Vehicle energy management method and device, computer readable storage medium and equipment

Abstract

The invention relates to the technical field of vehicles, and provides a vehicle energy management method, a vehicle energy management device, a computer readable storage medium and electronic equipment.The vehicle energy management method comprises the steps that whether a fuel cell is in an operable state or not is detected; if the fuel cell is in the operable state, acquiring an energy management mode selected or automatically matched by a user; the energy management mode comprises a starting preparation mode, an efficiency priority mode and a power priority mode; and according to an energy management strategy associated with the energy management mode, the energy output proportion between the fuel cell and the power cell is dynamically adjusted so as to adapt to the required power of the vehicle. On the basis of ensuring safe operation of the fuel cell and the power cell, the hydrogen energy utilization efficiency can be improved, the power output stability can be enhanced, and intelligent adjustment of energy distribution under different working conditions can be realized.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and in particular to a vehicle energy management method, a vehicle energy management device, a computer-readable storage medium, and an electronic device. Background Technology

[0002] Hybrid power systems combining hydrogen fuel cells and traction batteries, as a highly efficient and clean energy solution, have been widely used in rail transit, heavy transportation, and various electric vehicles. These systems typically rely on the fuel cell for continuous energy output, while the traction battery handles transient power compensation and regenerative braking; the two work together to balance energy efficiency and power performance. Depending on the design requirements of different application scenarios, fuel cells and traction batteries differ significantly in power ratio and functional positioning, necessitating the configuration of matching energy management strategies to achieve coordinated control among multiple energy sources.

[0003] In existing technologies, most hybrid power systems employ a control architecture dominated by the power battery, with the fuel cell primarily responsible for steady-state power supply or replenishing the power battery. The energy management strategy of such systems relies on the high dynamic response capability of the power battery to cope with load fluctuations, resulting in relatively simple control logic and high system stability. However, the power utilization rate of the fuel cell in this mode is low, failing to fully demonstrate its advantages in continuous and efficient operation, thus limiting further improvements in the overall hydrogen energy utilization efficiency of the vehicle and presenting significant limitations in application scenarios pursuing long range and high energy efficiency.

[0004] With the evolution of system architecture, new hybrid power systems are gradually increasing the power contribution of fuel cells, enabling them to play a core role in the vehicle's energy supply. Against this backdrop, traditional energy management strategies centered on the power battery face new challenges: the inherent response lag and inability to absorb regenerative energy of fuel cells conflict with the limited charging and discharging capabilities of the power battery. This can lead to power response delays during traction conditions and insufficient energy recovery or overcharging risks during electric braking, thus affecting operational efficiency and safety. Therefore, developing an optimized energy management method for fuel cell-dominated hybrid systems that can coordinate the dynamic characteristics of both fuel cells and ensure real-time power matching and dynamic energy balance has become a critical technical challenge that urgently needs to be addressed in this field.

[0005] Therefore, there is an urgent need in this field to develop a new vehicle energy management method and device.

[0006] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure. Summary of the Invention

[0007] The purpose of this disclosure is to provide a vehicle energy management method, a vehicle energy management device, a computer-readable storage medium, and an electronic device, thereby overcoming, to at least a certain extent, the technical problems of the single and inflexible energy management strategies of existing hydrogen fuel cell hybrid power systems caused by limitations in related technologies.

[0008] Other features and advantages of this disclosure will become apparent from the following detailed description, or may be learned in part from practice of this disclosure.

[0009] According to a first aspect of this disclosure, a vehicle energy management method is provided, wherein the vehicle's power source includes a fuel cell and a power battery, the method comprising: Detect whether the fuel cell is in an operational state; If the fuel cell is in the operable state, the energy management mode selected by the user or automatically matched is obtained; the energy management mode includes startup preparation mode, efficiency priority mode and power priority mode; According to the energy management strategy associated with the energy management mode, the energy output ratio between the fuel cell and the power battery is dynamically adjusted to adapt to the vehicle's power requirements.

[0010] In an exemplary embodiment of this disclosure, the method further includes: If the fuel cell is not in the operable state, the temperature of the power battery is detected; If the temperature of the power battery is less than or equal to the first temperature threshold, charging of the power battery is prohibited and the regenerative braking function is locked. If the temperature of the power battery is greater than the first temperature threshold, the power battery is allowed to charge, and the regenerative braking function is activated.

[0011] In an exemplary embodiment of this disclosure, the energy management mode includes a startup preparation mode; The step of dynamically adjusting the energy output ratio between the fuel cell and the power battery according to the energy management strategy associated with the energy management mode includes: When the energy management mode is the start-up preparation mode, the power battery is started and outputs a stable preset duration. Calculate the current total load power and start the fuel cell; After the preset time period, the fuel cell provides energy to the vehicle based on the current total load power.

[0012] In an exemplary embodiment of this disclosure, the method further includes: When the temperature of the power battery exceeds the second temperature threshold, a mode jump confirmation interface is displayed. In response to the consent trigger operation applied to the mode jump confirmation interface, the system jumps from the startup preparation mode to the efficiency priority mode.

[0013] In an exemplary embodiment of this disclosure, the energy management mode includes an efficiency-first mode; The step of dynamically adjusting the energy output ratio between the fuel cell and the power battery according to the energy management strategy associated with the energy management mode includes: When the energy management mode is the efficiency priority mode, the temperature of the power battery is detected; If the temperature of the power battery is less than or equal to the first temperature threshold, then the charging circuit of the power battery is cut off. If the temperature of the power battery is greater than the first temperature threshold, the operating state of the fuel cell is dynamically adjusted according to the state of charge of the power battery, so as to dynamically adjust the energy output ratio between the fuel cell and the power battery.

[0014] In an exemplary embodiment of this disclosure, the step of cutting off the charging circuit of the power battery if the temperature of the power battery is less than or equal to a first temperature threshold includes: If the temperature of the power battery is less than or equal to the first temperature threshold and the vehicle is in traction condition, charging of the power battery is prohibited, and the power battery and the fuel cell jointly provide the power required by the vehicle. If the temperature of the power battery is less than or equal to the first temperature threshold and the vehicle is in braking condition, the regenerative braking function is disabled and the deceleration is achieved by resistance braking.

[0015] In an exemplary embodiment of this disclosure, dynamically adjusting the operating state of the fuel cell according to the state of charge of the power battery includes: When the state of charge of the power battery is greater than or equal to a second threshold and less than a third threshold, the fuel cell is controlled to switch from a first state to a second state; the first state indicates that the fuel cell charges the power battery while meeting the power demand of the vehicle; the second state indicates that the fuel cell operates in the high-efficiency output range and adaptively adjusts the charging and discharging of the power battery according to the power demand of the vehicle. When the state of charge of the power battery is greater than or equal to a third threshold and less than a fourth threshold, the fuel cell is controlled to switch from the second state to the third state; the third state indicates that the output power of the fuel cell has dropped to the lowest stable operating power level. When the state of charge of the power battery is greater than or equal to the fourth threshold, the fuel cell is controlled to switch from the third state to the fourth state; the fourth state indicates that the fuel cell is shut down.

[0016] In an exemplary embodiment of this disclosure, the method further includes: When the state of charge of the power battery is greater than or equal to the fifth threshold and less than the sixth threshold, the fuel cell is controlled to switch from the fourth state to the third state. When the state of charge of the power battery is greater than or equal to the first threshold and less than the fifth threshold, the fuel cell is controlled to switch from the third state to the second state. When the state of charge of the power battery is less than the first threshold, the fuel cell is controlled to switch from the second state to the first state.

[0017] In an exemplary embodiment of this disclosure, the method further includes: The fourth threshold is greater than the sixth threshold, the sixth threshold is greater than the third threshold, the third threshold is greater than the fifth threshold, the fifth threshold is greater than the second threshold, and the second threshold is greater than the first threshold.

[0018] In an exemplary embodiment of this disclosure, the energy management mode includes a power priority mode; The step of dynamically adjusting the energy output ratio between the fuel cell and the power battery according to the energy management strategy associated with the energy management mode includes: When the energy management mode is the power priority mode and the preset triggering conditions are met, the fuel cell is controlled to operate at full power with the goal of maximizing power output. The preset triggering condition includes at least one of the following: The system receives a preset driving command; the vehicle's operating speed is greater than or equal to a preset speed threshold; the air brakes are not applied; the traction converter system is in normal operating condition; and the state of charge of the power battery meets the preset state of charge requirements.

[0019] According to a second aspect of this disclosure, a vehicle energy management device is provided, wherein the vehicle's power source includes a fuel cell and a power battery, the device comprising: The detection module is used to detect whether the fuel cell is in an operational state; The management mode determination module is used to obtain the energy management mode selected by the user or automatically matched by the system if the fuel cell is in the operable state; the energy management mode includes startup preparation mode, efficiency priority mode and power priority mode; The dynamic adjustment module is used to dynamically adjust the energy output ratio between the fuel cell and the power battery according to the energy management strategy associated with the energy management mode, so as to adapt to the power demand of the vehicle.

[0020] According to a third aspect of this disclosure, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the vehicle energy management method described in the first aspect above.

[0021] According to a fourth aspect of this disclosure, an electronic device is provided, comprising: a processor; and a memory for storing executable instructions of the processor; wherein the processor is configured to perform the vehicle energy management method described in the first aspect by executing the executable instructions.

[0022] As can be seen from the above technical solutions, the vehicle energy management method, vehicle energy management device, computer-readable storage medium, and electronic device in the exemplary embodiments of this disclosure have at least the following advantages and positive effects: In some embodiments of the present disclosure, the vehicle's power source includes a fuel cell and a power battery. By detecting whether the fuel cell is in an operational state, if it is, a user-selected or automatically matched energy management mode is acquired. These energy management modes include a start-up preparation mode, an efficiency-priority mode, and a power-priority mode. Based on the energy management strategy associated with each energy management mode, the energy output ratio between the fuel cell and the power battery is dynamically adjusted to match the vehicle's power requirements. On one hand, by detecting the operational status of the fuel cell and combining it with a multi-mode energy management strategy, orderly start-up and shutdown and operating condition adaptation of the hydrogen-electric hybrid system are achieved, ensuring the safety and reliability of the system operation. On the other hand, dynamically adjusting the energy output ratio between the fuel cell and the power battery according to operating requirements improves the utilization efficiency of hydrogen energy and the stability of the vehicle's power response.

[0023] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0024] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure. It is obvious that the drawings described below are merely some embodiments of this disclosure, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0025] Figure 1 A flowchart illustrating the vehicle energy management method in an embodiment of this disclosure is shown. Figure 2 A topological diagram of locomotive energy flow in an embodiment of this disclosure is shown; Figure 3 A flowchart illustrating the energy management strategy when the fuel cell is not operational, as shown in this embodiment of the present disclosure; Figure 4 This illustration shows a flowchart of how to dynamically adjust the energy output ratio between a fuel cell and a power battery according to an energy management strategy associated with an energy management mode, according to an embodiment of the present disclosure. Figure 5 This illustration shows another flowchart of how the energy output ratio between the fuel cell and the power battery is dynamically adjusted according to the energy management strategy associated with the energy management mode in an embodiment of this disclosure. Figure 6 A schematic diagram illustrating the operating states and switching process of the fuel cell in an embodiment of this disclosure is shown. Figure 7 This illustration shows a flowchart of another embodiment of how the energy output ratio between the fuel cell and the power battery is dynamically adjusted according to the energy management strategy associated with the energy management mode. Figure 8 This diagram illustrates the structure of a vehicle energy management device in an exemplary embodiment of this disclosure. Figure 9 A schematic diagram of the structure of an electronic device in an exemplary embodiment of this disclosure is shown. Detailed Implementation

[0026] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this disclosure more comprehensive and complete, and to fully convey the concept of the example embodiments to those skilled in the art. The described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a full understanding of embodiments of this disclosure. However, those skilled in the art will recognize that the technical solutions of this disclosure can be practiced with one or more of the specific details omitted, or other methods, components, apparatus, steps, etc., can be employed. In other instances, well-known technical solutions are not shown or described in detail to avoid obscuring various aspects of this disclosure.

[0027] The terms “a,” “an,” “the,” and “the” are used in this specification to indicate the presence of one or more elements / components / etc.; the terms “including” and “having” are used to indicate an open-ended inclusion and to mean that there may be other elements / components / etc. in addition to the listed elements / components / etc.; the terms “first” and “second” are used only as markings and are not a limitation on the number of objects.

[0028] Furthermore, the accompanying drawings are merely illustrative of this disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities.

[0029] In the embodiments of this disclosure, a vehicle energy management method is first provided, which at least to some extent overcomes the shortcomings of the single and inflexible energy management strategies of hydrogen fuel cell hybrid power systems in the related art.

[0030] Figure 1 The diagram shows a flowchart of a vehicle energy management method in an embodiment of this disclosure. The entity executing the vehicle energy management method may be a server that controls the vehicle.

[0031] refer to Figure 1 A vehicle energy management method according to an embodiment of the present disclosure includes the following steps: Step S110: Detect whether the fuel cell is in an operational state; Step S120: If the fuel cell is in an operable state, obtain the energy management mode selected by the user or automatically matched; the energy management modes include start-up preparation mode, efficiency priority mode and power priority mode. Step S130: Based on the energy management strategy associated with the energy management mode, dynamically adjust the energy output ratio between the fuel cell and the power battery to adapt to the vehicle's power requirements.

[0032] exist Figure 1 In the technical solution provided by the illustrated embodiment, the vehicle's power source includes a fuel cell and a power battery. By detecting whether the fuel cell is in an operational state, if it is, the system acquires a user-selected or automatically matched energy management mode. These energy management modes include a start-up preparation mode, an efficiency-priority mode, and a power-priority mode. Based on the energy management strategy associated with each energy management mode, the system dynamically adjusts the energy output ratio between the fuel cell and the power battery to match the vehicle's power requirements. On one hand, by detecting the operational status of the fuel cell and combining it with a multi-mode energy management strategy, the system achieves orderly start-up and shutdown and adaptability to different operating conditions, ensuring the safety and reliability of the system operation. On the other hand, by dynamically adjusting the energy output ratio between the fuel cell and the power battery according to operational needs, the system improves the utilization efficiency of hydrogen energy and the stability of the vehicle's power response.

[0033] The following are Figure 1 The specific implementation process of each step in the process is explained in detail: It should be noted that the term "vehicle" in this disclosure refers broadly to various electric mobile platforms that use fuel cells and power batteries as a combined power source, including but not limited to locomotives, rail vehicles, commercial vehicles, heavy machinery, and special transportation equipment. Their power systems consist of both fuel cells and power batteries, with the fuel cell providing the primary energy supply and the power battery used for dynamic power compensation and energy recovery.

[0034] Taking the aforementioned vehicle as an example, this disclosure first provides a locomotive energy flow topology diagram. (Reference) Figure 2 , Figure 2 The topology diagram of locomotive energy flow in an embodiment of this disclosure is shown, such as... Figure 2 As shown: The locomotive system mainly consists of a hydrogen fuel cell system, a power battery system, a traction system, an auxiliary system, and braking resistors. A reasonable energy management strategy is employed to achieve energy matching and power utilization among these systems. Under the premise of ensuring the safe and reliable operation of all locomotive systems, the locomotive meets operational requirements, the power source outputs appropriate power, wasteful energy consumption is reduced, and energy utilization efficiency is improved.

[0035] The hydrogen fuel cell system serves as the main energy source, supplying power to the vehicle via a DC / DC converter to provide a continuous and stable electrical output. The power battery system acts as an energy storage unit, used to smooth load fluctuations, compensate for transient power demands, and absorb feedback energy during electric braking. The traction converter converts electrical energy into AC power required by the drive motor to achieve traction output. The auxiliary converter provides power to onboard auxiliary equipment (such as air conditioning, lighting, and control systems). The braking resistor is used to dissipate excess electrical energy as heat when the power battery cannot absorb all the braking energy, ensuring system safety.

[0036] Because fuel cells have a relatively slow power loading / unloading rate, when locomotive operating conditions change abruptly, if the fuel cell directly bears the large power change, it may cause overcurrent fault protection during battery charging, or even trigger thermal runaway; or a large amount of braking energy may need to be completely consumed by the braking resistor, resulting in energy waste. Therefore, there is a close coupling relationship between the power output capability of the fuel cell and the maximum allowable charging power of the battery, and the two need to be controlled in a coordinated manner to achieve energy balance.

[0037] Referring to Formula 1 below, the energy flow of the locomotive follows the following energy balance principle:

[0038] in, This represents the power required by the traction system; The status of the fuel cell is indicated by: 1 for active, 0 for inactive. This represents the output power of the fuel cell; This indicates whether the power battery is allowed to discharge: 1 = discharge is allowed, 0 = discharge is prohibited; Represents the discharge power of the power battery; This represents the power of auxiliary loads (such as air conditioners, lighting, control systems, etc.). Regenerative braking activation indicator: 1 = enabled, 0 = disabled; This represents the charging power of the power battery; Represents the activation flag for regenerative braking: 1 = enabled, 0 = disabled; This represents the power consumed through the braking resistor during resistive braking.

[0039] Therefore, the overall energy management process disclosed herein follows the following principles: First, when the locomotive is in traction, the fuel cell outputs appropriate power to meet the total power requirements of the traction system and auxiliary loads together with the power battery.

[0040] If the fuel cell output power When the fuel cell can handle part or all of the base power, the remaining power is supplemented by the discharge of the power battery, that is: At this time, the power battery is in a discharging state and is used to drive the traction system and auxiliary load.

[0041] If the fuel cell output power This indicates that the fuel cell output is excessive, and the excess power is used to charge the power battery, that is: At this time, the power battery is in a charging state, realizing energy recovery and energy storage.

[0042] Second, when the locomotive is coasting, coasting at low speed, or stopped, the traction power demand is zero or minimal. In this case, the fuel cell mainly meets the power demand of the auxiliary system. Its output power is used to maintain the operation of onboard equipment. If the fuel cell output power exceeds the auxiliary load requirements, the excess power is used to charge the power battery, that is: ,in, This mode prioritizes ensuring stable power supply to the auxiliary system while utilizing surplus power to improve the battery's state of charge.

[0043] Third, when the locomotive applies brakes, regenerative braking is prioritized to convert kinetic energy into electrical energy, which is then absorbed by the power battery. The specific strategy is as follows: First, determine whether the power battery has sufficient charging capacity (i.e., whether it has not reached the maximum allowable charging power). If the power battery can absorb all or part of the braking energy, then regenerative braking will be activated. Set to 1 and increase the feedback power. Charge the power battery; When regenerative braking cannot meet the full braking power demand, or when the power battery is close to full charge, resistor braking is activated to dissipate the remaining energy through the braking resistor. Set to 1; To prevent overcurrent protection or thermal runaway of the power battery, regenerative braking and resistor braking cannot be engaged simultaneously, that is: when When taking 1, Take 0, when When taking 1, Set it to 0. This ensures that the main converter system can accurately control the energy flow direction and avoid system failures caused by power distribution conflicts.

[0044] The aforementioned energy management rules embody a dynamic collaborative mechanism between fuel cells and power batteries: achieving "primary power supply + auxiliary supplementation" during the traction phase and "priority recovery + safe dissipation" during the braking phase, through a reasonable power allocation coefficient. , , , This enables precise control of each energy path, thereby ensuring the energy balance and operational safety of the vehicle under different operating conditions.

[0045] The following combination Figure 1 This disclosure provides a detailed explanation of the specific process by which vehicle energy management is carried out.

[0046] In step S110, it is detected whether the fuel cell is in an operational state.

[0047] In this step, it can be determined whether the fuel cell is in an operational state.

[0048] It should be noted that this disclosure provides the following management strategies for situations where the fuel cell is not in an operational state. (See reference) Figure 3 , Figure 3 This diagram illustrates a flow chart of an energy management strategy for when the fuel cell is not operational, as shown in this embodiment of the present disclosure, including steps S301-S303: In step S301, if the fuel cell is not in an operational state, the temperature of the power battery is detected.

[0049] In this step, when the fuel cell fails to operate normally due to malfunction, insufficient hydrogen, or low-temperature protection, the system enters the "fuel cell not engaged" state, at which point the vehicle's power supply relies entirely on the battery system. To ensure the safe operation of the battery, it is necessary to determine whether charging and regenerative braking functions are permissible based on its current temperature status.

[0050] Specifically, when fuel cells are unavailable, the temperature of the power battery is a key parameter determining its charge and discharge capabilities. Excessively low temperatures can lead to increased internal resistance and decreased electrolyte activity, resulting in reduced charging efficiency, increased risk of lithium plating, and even thermal runaway. Higher temperatures, on the other hand, indicate that the battery possesses normal electrochemical reaction conditions and can safely perform charge and discharge operations.

[0051] In step S302, if the temperature of the power battery is less than or equal to the first temperature threshold, charging of the power battery is prohibited and the regenerative braking function is locked.

[0052] In this step, when the power battery temperature is below the first temperature threshold (e.g., 0°C), a "charge prohibited" signal can be sent to the inverter via hardwired network communication, causing the inverter charging bridge arm to be in the disconnected state (i.e., =0), preventing battery charging in low-temperature environments. Simultaneously, due to the limited battery absorption capacity at low temperatures, the regenerative braking energy may not be effectively stored, posing a risk of overcurrent or voltage abnormalities. Therefore, the regenerative braking function is simultaneously disabled to prevent energy backflow and system failure.

[0053] In step S303, if the temperature of the power battery is greater than the first temperature threshold, the power battery is allowed to charge and the regenerative braking function is activated.

[0054] In this step, when the temperature of the power battery is higher than this threshold, it indicates that it has basic electrochemical activity and thermal stability, and the system allows it to perform charging operations, that is, the inverter charging bridge arm is closed. =1), enabling the replenishment of the power battery. At the same time, the regenerative braking function is enabled, allowing the power battery to be used preferentially to absorb kinetic energy during braking, improving energy recovery efficiency and reducing energy loss during resistive braking.

[0055] Next, refer to Figure 1 In step S120, if the fuel cell is in an operable state, the energy management mode selected by the user or automatically matched is obtained; the energy management modes include start-up preparation mode, efficiency priority mode and power priority mode.

[0056] In this step, if the fuel cell already meets normal operating conditions (e.g., sufficient hydrogen supply, system temperature meets requirements, no fault alarms), then the energy management mode selection phase begins. This mode selection can be done in two ways: Manual selection by the user: Switching is done through the "Mode Selection Page" in the vehicle human-machine interface (HMI), allowing the driver to actively set the current operating mode according to actual usage needs; The system automatically matches the optimal mode based on the vehicle's current operating parameters (such as speed, acceleration, gradient, load, etc.) and environmental information (such as temperature and altitude).

[0057] Specifically, the above energy management modes can include the following three: Start-up preparation mode (also known as preheating mode): Used for vehicle cold start or low-load operation in the early stage, it prioritizes the activation of the power battery and stabilizes the output for a preset time to ensure a stable power supply for the whole vehicle; during this period, the fuel cell is gradually started to avoid system fluctuations caused by transient impacts.

[0058] Efficiency-first mode (also known as normal mode): Applicable to normal operating conditions, aiming to maximize energy utilization efficiency, dynamically adjusting the power distribution between fuel cell and power battery, taking into account both driving range and energy consumption control.

[0059] Power priority mode (also known as high power mode): Suitable for high power demand scenarios such as traction acceleration, hill climbing or emergency response, with the goal of meeting the maximum traction output, allowing the fuel cell to operate at full power, while rationally scheduling the auxiliary power supply of the power battery.

[0060] The above three modes can be switched through the "Mode Selection Page" on the display screen. The initial value is set to "Normal Mode" (i.e., Efficiency Priority Mode), and this initial value is retained after each power-on unless the user manually changes it or the system automatically adjusts it according to the operating conditions.

[0061] When fuel cells are in operation, the locomotive energy management strategy is divided into the three modes mentioned above, based on the locomotive's operating conditions, to achieve optimal energy allocation under different operational objectives. This multi-mode design not only enhances the system's flexibility and adaptability but also improves the driving experience and operational safety.

[0062] In step S130, the energy output ratio between the fuel cell and the power battery is dynamically adjusted according to the energy management strategy associated with the energy management mode to adapt to the vehicle's power requirements.

[0063] In this step, the energy output ratio between the fuel cell and the power battery can be dynamically adjusted according to the energy management strategy associated with the energy management mode to adapt to the vehicle's power requirements.

[0064] In one exemplary implementation, when the energy management mode is in startup preparation mode, refer to Figure 4 , Figure 4 This illustration shows a flowchart of how to dynamically adjust the energy output ratio between a fuel cell and a power battery according to an energy management strategy associated with an energy management mode, as shown in an embodiment of this disclosure, including steps S401-S403: In step S401, when the energy management mode is the start-up preparation mode, the power battery is started and outputs a preset duration stably.

[0065] In this step, the system enters the startup preparation phase, prioritizing the activation of the power battery system to transition it from a static state to an operational state. Specifically, after the starter switch is closed, the inverter controls the power battery to begin discharging, providing initial electrical support to loads such as the traction system and auxiliary systems. At this time, the power battery needs to maintain a stable voltage and current output, typically for a duration of 3 minutes (adjustable depending on the vehicle model), to ensure that the entire vehicle's electrical system gradually establishes a stable operating environment and avoids equipment damage or control instability due to transient shocks.

[0066] In step S402, the current total load power is calculated, and the fuel cell is started.

[0067] In this step, the microcomputer control system collects parameters such as bus voltage and current to calculate the total power demand of all loads on the vehicle in real time, including the traction system power. and auxiliary system power Subsequently, the system sends a "start" command to the hydrogen fuel cell system and controls the fuel cell to gradually increase its pressure to a suitable state according to the power request in the preheating mode, so as to prepare it to take on the main power supply task in the future.

[0068] In step S403, after a preset time, the fuel cell provides energy to the vehicle based on the current total load power.

[0069] In this step, once the power battery has achieved a stable output for a preset duration, the system determines that it has basic power supply capability. At this point, the fuel cell has reached its normal operating temperature and output conditions, and it takes over the main energy supply task. Simultaneously, the power battery stops discharging and enters standby or float charging mode, used only for transient power compensation. This process achieves a smooth transition from "battery-dominated" to "fuel cell-dominated," ensuring the continuity and stability of energy supply.

[0070] Furthermore, when the battery temperature exceeds a second temperature threshold (e.g., 5°C), the system automatically detects whether the switching conditions are met. If so, a "Mode Switching Confirmation Interface" is displayed on the driver's desk unit (DDU), prompting the user "Warm-up complete, do you want to enter normal mode?". In response to a consent trigger action on this interface (such as clicking the "OK" button), the system will switch from the startup preparation mode to the efficiency priority mode, achieving a seamless switching of operating states.

[0071] This design not only ensures safe system startup in low-temperature environments but also enhances operational controllability and user experience through human-machine interaction. The entire startup process follows the principle of "battery first, then fuel, then collaboration," balancing safety, reliability, and efficiency.

[0072] In one exemplary implementation, when the energy management mode described above is an efficiency-first mode, refer to Figure 5 , Figure 5 This illustration shows another flowchart of how to dynamically adjust the energy output ratio between the fuel cell and the power battery according to the energy management strategy associated with the energy management mode, as shown in another embodiment of this disclosure, including steps S501-S503: In step S501, when the energy management mode is efficiency priority mode, the temperature of the power battery is detected.

[0073] In this step, when the energy management mode is in efficiency priority mode, the temperature of the aforementioned power battery can be detected.

[0074] In step S502, if the temperature of the power battery is less than or equal to the first temperature threshold, the charging circuit of the power battery is cut off.

[0075] In this step, if the temperature of the power battery is less than or equal to the first temperature threshold and the vehicle is in traction mode, the system limits its output power to prevent over-discharge or performance degradation because the internal resistance of the power battery increases and its discharge capacity decreases in low-temperature environments. At this time, the maximum input power of the traction converter is determined by the maximum allowable discharge power of the power battery. With fuel cell output power Joint decision, that is ,in, This represents the maximum actual input power of the traction converter. The power is consumed by the auxiliary system. In this mode, the fuel cell undertakes the main task of supplying traction power, while the power battery only provides limited auxiliary support to ensure that the vehicle has basic operating capabilities, while avoiding the risk of capacity decay or thermal runaway due to deep battery discharge.

[0076] If the temperature of the power battery is less than or equal to the first temperature threshold and the vehicle is in braking condition, the charging capacity of the power battery is severely limited under low temperature conditions, making it unable to effectively absorb regenerative braking energy. Therefore, the system prioritizes disabling the regenerative braking function and uses resistance braking to dissipate kinetic energy. At this time, the inverter charging bridge arm is in the open state (i.e., All braking energy is released as heat through the braking resistor. The maximum braking output power of the converter is the maximum power that the braking resistor can deliver. Determined in conjunction with the fuel cell's output power, namely: ,in, This represents the maximum power that the braking converter can actually output. This is the rated power of the braking resistor.

[0077] In this mode, the system relies entirely on resistor braking to achieve deceleration. Although the energy recovery efficiency is low, it ensures braking safety and system stability.

[0078] Furthermore, continuous traction operations under these low-temperature conditions will cause the power battery charge to continuously decrease. When the power battery SOC falls below a preset threshold (e.g., 20%), the system triggers a forced preheating mechanism: the traction function is automatically locked, the locomotive enters a forced preheating state, and the power battery is heated and charged primarily through the fuel cell until the SOC recovers to a safe range before traction operation can resume.

[0079] This control strategy embodies the "safety first" principle in extreme environments: by limiting battery charging and discharging capabilities, enabling resistance braking, and setting SOC protection, it ensures that the vehicle can still operate safely under low-temperature conditions, avoiding performance degradation or safety accidents caused by battery abuse.

[0080] In step S503, if the temperature of the power battery is greater than the first temperature threshold, the working state of the fuel cell is dynamically adjusted according to the state of charge of the power battery, so as to dynamically adjust the energy output ratio between the fuel cell and the power battery.

[0081] In this step, if the temperature of the power battery is greater than the first temperature threshold mentioned above, the working state of the fuel cell can be dynamically adjusted according to the state of charge of the power battery, so as to dynamically adjust the energy output ratio between the fuel cell and the power battery.

[0082] Fuel cells can be classified into four states. The first state (state 1) represents the fuel cell charging the power battery while meeting the power demand of the vehicle. The second state (state 2) represents the fuel cell operating in the high-efficiency output range and adaptively adjusting the charging and discharging of the power battery according to the power demand of the vehicle. The third state (state 3) represents the output power of the fuel cell dropping to the minimum stable operating power level, only maintaining the basic operation of the vehicle. The fourth state (state 4) represents the fuel cell being turned off.

[0083] refer to Figure 6 , Figure 6 This diagram illustrates the operating states of a fuel cell and their switching process in an embodiment of this disclosure, using an example where the first threshold is 30%, the second threshold is 35%, the third threshold is 85%, the fourth threshold is 95%, the fifth threshold is 80%, and the sixth threshold is 90%. Figure 6 As shown: This disclosure achieves orderly switching between four operating states of the fuel cell by setting multi-level SOC thresholds and introducing a hysteresis control mechanism. This design effectively avoids frequent start-stop cycles and power jumps caused by small fluctuations in the battery's state of charge (SOC) or measurement noise, thus improving the stability and reliability of the system operation. Specifically: When the SOC of the power battery is greater than or equal to the second threshold (35%) and less than the third threshold (85%), the fuel cell is controlled to switch from the first state (charging mode) to the second state (high-efficiency operation mode), indicating that the battery charge has been restored to the normal range and no further charging is required. When SOC ≥ the third threshold (85%) and < the fourth threshold (95%), the fuel cell is controlled to switch from the second state to the third state (low power operation mode), gradually reducing the output power to prevent overcharging; When SOC ≥ the fourth threshold (95%), the fuel cell is controlled to switch from the third state to the fourth state (shutdown state) to achieve energy-saving operation; When the SOC drops to the fifth threshold (80%) and is less than the sixth threshold (90%), the fuel cell is controlled to restart from the fourth state and enter the third state to avoid the start-up delay caused by a long shutdown. When SOC ≥ the first threshold (30%) and < the fifth threshold (80%), the fuel cell is controlled to return from the third state to the second state, restoring efficient energy supply; When SOC < the first threshold (30%), control the fuel cell to return from the second state to the first state and restart the active charging of the power battery.

[0084] The aforementioned threshold settings exhibit significant hysteresis characteristics: in the ascending path, the state transition trigger points are 35%, 85%, and 95%; in the descending path, the state revert trigger points are 90%, 80%, and 30%. Asymmetric windows are formed between each state. For example, transitioning from "high-efficiency operation" to "low power" requires SOC ≥ 85%, while returning requires SOC ≤ 80%; transitioning from "low power" to "shutdown" requires SOC ≥ 95%, while restarting only requires SOC < 90%; transitioning from "charging" to "high-efficiency operation" requires SOC ≥ 35%, while returning to charging requires SOC < 30%. This asymmetric threshold configuration constitutes a typical hysteresis control logic, enabling the system to maintain a stable current state even with small fluctuations in SOC, avoiding misjudgments and frequent switching caused by signal jitter or instantaneous load changes.

[0085] Furthermore, this solution fully considers the dynamic response characteristics of fuel cells (such as long start-up time and slow acceleration and deceleration) and the safe operating boundaries of the power battery (such as overcharge / over-discharge protection), achieving synergistic optimization of the two under different operating conditions. Through a state machine-driven energy management strategy, it not only ensures the overall vehicle power performance and energy utilization efficiency but also extends the service life of key components.

[0086] In summary, this solution addresses the issues of power oscillation, energy efficiency degradation, and equipment loss caused by frequent state transitions in fuel cell hybrid power systems by introducing a hysteresis control mechanism based on SOC, significantly improving the system's stability, safety, and intelligence.

[0087] In one exemplary implementation, when the energy management mode described above is a power priority mode, refer to Figure 7 , Figure 7 This illustration shows a flowchart of another embodiment of how to dynamically adjust the energy output ratio between a fuel cell and a power battery according to an energy management strategy associated with an energy management mode, including step S701: In step S701, when the energy management mode is power priority mode and the preset triggering conditions are met, the fuel cell is controlled to operate at full power with the goal of maximizing power output.

[0088] In this step, when the energy management mode is power priority mode and the preset trigger conditions are met, the system can enter "power priority mode," also known as high-power operation mode, designed to handle high-power demand scenarios such as traction acceleration, hill climbing, or emergency response. In this mode, the fuel cell is allowed to achieve maximum power output within a safe range, with efficiency and fuel economy appropriately sacrificed to prioritize the overall vehicle power performance.

[0089] Specifically, the aforementioned preset triggering conditions include at least one of the following: Receive a preset driving command: for example, the driver raises the driving level to level 8 or above through the controller, indicating a strong traction requirement; The vehicle's operating speed is greater than or equal to a preset speed threshold: for example, a locomotive speed ≥ 15 km / h indicates that it is in a high-speed operating state and needs to maintain stable traction. Air brakes not applied: This means that no mechanical braking is currently engaged to avoid power distribution conflicts caused by braking interference. The traction converter system is in normal operating condition: ensuring unobstructed power conversion path and having the ability to receive high-power input; The state of charge (SOC) of the power battery meets the preset SOC requirements: for example, SOC∈[50%,90%], which ensures that the battery has sufficient discharge capacity to support transient power compensation and avoids the risk of overcharging.

[0090] When any of the above conditions are met, the control system determines that it has entered the "power priority" operating mode and immediately activates the fuel cell full-power operation strategy. At this time, the fuel cell output power reaches its rated maximum value. And according to the vehicle's traction power and auxiliary load power The sum of these factors dynamically adjusts the charging and discharging behavior of the power battery. Specifically, if If the power battery does not need to be discharged, the excess power can be used for charging; if In this case, the power battery will supplement the difference and meet the transient power demand.

[0091] In addition, in this mode, the system can also prioritize the regenerative braking function to make full use of the power battery to absorb braking energy, reduce the energy consumption of resistive braking, and improve the overall energy utilization efficiency.

[0092] This control strategy achieves precise triggering and safe execution of "power priority" through multi-condition linkage judgment, which not only meets the high power demand, but also takes into account the system stability and safety.

[0093] Based on the above technical solutions, this disclosure has at least the following technical effects: First, improve energy utilization efficiency: Through a dynamic power regulation mechanism, the energy output of the hydrogen power source is rationally allocated to ensure that the vehicle's power requirements are met while minimizing energy waste. In particular, under the hysteresis control strategy, the energy conversion between the fuel cell and the power battery is smoother and more efficient, thus allowing hydrogen energy to be used more fully and improving the overall system's energy efficiency ratio.

[0094] Secondly, it enhances locomotive operational stability: Effective energy management strategies ensure stable power output under various operating conditions, including traction acceleration, constant speed driving, and regenerative braking. This avoids traction fluctuations or electrical system shocks caused by power volatility, improving the overall safety and comfort of the locomotive. Furthermore, the orderly switching between states reduces unnecessary start-stop operations, further enhancing system stability and reliability.

[0095] Third, optimized circuit performance: The innovative circuit topology not only better adapts to hybrid electric vehicles that use hydrogen as the primary power source, but also significantly improves the circuit's efficiency and reliability. For example, a high-efficiency DC / DC converter is placed between the fuel cell and the power battery, achieving seamless voltage level matching; at the same time, the design of the regenerative braking energy feedback path greatly reduces energy loss and optimizes the performance of the entire electric drive system.

[0096] Fourth, improved system compatibility: The energy management mode provided in this disclosure enables hydrogen power sources to work more harmoniously with other power systems (such as power batteries), enhancing the compatibility and integration of the entire hybrid locomotive system. Through precise energy scheduling algorithms, it can flexibly respond to various complex operating environments and load demands, ensuring maximum synergy among components and providing a solid foundation for future expansion to include more types of power sources.

[0097] In summary, the technical solution disclosed herein not only excels in improving energy utilization efficiency, enhancing locomotive operation stability, and optimizing circuit performance, but also significantly improves system compatibility and integration, laying a solid foundation for building a more intelligent and environmentally friendly hybrid locomotive.

[0098] This disclosure also provides a vehicle energy management device, wherein the vehicle's power source includes a fuel cell and a power battery. Figure 8 This diagram illustrates the structure of a vehicle energy management device in an exemplary embodiment of this disclosure; as shown below. Figure 8 As shown, the vehicle energy management device 800 may include a detection module 810, a management mode determination module 820, and a dynamic adjustment module 830. Wherein: Detection module 810 is used to detect whether the fuel cell is in an operational state; The management mode determination module 820 is used to obtain the energy management mode selected by the user or automatically matched by the system if the fuel cell is in the operable state; the energy management mode includes start-up preparation mode, efficiency priority mode and power priority mode; The dynamic adjustment module 830 is used to dynamically adjust the energy output ratio between the fuel cell and the power battery according to the energy management strategy associated with the energy management mode, so as to adapt to the power demand of the vehicle.

[0099] In an exemplary embodiment of this disclosure, the detection module 810 is configured to: If the fuel cell is not in the operable state, the temperature of the power battery is detected; If the temperature of the power battery is less than or equal to the first temperature threshold, charging of the power battery is prohibited and the regenerative braking function is locked. If the temperature of the power battery is greater than the first temperature threshold, the power battery is allowed to charge, and the regenerative braking function is activated.

[0100] In an exemplary embodiment of this disclosure, the energy management mode includes a startup preparation mode; The dynamic adjustment module 830 dynamically adjusts the energy output ratio between the fuel cell and the power battery according to the energy management strategy associated with the energy management mode, including: When the energy management mode is the start-up preparation mode, the power battery is started and outputs a stable preset duration. Calculate the current total load power and start the fuel cell; After the preset time period, the fuel cell provides energy to the vehicle based on the current total load power.

[0101] In an exemplary embodiment of this disclosure, the dynamic adjustment module 830 is configured to: When the temperature of the power battery exceeds the second temperature threshold, a mode jump confirmation interface is displayed. In response to the consent trigger operation applied to the mode jump confirmation interface, the system jumps from the startup preparation mode to the efficiency priority mode.

[0102] In an exemplary embodiment of this disclosure, the energy management mode includes an efficiency-first mode; The dynamic adjustment module 830 dynamically adjusts the energy output ratio between the fuel cell and the power battery according to the energy management strategy associated with the energy management mode, including: When the energy management mode is the efficiency priority mode, the temperature of the power battery is detected; If the temperature of the power battery is less than or equal to the first temperature threshold, then the charging circuit of the power battery is cut off. If the temperature of the power battery is greater than the first temperature threshold, the operating state of the fuel cell is dynamically adjusted according to the state of charge of the power battery, so as to dynamically adjust the energy output ratio between the fuel cell and the power battery.

[0103] In an exemplary embodiment of this disclosure, if the temperature of the power battery is less than or equal to a first temperature threshold, the dynamic adjustment module 830 cuts off the charging circuit of the power battery, including: If the temperature of the power battery is less than or equal to the first temperature threshold and the vehicle is in traction condition, charging of the power battery is prohibited, and the power battery and the fuel cell jointly provide the power required by the vehicle. If the temperature of the power battery is less than or equal to the first temperature threshold and the vehicle is in braking condition, the regenerative braking function is disabled and the deceleration is achieved by resistance braking.

[0104] In an exemplary embodiment of this disclosure, the dynamic adjustment module 830 dynamically adjusts the operating state of the fuel cell according to the state of charge of the power battery, including: When the state of charge of the power battery is greater than or equal to a second threshold and less than a third threshold, the fuel cell is controlled to switch from a first state to a second state; the first state indicates that the fuel cell charges the power battery while meeting the power demand of the vehicle; the second state indicates that the fuel cell operates in the high-efficiency output range and adaptively adjusts the charging and discharging of the power battery according to the power demand of the vehicle. When the state of charge of the power battery is greater than or equal to a third threshold and less than a fourth threshold, the fuel cell is controlled to switch from the second state to the third state; the third state indicates that the output power of the fuel cell has dropped to the lowest stable operating power level. When the state of charge of the power battery is greater than or equal to the fourth threshold, the fuel cell is controlled to switch from the third state to the fourth state; the fourth state indicates that the fuel cell is shut down.

[0105] In an exemplary embodiment of this disclosure, the dynamic adjustment module 830 is configured to: When the state of charge of the power battery is greater than or equal to the fifth threshold and less than the sixth threshold, the fuel cell is controlled to switch from the fourth state to the third state. When the state of charge of the power battery is greater than or equal to the first threshold and less than the fifth threshold, the fuel cell is controlled to switch from the third state to the second state. When the state of charge of the power battery is less than the first threshold, the fuel cell is controlled to switch from the second state to the first state.

[0106] In an exemplary embodiment of this disclosure, the dynamic adjustment module 830 is configured to: The fourth threshold is greater than the sixth threshold, the sixth threshold is greater than the third threshold, the third threshold is greater than the fifth threshold, the fifth threshold is greater than the second threshold, and the second threshold is greater than the first threshold.

[0107] In an exemplary embodiment of this disclosure, the energy management mode includes a power priority mode; The dynamic adjustment module 830 dynamically adjusts the energy output ratio between the fuel cell and the power battery according to the energy management strategy associated with the energy management mode, including: When the energy management mode is the power priority mode and the preset triggering conditions are met, the fuel cell is controlled to operate at full power with the goal of maximizing power output. The preset triggering condition includes at least one of the following: The system receives a preset driving command; the vehicle's operating speed is greater than or equal to a preset speed threshold; the air brakes are not applied; the traction converter system is in normal operating condition; and the state of charge of the power battery meets the preset state of charge requirements.

[0108] The specific details of each module in the aforementioned vehicle energy management device have been described in detail in the corresponding vehicle energy management methods, so they will not be repeated here.

[0109] It should be noted that although several modules or units for the device used to perform actions have been mentioned in the detailed description above, this division is not mandatory. In fact, according to embodiments of this disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0110] Furthermore, although the steps of the method in this disclosure are described in a specific order in the accompanying drawings, this does not require or imply that the steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result. Additional or alternative steps may be omitted, multiple steps may be combined into one step, and / or a step may be broken down into multiple steps.

[0111] From the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, mobile terminal, or network device, etc.) to execute the methods according to the embodiments of this disclosure.

[0112] This disclosure also provides a computer-readable storage medium, which may be included in the electronic device described in the above embodiments; or it may exist independently and not assembled into the electronic device.

[0113] Computer-readable storage media can be, for example—but not limited to—electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this disclosure, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0114] A computer-readable storage medium can be sent, propagated, or transmitted for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable storage medium can be transmitted using any suitable medium, including but not limited to: wireless, wireline, optical fiber, RF, etc., or any suitable combination thereof.

[0115] A computer-readable storage medium carries one or more programs that, when executed by an electronic device, cause the electronic device to perform the methods described in the above embodiments.

[0116] Furthermore, this disclosure also provides an electronic device capable of implementing the above-described method.

[0117] Those skilled in the art will understand that various aspects of this disclosure can be implemented as a system, method, or program product. Therefore, various aspects of this disclosure can be specifically implemented in the following forms: a completely hardware implementation, a completely software implementation (including firmware, microcode, etc.), or a combination of hardware and software aspects, collectively referred to herein as a "circuit," "module," or "system."

[0118] The following reference Figure 9 To describe an electronic device 900 according to such an embodiment of the present disclosure. Figure 9 The electronic device 900 shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments disclosed herein.

[0119] like Figure 9 As shown, the electronic device 900 is presented in the form of a general-purpose computing device. The components of the electronic device 900 may include, but are not limited to: at least one processor 910, at least one memory 920, a bus 930 connecting different system components (including memory 920 and processor 910), and a display 940.

[0120] The memory stores program code that can be executed by the processor 910, causing the processor 910 to perform the steps described in the "Exemplary Methods" section of this specification according to various exemplary embodiments of this disclosure. For example, the processor 910 can perform actions such as... Figure 1 As shown: Step S110, detect whether the fuel cell is in an operational state; Step S120, if the fuel cell is in the operational state, obtain the energy management mode selected by the user or automatically matched; the energy management mode includes a start-up preparation mode, an efficiency priority mode, and a power priority mode; Step S130, according to the energy management strategy associated with the energy management mode, dynamically adjust the energy output ratio between the fuel cell and the power battery to adapt to the vehicle's power demand.

[0121] The memory 920 may include a readable medium in the form of volatile storage, such as random access memory (RAM) 9201 and / or cache memory 9202, and may further include read-only memory (ROM) 9203.

[0122] The memory 920 may also include a program / utility 9204 having a set (at least one) of program modules 9205, including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0123] Bus 930 can represent one or more of several types of bus structures, including a memory bus or memory controller, peripheral bus, graphics acceleration port, processor, or a local bus using any of the various bus structures.

[0124] Electronic device 900 can also communicate with one or more external devices 1000 (e.g., keyboard, pointing device, Bluetooth device, etc.), and with one or more devices that enable a user to interact with electronic device 900, and / or with any device that enables electronic device 900 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 950. Furthermore, electronic device 900 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 960. As shown, network adapter 960 communicates with other modules of electronic device 900 via bus 930. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 900, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0125] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This disclosure 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 disclosed herein. The specification and embodiments are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the claims.

Claims

1. A vehicle energy management method, characterized by, The power source of the vehicle comprises a fuel cell and a power battery, and the method comprises: detecting whether the fuel cell is in a runnable state; if the fuel cell is in the runnable state, obtaining an energy management mode selected by a user or automatically matched; the energy management mode comprises a start preparation mode, an efficiency priority mode and a power priority mode; according to an energy management strategy associated with the energy management mode, dynamically adjusting the energy output proportion between the fuel cell and the power battery to adapt to the vehicle demand power.

2. The method of claim 1, wherein, The method further comprises: if the fuel cell is not in the runnable state, detecting the temperature of the power battery; if the temperature of the power battery is less than or equal to a first temperature threshold, prohibiting the power battery from being charged and locking the regenerative braking function; if the temperature of the power battery is greater than the first temperature threshold, allowing the power battery to be charged and opening the regenerative braking function.

3. The method of claim 1, wherein, The energy management mode comprises a start preparation mode; the dynamically adjusting the energy output proportion between the fuel cell and the power battery according to the energy management strategy associated with the energy management mode comprises: when the energy management mode is the start preparation mode, starting the power battery and stabilizing the output for a preset time length; calculating the current total load power and starting the fuel cell; after the preset time length, providing energy supply for the vehicle by the fuel cell based on the current total load power.

4. The method of claim 3, wherein, The method further comprises: when the temperature of the power battery is greater than a second temperature threshold, displaying a mode jump confirmation interface; in response to a consent trigger operation acting on the mode jump confirmation interface, jumping from the start preparation mode to the efficiency priority mode.

5. The method of claim 1, wherein, The energy management mode comprises an efficiency priority mode; the dynamically adjusting the energy output proportion between the fuel cell and the power battery according to the energy management strategy associated with the energy management mode comprises: when the energy management mode is the efficiency priority mode, detecting the temperature of the power battery; if the temperature of the power battery is less than or equal to a first temperature threshold, cutting off the charging circuit of the power battery; if the temperature of the power battery is greater than the first temperature threshold, dynamically adjusting the working state of the fuel cell according to the state of charge of the power battery to dynamically adjust the energy output proportion between the fuel cell and the power battery.

6. The method of claim 5, wherein, The cutting off the charging circuit of the power battery if the temperature of the power battery is less than or equal to a first temperature threshold comprises: if the temperature of the power battery is less than or equal to a first temperature threshold and the vehicle is in a traction working condition, prohibiting the power battery from being charged and providing the vehicle demand power by the power battery and the fuel cell together; if the temperature of the power battery is less than or equal to a first temperature threshold and the vehicle is in a braking working condition, disabling the regenerative braking function and realizing deceleration in the form of resistance braking.

7. The method of claim 5, wherein, The dynamically adjusting the working state of the fuel cell according to the state of charge of the power battery comprises: when the state of charge of the power battery is greater than or equal to a second threshold value and less than a third threshold value, controlling the fuel cell to switch from the first state to a second state; the first state represents that the fuel cell charges the power battery while meeting the vehicle demand power; the second state represents that the fuel cell works in a high-efficiency output interval and adaptively adjusts the charging and discharging of the power battery according to the vehicle demand power; when the state of charge of the power battery is greater than or equal to the third threshold value and less than a fourth threshold value, controlling the fuel cell to switch from the second state to a third state; the third state represents that the output power of the fuel cell is reduced to a minimum stable operation power level; when the state of charge of the power battery is greater than or equal to the fourth threshold value, controlling the fuel cell to switch from the third state to a fourth state; the fourth state represents that the fuel cell is turned off.

8. The method of claim 7, wherein, The method further comprises: when the state of charge of the power battery is greater than or equal to a fifth threshold value and less than a sixth threshold value, controlling the fuel cell to switch from the fourth state to the third state; when the state of charge of the power battery is greater than or equal to a first threshold value and less than the fifth threshold value, controlling the fuel cell to switch from the third state to the second state; when the state of charge of the power battery is less than the first threshold value, controlling the fuel cell to switch from the second state to the first state.

9. The method of claim 8, wherein, The method further comprises: The fourth threshold value is greater than the sixth threshold value, the sixth threshold value is greater than the third threshold value, the third threshold value is greater than the fifth threshold value, the fifth threshold value is greater than the second threshold value, and the second threshold value is greater than the first threshold value.

10. The method of claim 1, wherein, The energy management mode includes a power priority mode; The dynamic adjustment of the energy output proportion between the fuel cell and the power battery according to the energy management strategy associated with the energy management mode comprises: when the energy management mode is the power priority mode and a preset triggering condition is met, controlling the fuel cell to operate at full power with the goal of maximizing power output; The preset triggering condition includes at least one of the following: receiving a preset driving instruction; the vehicle operating speed being greater than or equal to a preset speed threshold value; air braking not being applied; the traction converter system being in a normal operating state; and the state of charge of the power battery meeting a preset state of charge requirement.

11. A vehicle energy management apparatus, characterized by, The power source of the vehicle includes a fuel cell and a power battery, and the device comprises: a detection module configured to detect whether the fuel cell is in an operable state; a management mode determination module configured to, if the fuel cell is in the operable state, acquire an energy management mode selected by a user or automatically matched by a system; the energy management mode includes a start preparation mode, an efficiency priority mode, and a power priority mode; a dynamic adjustment module configured to dynamically adjust an energy output proportion between the fuel cell and the power battery according to an energy management strategy associated with the energy management mode to adapt to a vehicle demand power.

12. A computer readable storage medium having stored thereon a computer program, characterized in that, The computer program, when executed by a processor, implements the vehicle energy management method of any one of claims 1-10.

13. An electronic device, comprising: comprises: a processor; and a memory for storing executable instructions of the processor; wherein the processor is configured to implement the vehicle energy management method of any one of claims 1-10 via execution of the executable instructions.

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