed as a function that makes the current power tend to the optimal efficiency point power , as shown in Equation 4, which is a kind of target tracking control idea. is the durability utility function for evaluating the power change of the fuel cell. Similar to the power battery, frequent and severe power changes will accelerate the aging of key components such as fuel cell membranes and electrodes. Therefore, which can be configured as a function of penalizing power drastic change, such as Formula 4, Pn-1 is the power at the previous time of the current power. and are corresponding weight coefficients, and + .

[0039] (Formula 4) wherein the parameters in the utility function are calculated in Formula 5.

[0040] (Formula 5) In the formula, is the total utility function of the power battery; is the utility function of the power battery considering the deviation of output power and average power; is the utility function of the power battery considering power fluctuation; Pbat_avg is the average power of the power battery, kW; Pbat_max is the maximum output power of the power battery, kW; Pbat_n-1 is the output power of the power battery at the previous second, kW; is the total utility function of the fuel cell; is the utility function of the fuel cell considering economy; is the utility function of the fuel cell considering durability; Pfc_max is the output power corresponding to the highest efficiency stack of the fuel cell, kW; Pfc_n-1 is the output power of the fuel cell at the previous second, kW; Pfc_max_rate is the maximum load rate of the fuel cell, kW / s; a, b, c, d are used as constraints , , , is greater than 0 and less than 1.

[0041] When the utility function is maximized, the economy and durability of the fuel cell and the durability of the power battery will be maximized. The maximization form of the utility function of the fuel cell and the power battery is shown in Formula 6.

[0042] (Formula 6) After the utility function is constructed, the KKT analytical solution calculation module 420 starts to work. The solution of the double-objective function does not have uniqueness, and it is also difficult to solve the output power of the fuel cell and the power battery. In order to simplify the calculation process of the controller and obtain a unique solution, this paper converts the double-objective function maximization problem into a single-objective function minimization problem, and the new objective function is shown in Formula 7.

[0043] (Formula 7) The energy management method provided by the embodiment also needs to meet the following constraints: the sum of the weight coefficients is 1 (it is worth noting that the construction of the constraint condition is not convenient, and the weight coefficients of the original utility function 、 and are normalized, and new weight coefficients ω ave , ω edif , ω eco and ω dua are obtained, and ω ave + ω edif + ω eco + ω dua = 1), the sum of the fuel cell output power and the power battery output power is equal to the demand power P req , the fuel cell and the battery output power need to be within the respective maximum range, and the constraint condition is shown in formula 8.

[0044] (Formula 8) The essence of formula 7 is a quadratic equation of two unknowns, and the constraint of formula 8 is also met, and the KKT condition (Karush-Kuhn-Tucker Condition) is used to solve the optimization problem of formula 7. The KKT condition is a kind of generalized Lagrange multiplier method, which can convert the constrained optimization problem into an unconstrained optimization problem for solving. The equality and inequality constraints of formula 8 and the objective function in equation 7 are combined into a new optimization function by using the KKT condition, and the final form is shown in formula (9).

[0045] (Formula 9) Let: (Formula 10) (Formula 11) (Formula 12) The extreme point can be obtained by simultaneously solving formula equations 10-12, and the specific form is shown in formula 13.

[0046] (Formula 13) The advantage of this analytical solution method is its extremely low computational complexity. In each control period, the energy management controller 200 only needs to substitute the real-time measured parameters into the analytical formula for simple algebraic operation, and the optimal fuel cell power can be directly calculated, without time-consuming iterative calculation, which guarantees the hard real-time of the strategy and allows it to be deployed on a low-cost automotive microcontroller.

[0047] After obtaining , the power instruction of the power battery can be directly determined by the power balance constraint: P req = P bat + P fc Of course, the calculated and need to be saturated, that is, compared with the respective dynamic power range constraint, to ensure that the final instruction value falls within the safe and feasible interval.

[0048] Finally, in step S410, the energy management controller 200 sends the finally determined power instructions and to the fuel cell controller 220 and the battery management system 210 respectively through the CAN bus, and they are responsible for executing the power output.

[0049] In addition, the present embodiment also contains an important safety guarantee strategy. The energy management controller 200 will continuously monitor the driving state of the vehicle (such as whether it is in the drivable "Ready" state) and the connection state of the bidirectional electric energy interaction interface 140. When the vehicle is in the drivable state, if it is detected that the bidirectional electric energy interaction interface 140 establishes a connection with the external power grid (such as the charging gun being inserted and completing the physical and electrical connection), the energy management controller 200 will immediately automatically execute the interlocking logic, forcing the vehicle to exit the drivable state, such as automatically engaging P and switching to the accessory power "ON" gear or turning off the high-voltage system. Through this fail-safe interlocking logic, it can effectively prevent the vehicle from moving due to the misoperation of the driver during charging or V2G discharging, thereby avoiding serious safety accidents such as pulling off the charging cable, damaging the charging equipment, the vehicle interface, and even causing electric shock, and ensuring the safety of personnel and equipment.

[0050] The specific flow of the charging and discharging control method of the vehicle in the present embodiment will be described in detail below in conjunction with Figure 5a , 5b , and 5c. The control core of the above charging and discharging control method can also be one software functional domain in the vehicle control unit (VCU) or high-performance computing platform (HPC). In the present embodiment, the discharging control core is the vehicle control unit VCU. As shown in Figure 5a , when the vehicle is in the on state, the gun insertion charging process will proceed in the following logic order: Step S501, the vehicle is in the on state, at this time the high-voltage system of the vehicle has been established.

[0051] Step S502, the system enters the cyclic detection phase. If the charging gun is not inserted into the charging interface, the flow directly jumps to step S507; once the charging gun is successfully inserted and the mechanical lock is completed, the vehicle enters step S503, and the charging interaction program is formally started.

[0052] In step S503, the battery management system (BMS) and the charging pile start information interaction, including the current state of the battery, the allowed charging parameters and other key data. The vehicle control unit (VCU) as the core control module will monitor the allowed charging signal feedback by the BMS in real time. If the BMS prohibits charging due to abnormal battery temperature, single cell voltage imbalance, etc., the VCU immediately executes step S504: sends the command to disconnect the charging contactor to the BMS, and synchronously sends the command to prohibit charging, to ensure that the battery is not forcibly charged; if the BMS allows charging, it enters step S505 for further judgment.

[0053] Step S505 is the core decision-making link of VCU. VCU needs to comprehensively consider three key conditions: first, whether the current battery SOC (state of charge) is less than or equal to the user-set charging SOC upper limit (SOCmax); second, whether the charging pile output power (Pchgpil) is less than or equal to the maximum allowed charging power absolute value sent by the BMS (i.e. Pchgpil ≤-Pchgmax, where Pchgmax is a negative value); third, whether there is a serious fault in the whole vehicle and key components (such as motor controller, high-voltage distribution box, etc.). Only when all three conditions are met, the VCU determines to allow the charging pile to charge, and enters step S506; if any of the conditions is not met (such as SOC has exceeded the upper limit, the charging pile power is too large or there is a fault), it jumps to step S504 and terminates the charging preparation.

[0054] In step S506, the VCU sends the command to close the charging contactor to the BMS, and starts timing. If the BMS feedbacks that the charging contactor has been successfully closed within the set time T1 (usually a few hundred milliseconds), it means that the high-voltage loop has been safely connected, and the flow enters step S507; if the closing feedback is not received within the timeout, it may be due to contactor jamming or other faults, and the VCU immediately executes step S504 to disconnect the contactor and prohibit charging, to ensure system safety.

[0055] After entering step S507, the system starts to process the photovoltaic charging logic. The VCU first detects whether the photovoltaic system is in power generation state (e.g. whether the light condition meets the requirement). If the photovoltaic is not generating power, the VCU disables the photovoltaic function, disconnects the enable signal of the photovoltaic DC / DC converter, and then returns to step S505, leaving only the charging pile charging path; if the photovoltaic is generating power, a verification is performed on whether the photovoltaic can be charged, and the verification conditions include: first, whether the current battery SOC (state of charge) is less than or equal to the user-set upper limit of the charging SOC (SOCmax); second, whether the sum of the charging pile output power (Pchgpil) and the photovoltaic charging power (Pptv) is less than or equal to the maximum allowed charging power absolute value sent by the BMS (i.e. Pchgpil+Pptv ≤-Pchgmax, where Pchgmax is a negative value); if the verification is passed, step S508 is entered.

[0056] Step S508 focuses on the activation state of the photovoltaic function by the user. The VCU judges whether the user has actively activated the photovoltaic charging by reading the vehicle management APP instruction or the car central control button signal. If not, the system disables the photovoltaic and disconnects the DC / DC enable, and returns to step S505; if yes, step S509 is entered to start the photovoltaic cooperative charging.

[0057] In step S509, the VCU sends an enable instruction to the photovoltaic DC / DC converter to prompt it to enter the working state. At the same time, the timing starts, and if the feedback that the photovoltaic DC / DC has worked normally is received within T2 time (which can be set to 1-2 seconds), it is indicated that the photovoltaic system can participate in the charging, and step S510 is entered; if the feedback is not received within the timeout, it is possible that the photovoltaic module is faulty, and the system disables the photovoltaic and returns to step S505.

[0058] Step S510 is a continuous monitoring link of the charging process. The VCU judges in real time whether the power battery has been fully charged (i.e. the SOC reaches SOCmax). If not, it returns to step S505 to continue to execute the charging logic and dynamically adjust the cooperative output of the charging pile and the photovoltaic; if yes, it enters step S511 to prepare to end the charging or switch to the discharging mode.

[0059] In step S511, the VCU first stops the charging output of the charging pile. Then it judges whether the user has activated the V2G (vehicle-to-grid) reverse discharging function. If not, step S512 is entered: the VCU sends a disconnection contactor instruction to the BMS, sends a disconnection photovoltaic DC enable instruction to the auxiliary drive system, completely disables the photovoltaic function, and sends a charging prohibition command, to complete the end of the whole charging process; if the user has activated the V2G function, step S513 is entered.

[0060] In step S513, to ensure the safety of reverse discharge, the VCU sends instructions to the BMS to disconnect the total positive, total negative, and pre-charge contactors, and waits for feedback within T3 time (usually about 1 second). If the BMS confirms that all contactors have been disconnected, step S514 is entered; if the timeout is not disconnected, it means there is a high-voltage loop safety hazard, immediately jump to step S512, terminate all high-voltage operations.

[0061] Step S514 is the execution phase of the V2G function. The BMS sends a V2G discharge request to the charging pile, and the VCU monitors the feedback signal of the charging pile. If the charging pile allows V2G discharge, the photovoltaic system supplies power to the charging pile through reverse conversion (i.e. the vehicle feedbacks power to the grid), and returns to step S511 to rejudge the battery state after completion; if the charging pile refuses the V2G request, step S512 is entered, and all high-voltage processes are ended.

[0062] Throughout the process, the VCU realizes the coordinated charging control of the charging pile and the photovoltaic system through multi-dimensional state monitoring and logical judgment, and quickly responds in abnormal situations, ensuring the safety and reliability of the charging process.

[0063] Figure 5b Further illustrates the step flow of charging in the ready gear. When the vehicle is in the Ready gear, since the power system is in an output state (such as the motor can respond to the acceleration command) at this time, to avoid safety risks caused by power misoutput during charging, the system will strictly prohibit direct charging in the Ready gear. If the charging gun is inserted in this state, the vehicle will automatically exit the Ready gear and switch to the ON gear, and the specific process is as follows: In step S515, the vehicle is in the Ready state — this means that the high-voltage system has been activated, the motor controller (MCU), steering assist, brake assist, and other key power and auxiliary systems are in standby state, and the driver can control the vehicle to travel at any time by operating the pedal. At this time, the VCU continuously monitors the charging interface state to prepare for charging gun insertion detection.

[0064] Step S516 is a state judgment node: the VCU judges whether the charging gun has been inserted and reliably connected through the mechanical locking signal and electronic detection circuit of the charging interface. If not, the system remains in the Ready gear cycle monitoring (return to step S515); once the charging gun is detected to be inserted, the state switching program is triggered immediately, and step S517 is entered.

[0065] In step S517, the VCU actively cuts off the enable signals of multiple power and auxiliary systems. Specifically, it includes: the steering system (ensuring that the steering wheel will not suddenly move due to the intervention of power assistance), the braking system (cutting off the high-pressure power source, only retaining the basic mechanical braking), the low-voltage DC / DC converter (suspending battery charging to avoid conflicts between multiple system power supplies), the PTC heater and air conditioner compressor (turning off high-voltage electrical appliances to reduce energy interference), and the motor controller MCU (core operation, completely cutting off the motor power output channel). This series of operations aims to eliminate the possibility of power output of the Ready gear and lay a safe foundation for switching to the charging-compatible ON gear.

[0066] In step S518, the VCU starts timing (duration T4, usually set to 1-2 seconds) and synchronously detects whether the systems whose enable signals have been cut off have actually been disconnected. For example, the MCU needs to feedback that "power enable is removed" and the steering system needs to confirm that "high-pressure assistance is turned off". If all systems are disconnected within T4, it means that the power system has safely exited and directly enters step S521; if any system fails to disconnect on time (such as DC / DC not responding to the instruction due to a fault), it enters step S519 for remediation.

[0067] The core of step S519 is to restore the stability of low-voltage power supply: the VCU re-enables the low-voltage DC / DC converter. This is because cutting off the DC / DC may have caused insufficient low-voltage battery power supply, and subsequent switching to the ON gear still requires stable low-voltage power supply to support the work of instruments, control systems, etc.

[0068] In step S520, the VCU sends an explicit enable instruction to the DC / DC and monitors its working state within timing T5 (e.g., about 500 milliseconds to 1 second). If the DC / DC feedbacks "normal work" (output voltage and current meet the requirements of low-voltage systems) within T5, it confirms that the low-voltage power supply has been restored and enters step S521 - at this time the instrument will simultaneously display that the vehicle has switched to the ON gear, prompting the user to change status; if the DC / DC fails to start normally, the system will repeat the enable instruction of step S519 until it recovers or triggers a fault protection (in actual process, an upper limit of the number of retries is usually set to avoid infinite loop).

[0069] Finally, when entering step S521, the vehicle still maintains high-voltage system connection (preparing for subsequent charging), but has switched from the Ready gear that can be driven to the ON gear that only supports accessories and charging functions, and then the process will access the previous ON gear charging logic (such as Figure 5aThe interaction and judgment before the formal start of charging are shown in FIG. 22. This whole set of switching mechanism verifies the safe exit of the power system layer by layer, ensuring smooth and reliable transition from driving state to charging state.

[0070] Figure 5c Further illustrates the process of photovoltaic charging and subsequent V2G discharging of the vehicle in Ready gear. When the vehicle is in Ready gear, its photovoltaic charging and subsequent vehicle-to-grid V2G reverse discharging process needs to realize flexible energy management under the premise of ensuring the safety of power output. The following is a detailed expansion of the specific process: Step S522: Ready gear initial state monitoring. At this time, the vehicle is in a drivable Ready state, the total positive contactor, total negative contactor and running contactor in the high-voltage system have been closed, the fuel cell is in an allowed start state, and the motor can respond to power output instructions at any time. As the core control unit, the VCU will monitor two key states in real time: whether the charging gun is inserted into the charging interface, and whether the vehicle has a vehicle speed (whether forward or reverse). If the charging gun is not inserted, or the vehicle has a vehicle speed (indicating that it is in a driving state), the process jumps to step 30 to prioritize driving requirements; if the charging gun has been inserted and the vehicle is stationary (vehicle speed is 0), proceed to step 23 to start the photovoltaic function activation judgment.

[0071] Step S523: Photovoltaic function activation condition verification. The VCU needs to meet three conditions to allow the start of the photovoltaic function: first, the user actively activates the photovoltaic function through the mobile phone APP or vehicle central control button; second, the photovoltaic DC / DC converter feedback is fault-free (such as no overvoltage, overcurrent or module damage, etc.); third, the VCU determines that the photovoltaic system has power generation capability.

[0072] The determination of "photovoltaic system has power generation capability" needs to be dynamically adjusted in combination with the vehicle working condition, because the vehicle can flexibly switch driving, braking and other modes under Ready gear, and the fuel cell, photovoltaic and motor can work cooperatively: 1) Driving condition: The maximum allowed output power of the motor (Pmotoutmax) is limited by both the maximum output power of the motor itself (Pmotmax, feedback from motor controller) and the maximum allowed discharging power of the battery (Pdischgmax, feedback from BMS). The total power available at the motor end needs to be calculated: the power consumption of vehicle auxiliaries (e.g. air conditioner, lights) (Paux) should be deducted first, while the photovoltaic power (Pptv) and fuel cell output power (Pfc) should be added, to get the maximum available power at the motor end (Peadmax = Pdischgmax - Paux + Pptv + Pfc). The final maximum allowed output power of the motor is the smaller one between Peadmax and Pmotmax (Pmotoutmax = min (Peadmax, Pmotmax)), to ensure not exceeding the hardware limit.

[0073] 2) Braking condition: The motor enters energy recovery mode, with negative output power (Pmotoutmin), limited by the minimum feedback power of the motor (Pmotmin, minimum allowed power feedback from motor controller) and the maximum allowed charging power of the battery (Pchgmin, feedback from BMS). The calculation logic is similar: the minimum allowed feedback power at the motor end (Peadmin = Pchgmin - Paux + Pptv + Pfc), and the final value is the larger one between Peadmin and Pmotmin (Pmotoutmin = max (Peadmin, Pmotmin)), to avoid overcharging the battery.

[0074] If the "battery allowed charging power overload" occurs during braking (Pchgmax <- Pptv - Pfc + Paux, i.e. the total output of photovoltaic and fuel cell exceeds the acceptable charging power of the battery), the system will adjust step by step according to priority: first stop the motor braking energy recovery (let Peadmin = 0); if still not satisfied, disable photovoltaic (let Pptv = 0); if the problem persists, gradually reduce the fuel cell power until it is turned off (Pfc = 0), to finally ensure that Pchgmax ≥ -Pptv + Paux.

[0075] When the above conditions are met, go to step S524; if the preset conditions are not met (e.g. the user has not activated the photovoltaic, the DC / DC is faulty or the light is insufficient), go to step S525.

[0076] Step S524: V2G function and charging gun status judgment. VCU needs to confirm two conditions: whether the user has activated the V2G reverse discharge function, and whether the charging gun is not inserted (i.e. only charging the vehicle battery through photovoltaic). If both conditions are met, the photovoltaic system charges the power battery directly through the DC / DC converter, and the process returns to step S522 for continuous monitoring of the state; if either condition is not met (such as the charging gun has been inserted, or V2G is not activated), step S526 is entered.

[0077] Step S525: Photovoltaic disable and V2G secondary judgment. If the photovoltaic function cannot be activated in step S523, the VCU will immediately disable the photovoltaic (stop photovoltaic DC / DC enable), and then determine whether the user has activated the V2G function. If it has been activated, step S527 is entered to prepare for reverse discharge; if it has not been activated, step S528 is entered to close the relevant high-voltage components.

[0078] Step S526: V2G discharge condition verification. When the charging gun is inserted, the VCU needs to comprehensively judge the state of each component (such as whether the BMS feedback battery allows discharge, whether the charging pile supports the V2G protocol, and whether the high-voltage loop is fault-free). If all conditions allow V2G discharge, step S527 is entered; otherwise, step S528 is entered.

[0079] Step S527: Charging contactor closure detection. VCU sends an instruction to close the charging contactor to the BMS, and starts a timer (T4, which can usually be set to 1-2 seconds). If the BMS feedbacks that the charging contactor has been successfully closed within T4 (ensuring that the high-voltage loop is connected to the charging pile), step S529 is entered; if it is not closed within the timeout period (possibly due to contactor jamming or communication failure), step S528 is entered to terminate the process.

[0080] Step S528: System safety shutdown. To avoid high-voltage risks, the VCU sends an instruction to the BMS to disconnect the charging contactor, and at the same time stops the photovoltaic DC / DC enable through the auxiliary drive system (completely disables the photovoltaic), closes the fuel cell, and sends a charging prohibition command. Then the process returns to step S522 to re-enter the state monitoring cycle.

[0081] Step S529: V2G discharge request interaction. BMS sends a V2G reverse discharge request to the charging pile, including discharge power, voltage, and other parameters. VCU waits for the charging pile feedback: if the charging pile allows discharge (such as grid demand matching, protocol compatibility), step S530 is entered; if the charging pile refuses (such as grid overload, does not support V2G), step S528 is entered to close the system.

[0082] Step S530: Energy management strategy calculation. At this time, the vehicle enters the V2G discharging mode, is in a parked state, and power output is prohibited (MCU stops enabling), the VCU needs to adjust the working states of the photovoltaic and fuel cell according to the working conditions, and calculate the fuel cell output power, and then enters step S531.

[0083] The core energy management logic is as follows: 1) SOC interval control: according to the user-set Ready profile power battery SOC range (SOCreadymin is the minimum value, and SOCreadymax is the maximum value), the energy output is dynamically adjusted. If the photovoltaic system is fault-free and the DC / DC has been started within T2 time, the VCU continuously sends enabling instructions to maintain the photovoltaic operation. 2) Cooperative discharging strategy: when SOC>SOCreadymax, the fuel cell stops working, and the power battery and the photovoltaic cooperatively supply power to the power grid in reverse; when SOC<SOCreadymin, the fuel cell starts to output power, and stops after the SOC rises to SOCreadymax, forming a cycle. 3) Efficiency optimization: preferentially ensure that the fuel cell works in the high-efficiency power interval, and reduce the start-stop frequency of the fuel cell (frequent start-stop will reduce the service life). Since the photovoltaic power generation power is uncontrollable due to the influence of light, it is mainly used as auxiliary energy, and the core regulation depends on the fuel cell output.

[0084] Once the decision to start is made, the energy management controller 200 will first take the target V2G discharging power as the whole vehicle demand power (a negative value). Then, it will call the optimization algorithm described in the above embodiment to determine how this discharging power should be economically borne by the in-vehicle energy. For example, in most cases, the power battery's electric energy will be preferentially used for discharging. But in the case of a very high selling price, so that the income of starting the fuel cell to generate and sell out can cover its fuel cost and depreciation cost, by calling the above optimization algorithm, the fuel cell can be started to supply power to the power grid together with the power battery and the photovoltaic, to maximize the income.

[0085] Step S531: Photovoltaic and fuel cell cooperative working judgment When the vehicle enters the energy management execution phase, the VCU first evaluates the working states of the photovoltaic system and the fuel cell. If both meet the running conditions (the photovoltaic is fault-free and the light is sufficient, the fuel cell is fault-free and the hydrogen supply is normal), the VCU will synchronously send two instructions: send an enabling signal to the photovoltaic DC / DC converter to activate the photovoltaic power generation, and send a starting instruction to the fuel cell system (including hydrogen valve opening, air compressor starting, electric pile preheating, etc.).

[0086] After the photovoltaic and fuel cell enter the stable working state, the VCU detects again whether the user activates the V2G reverse discharging function. If it is activated, it means that the vehicle needs to output power to the power grid, at this time the photovoltaic system converges the power into the high-voltage loop through the DC / DC converter, and the fuel cell generates power through the chemical reaction of the stack, and the two cooperate to deliver power to the charging pile, and then the process returns to step S530, and the output power is continuously adjusted according to the SOC interval and the demand of the power grid; if the V2G function is not activated, it means that the vehicle does not need to discharge externally, and the process enters step S532, only the basic management of the energy system is retained.

[0087] Step S532: Single energy system working judgment If it is determined in step S531 that the photovoltaic and fuel cell cannot work at the same time (such as the fuel cell is out of service due to failure, or the photovoltaic cannot generate power due to rainy days), the VCU will preferentially detect the state of the photovoltaic system. At this time, it needs to be clearly distinguished between two scenarios: if the photovoltaic system can work normally (DC / DC has no failure, and the light meets the power generation threshold), then step S533 is entered; if the photovoltaic system is not available (such as module damage or light intensity is lower than the power generation lower limit), then step S534 is entered, and the fuel cell alone participates in the judgment.

[0088] Step S533: Photovoltaic single working logic When it is confirmed that the photovoltaic system can work, the VCU sends an enable instruction to the photovoltaic DC / DC converter to ensure that it enters the power conversion state (converts the direct current generated by the photovoltaic panel into a voltage level that meets the high-voltage loop). Then it is verified again whether the user activates the V2G reverse discharging function: If V2G is activated, the power generated by the photovoltaic system will be directly delivered to the charging pile through the high-voltage loop to realize reverse power supply to the power grid, and at the same time the process returns to step S530 to continuously monitor the SOC change and photovoltaic power fluctuation to ensure stable output; If V2G is not activated, it means that the vehicle does not need to discharge externally, at this time it is meaningless to continue to maintain the photovoltaic work (the ready battery does not reach the charge and discharge threshold, and additional power generation may cause energy redundancy), therefore the process enters step S528, the photovoltaic DC / DC enable is closed, the charging contactor is disconnected, and the energy output is terminated.

[0089] Step S534: Fuel cell single working judgment If the photovoltaic system is not available, the VCU evaluates the feasibility of the fuel cell (for example, a hydrogen fuel cell) to work. Here, “workable” needs to meet multiple conditions: the fuel cell stack has no water leakage, air leakage failure, the hydrogen pressure is in the normal range (usually 3-70 MPa), the heat dissipation system can operate normally, and the start-up preheating program has no abnormality. If the fuel cell meets the above conditions, step 35 is entered; if the fuel cell has a fault (such as stack aging, hydrogen supply interruption), it is determined that both the photovoltaic and the fuel cell cannot work, and the process directly enters step S528, and all high-voltage circuits are cut off to ensure safety.

[0090] Step S535: Fuel cell alone working logic When it is confirmed that the fuel cell is workable, the VCU starts the fuel cell system: first, open the hydrogen supply valve to adjust the flow, simultaneously start the air compressor to provide the required oxygen for the reaction, activate the cooling liquid circulation through the water pump to control the stack temperature, and when the stack voltage reaches the working threshold (usually greater than 300V), it is confirmed that the fuel cell enters the stable power generation state.

[0091] Subsequently, the VCU again determines whether the user has activated the V2G reverse discharge function: If it has been activated, the electrical energy generated by the fuel cell is transmitted to the charging pile through the high-voltage bus, realizing the reverse discharge of a single energy, and the process returns to step S530, and the output power is dynamically adjusted according to the SOC interval (for example, if the SOC is lower than the lower limit, the output is increased, and if it is higher than the upper limit, the output is reduced); If V2G is not activated, continuous power generation of the fuel cell will cause the battery to be overcharged or energy to be wasted, so the process enters step 28, the fuel cell is turned off (hydrogen supply is cut off, auxiliary equipment is stopped), the charging contactor is disconnected, and all energy output operations are terminated.

[0092] This series of steps realizes the flexible cooperation of the multi-energy system at the Ready stop through layered judgment of the availability of photovoltaic and fuel cell, combined with the activation state of the user V2G function. Whether it is dual-energy cooperation or single-energy work, it is centered on “output on demand”, which not only guarantees the stability of V2G discharge, but also avoids energy waste and system loss by timely terminating redundant power generation. This process dynamically balances the energy interaction of photovoltaic, fuel cell and power battery, while ensuring the safety of the Ready stop vehicle, and realizes efficient energy utilization in the V2G mode.

[0093] The present specification also provides a vehicle energy management device. Figure 6 A schematic block diagram of a vehicle energy management device 700 of an embodiment provided by the present specification is disclosed. As shown in FIG. 7, the vehicle energy management device 700 includes a photovoltaic system 710, a fuel cell system 720, a power battery system 730, a VCU 740, a user interface 750, and a communication interface 760. Figure 6As shown, the vehicle energy management apparatus 700 comprises a processor 701, an internal bus 702, a network interface 703, a memory 704, a non-volatile memory 705, and of course, other hardware required by the business. The processor 701 can read the corresponding computer program from the non-volatile memory 705 into the memory 704 and then run it to implement the steps of the vehicle energy management method as above. Of course, in addition to the software implementation, the present application does not exclude other implementation manners, such as logic devices or a combination of software and hardware, and so on, that is, the execution subject of the following processing flow is not limited to the logic units, but can also be hardware or logic devices.

[0094] The energy management apparatus 700 provided in the specification can have similar beneficial technical effects as the energy management method above, and therefore, will not be described here.

[0095] The specification also provides a vehicle. The vehicle comprises the energy management apparatus as above.

[0096] Those skilled in the art can understand that: In the specification, the term "comprise", "include" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, product or device that includes a series of elements not only includes those elements, but also includes other elements not explicitly listed, or further includes elements inherent to such a process, method, product or device. Without more limitations, it does not exclude the presence of other same or equivalent elements in the process, method, product or device comprising the elements.

[0097] In the specification, "one", "a" and "the" do not refer to the singular, but also include the plural.

[0098] In the specification, the first, second, etc. ordinal numbers do not necessarily mean the order, and many times are used for the convenience of distinguishing the objects. For example, the first server and the second server usually refer to two servers. In order to distinguish the two servers, they are expressed as the first server and the second server. Of course, sometimes the two servers can be the same server.

[0099] In the specification, unless specifically stated, "receiving and sending of data" is not necessarily direct receiving and sending, but can be indirect receiving and sending. For example, A receives data sent by B, which can be understood as A directly receiving data sent by B, or can be understood as A indirectly receiving data sent by B through C and other subjects. Similarly, B sends data to A, which can be understood as B directly sending data to A, or can be understood as B indirectly sending data to A through C and other subjects. Here, C can be one subject, or two or more subjects.

[0100] In this specification, unless specifically stated otherwise, a relationship between structures can be a direct relationship or an indirect relationship. For example, when it is described that "A is connected to B", unless it is explicitly stated that A is directly connected to B, it should be understood that A can be directly connected to B or indirectly connected to B. For another example, when it is described that "A is on B", unless it is explicitly stated that A is directly on B (AB is adjacent and A is on B), it should be understood that A can be directly on B or indirectly on B (there is another element between AB and A is on B). Similarly, the same applies.

[0101] The present specification uses specific terms to describe the embodiments of the present specification. As "one embodiment", "some embodiments", and / or "an embodiment" means a certain feature, structure, or characteristic in relation to at least one embodiment of the present specification. Therefore, it should be emphasized and noted that the "one embodiment" or "one alternative embodiment" mentioned in the present specification at different positions two or more times does not necessarily mean the same embodiment. In addition, the skilled in the art can combine and combine the different embodiments or examples described in the present specification and the features of the different embodiments or examples without contradiction.

[0102] Although the present specification provides method steps as described in the embodiments or flowcharts, it can be understood that the order of steps listed in the embodiments or flowcharts is only one of the many execution orders, and does not represent the only execution order. Therefore, when the claims involve method steps, the changes and adjustments of the order of the steps or the parallel between the steps are also within the protection scope of the claims.

[0103] The above only describes the preferred embodiments of the present specification and is not intended to limit the technical solutions provided by the present specification. For those skilled in the art, the above embodiments can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present specification shall be included in the protection scope of the present specification.

Claims

1. A vehicle energy management method, applied to a vehicle including a power battery, a fuel cell, an on-board renewable power generation unit, and a bidirectional power exchange interface, characterized in that, The method includes: Obtain the required power of the entire vehicle and the available power of the on-board renewable energy power generation unit; Based on the vehicle's required power and the available power, the power to be allocated is calculated; Based on the power to be allocated, a constrained optimization problem is solved to determine the power allocation between the power battery and the fuel. The objective of solving the constrained optimization problem includes optimizing the durability of the power battery and optimizing the economy and durability of the fuel cell. Based on the determined power allocation, power commands are issued to the power battery and the fuel cell; Upon receiving a vehicle-to-grid (V2G) activation command, the system controls the bidirectional power interaction interface to output electrical energy from at least one of the power battery, the fuel cell, and the on-board renewable energy generation unit to the external power grid.

2. The method according to claim 1, characterized in that, The objective function of the constrained optimization problem is established based on the utility function used to quantify the operating state of the power battery and the fuel cell; The utility function of the power battery is related to the stability of its power output, and the utility function of the fuel cell is related to at least one of its operating efficiency and the degree of power variation.

3. The method according to claim 2, characterized in that, The constrained optimization problem includes: Using the Karouch-Kun-Tucker KKT conditions, the constrained optimization problem is transformed into an unconstrained Lagrangian function for solution, thereby obtaining the analytical solution for the power allocation.

4. The method according to claim 1, characterized in that, The V2G activation command is based on settings made by the user through a mobile terminal application or in-vehicle human-machine interface. The settings include at least one of the following: V2G mode selection, the lower limit of the state of charge (SOC) of the power battery during the V2G process, and whether the on-board renewable power generation unit is allowed to be used in V2G.

5. The method according to claim 4, characterized in that, The method further includes: Obtain real-time electricity price information from the external power grid; When the current electricity price is detected to be higher than a preset threshold and the SOC of the power battery is higher than the lower limit of the SOC, the V2G activation command is automatically executed.

6. The method according to claim 1, characterized in that, The method further includes: If the bidirectional power interaction interface is detected to be connected to the external power grid when the vehicle is in a drivable state, the vehicle will automatically exit the drivable state.

7. The method according to claim 1, characterized in that, The method further includes: When the vehicle is parked and charging, the power battery is charged by using the electrical energy obtained from the external power grid through the bidirectional power interaction interface and the electrical energy generated by the on-board renewable energy power generation unit.

8. The method according to claim 1, before obtaining the available power of the on-board renewable energy power generation unit, the method further includes a verification process for whether the on-board renewable energy power generation unit has power generation capability, the verification process including: When the vehicle is currently in driving mode, the maximum available power of the vehicle's motor is calculated based on the maximum allowable discharge power of the vehicle's power battery, the power consumption of auxiliary components, the current renewable energy generation capacity, and the fuel cell output power. Determine whether the smaller of the maximum available power at the motor end and the maximum output power of the motor itself exceeds the maximum allowable output power of the vehicle's motor; If the time limit is not exceeded, the verification is successful; When the vehicle is currently in a braking driving state, the minimum feedback power of the vehicle's motor end is calculated based on the maximum allowable discharge power of the vehicle's power battery, the power consumption of auxiliary components, the power generation capacity of the current renewable energy source, and the output power of the fuel cell. Determine whether the larger of the minimum feedback power at the motor end and the minimum feedback power of the motor itself exceeds the maximum allowable feedback power of the vehicle's motor. If the time limit is not exceeded, the verification is successful.

9. The method according to claim 8, wherein when the vehicle is currently in a braking driving state, if the sum of the charging power of the renewable energy power generation unit, the charging power of the fuel cell, and the current feedback power of the motor exceeds the maximum allowable charging power of the power battery, the method further comprises: The regenerative braking energy recovery of the motor is stopped sequentially, the charging of the renewable energy power generation unit is disabled, and the power of the fuel cell is reduced until the sum of the charging power of the renewable energy power generation unit, the charging power of the fuel cell, and the current feedback power of the motor does not exceed the maximum allowable charging power of the power battery.

10. An energy management device for a vehicle, characterized in that, include: processor; A memory for storing processor-executable instructions; wherein the processor implements the steps of the method as described in any one of claims 1-9 by executing the executable instructions.

11. A vehicle, characterized in that, Includes the energy management device as described in claim 10.

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