Vehicle mode switching method and vehicle

Abstract

The invention discloses a vehicle mode switching method and a vehicle, and belongs to the technical field of fuel cell control. According to the technical scheme provided by the embodiment of the invention, the intelligent level of vehicle energy management is improved by introducing the dynamically corrected mode switching threshold. Compared with a traditional method for switching the threshold value in a fixed mode, improper energy management caused by threshold value stiffness under the complex working condition is avoided through dynamic adjustment, and therefore the problems that the stability of the vehicle is lowered, the driving smoothness becomes poor, and the service life of a fuel cell system and the service life of a power cell are damaged are solved. Therefore, according to the scheme, the power demand and energy supply of the vehicle can be more accurately balanced, the cooperative work efficiency of the fuel cell and the power cell is optimized, and meanwhile the driving experience of a user is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of fuel cell control, and more particularly, to a vehicle mode switching method and a vehicle in the technical field of fuel cell control. BACKGROUND

[0002] A fuel cell vehicle generally has two core energy management modes, a charge depleting (CD) mode and a charge sustaining (CS) mode, and the switching strategy thereof is crucial to the energy efficiency and endurance of the vehicle. At present, the industry generally compares the real-time state of charge (SOC) of the power battery with a fixed mode switching threshold to determine which mode the vehicle should enter.

[0003] However, the actual operating environment of the vehicle is complex and changeable, and the use of a fixed and unchanged mode switching threshold cannot adapt to these continuously changing external conditions, resulting in a decrease in vehicle stability, a deterioration in driving smoothness, and damage to the service life of the fuel cell system and the power battery.

[0004] Therefore, there is an urgent need for a strategy for intelligently switching between the charge depleting mode and the charge sustaining mode. SUMMARY

[0005] The embodiments of the present application provide a vehicle mode switching method and a vehicle, and the technical solutions are as follows: In one aspect, a vehicle mode switching method is provided, and the method comprises: determining a first threshold correction coefficient of a vehicle based on road information of a road where the vehicle is located and environmental information of an environment where the vehicle is located, the vehicle being configured with a fuel cell and a power battery; correcting an initial mode switching threshold of the vehicle by using the first threshold correction coefficient to obtain a first mode switching threshold of the vehicle; controlling the vehicle to switch between a charge depleting mode and a charge sustaining mode based on a first current state of charge of the power battery, a first target state of charge, and the first mode switching threshold.

[0006] In one possible implementation, after the first target state of charge is determined based on the working condition parameter, the method further comprises: in a case where the first current state of charge is less than a second state of charge threshold, replacing the first target state of charge with a virtual target state of charge to make the vehicle enter or remain in the charge sustaining mode, the virtual target state of charge being greater than the first current state of charge.

[0007] In a possible implementation, the starting the fuel cell and determining the heating power of the heater of the fuel cell when the fuel cell is in a cold start state comprises: continuously acquiring a real-time total power consumption of high-voltage components of the vehicle when the fuel cell is in the cold start state; determining the heating power of the heater dynamically based on the net output power and the real-time total power consumption.

[0008] In a possible implementation, the determining the heating power of the heater dynamically based on the net output power and the real-time total power consumption comprises: when the net output power is greater than the real-time total power consumption, determining a difference between the net output power and the real-time total power consumption as the heating power; when the net output power is less than or equal to the real-time total power consumption, determining a preset power as the heating power.

[0009] In a possible implementation, the increasing the first mode switching threshold when the fuel cell is in the cold start state or the demand power of the vehicle is continuously greater than a first power threshold comprises: determining a threshold increment based on a real-time heating power of the heater when the fuel cell is in the cold start state or the demand power of the vehicle is continuously greater than the first power threshold; adding the first mode switching threshold and the threshold increment to obtain an increased first mode switching threshold.

[0010] In a possible implementation, after the heating power is used to control the heater, the method further comprises: controlling the heater to stop heating the fuel cell when the coolant temperature is greater than a first temperature threshold and the battery minimum temperature is greater than a second temperature threshold.

[0011] In an aspect, a vehicle mode switching apparatus is provided, and the apparatus comprises: a correction coefficient determination module configured to determine a first threshold correction coefficient of the vehicle based on road information of a road on which the vehicle is located and environment information of an environment in which the vehicle is located, the vehicle being configured with a fuel cell and a power battery; a correction module configured to correct an initial mode switching threshold of the vehicle by using the first threshold correction coefficient to obtain a first mode switching threshold of the vehicle. The control module is used to control the vehicle to switch between power consumption mode and charge maintenance mode based on the first current state of charge of the power battery, the first target state of charge and the first mode switching threshold.

[0012] On one hand, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one piece of program code, the program code being loaded and executed by the one or more processors to implement the vehicle mode switching method.

[0013] On one hand, a computer-readable storage medium is provided, wherein at least one piece of program code is stored in the computer-readable storage medium, the program code being loaded and executed by a processor to implement the vehicle mode switching method. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the implementation environment of a vehicle mode switching method provided in an embodiment of this application; Figure 2 This is a flowchart of a vehicle mode switching method provided in an embodiment of this application; Figure 3 This is a flowchart of another vehicle mode switching method provided in the embodiments of this application; Figure 4 This is a flowchart of a cold start method based on a fuel cell provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle mode switching device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0015] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0016] In the following text, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features reflected. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0017] For ease of understanding, the following explains some key terms in this embodiment: A fuel cell is a power generation device that directly converts the chemical energy of fuel (usually hydrogen) and oxidant (usually oxygen) into electrical energy. In the embodiments of this application, the fuel cell works in conjunction with a power battery to provide power to the vehicle.

[0018] A power battery is a device in a vehicle used to store electrical energy, typically a lithium-ion battery or other rechargeable battery. Its main function is to provide or absorb electrical energy during vehicle start-up, acceleration, or recovery of braking energy, and together with a fuel cell, it forms a hybrid power system.

[0019] Charge Depleting (CD) mode refers to a driving mode in which the vehicle prioritizes the use of the electrical energy stored in the power battery to reduce fuel consumption. In this mode, the state of charge of the power battery gradually decreases.

[0020] Charge Sustaining (CS) mode refers to the operating mode in which a vehicle maintains the state of charge of its battery within a certain range by generating electricity from the fuel cell or recovering braking energy. In this mode, the state of charge of the battery remains relatively stable.

[0021] In the energy management of fuel cell vehicles, the fixed mode switching threshold is widely used in the industry to determine the switching between energy consumption mode and charge maintenance mode. However, the fixed mode switching threshold cannot adapt to the dynamic changes in the vehicle's operating environment. Road information (such as changes in slope) and environmental information (such as temperature fluctuations) directly affect energy consumption distribution and battery performance, leading to a mismatch between the fixed mode switching threshold and actual operating conditions. This results in decreased vehicle stability, poorer driving smoothness, and adversely affects the lifespan of the fuel cell and power battery.

[0022] For example, when a vehicle is traveling on undulating mountain roads with ambient temperatures below zero, the frequent changes in road gradient cause fluctuations in the state of charge of the power battery due to the low temperature. Furthermore, on uphill sections, the fixed threshold is triggered, causing premature switching to charge sustainment mode, resulting in continuous high-load operation of the fuel cell. On downhill sections, regenerative braking energy recovery increases, but the fixed threshold fails to switch back to energy consumption mode in time, leading to reduced energy management efficiency and increased vehicle vibration and noise.

[0023] If these issues are not addressed, the vehicle's energy management under complex operating conditions will remain in an optimized state for an extended period, leading to a continuous deterioration in vehicle stability, further reduction in driving smoothness, and accelerated aging of the fuel cell and power battery. This will result in decreased vehicle reliability, increased maintenance requirements, and potential safety hazards.

[0024] Based on this, the technical solution provided in the embodiments of this application is proposed.

[0025] The implementation environment of the embodiments of this application is described below. See also... Figure 1 The implementation environment of the vehicle mode switching method provided in this application embodiment includes a vehicle controller 101 and an energy management system 102.

[0026] The vehicle controller 101 is a terminal installed on the vehicle. The vehicle controller 101 can acquire and process relevant information. In this embodiment, the vehicle controller 101 can acquire and process road and environmental information. The vehicle controller 101 is communicatively connected to the energy management system 102. The information processed by the vehicle controller 101 can be sent to the energy management system 102, which is used to control the vehicle's power battery and fuel cell.

[0027] After introducing the implementation environment of the embodiments of this application, the application scenarios of the technical solutions provided by the embodiments of this application will be introduced below.

[0028] The technical solution provided in this application can be applied to vehicles equipped with fuel cells. By adopting the technical solution provided in this application, the threshold for mode switching can be dynamically determined so that the mode switched to by the vehicle is more in line with the actual situation. After introducing the implementation environment and application scenarios of the embodiments of this application, the technical solutions provided by the embodiments of this application are described below. (See also...) Figure 2 Taking the vehicle controller as the executing entity as an example, the method includes the following steps.

[0029] 201. The vehicle controller determines the first threshold correction coefficient for the vehicle based on the road information of the road where the vehicle is located and the environmental information of the environment. The vehicle is equipped with a fuel cell and a power battery.

[0030] Road information refers to various data related to the vehicle's travel path, such as road gradient, road type, and road surface conditions. This information can affect the vehicle's energy consumption characteristics and driving strategies. Environmental information refers to the external environmental conditions in which the vehicle operates, such as atmospheric pressure, ambient temperature, humidity, and wind speed. These environmental factors directly affect the operating efficiency of the fuel cell and power battery, as well as the vehicle's overall energy consumption. The first threshold correction coefficient is a parameter used to adjust the mode switching threshold. The first threshold correction coefficient enables the mode switching strategy to dynamically adapt to the specific road and environmental conditions in which the vehicle is located, thereby improving the flexibility and adaptability of mode switching.

[0031] 202. The vehicle controller uses the first threshold correction coefficient to correct the initial mode switching threshold of the vehicle to obtain the first mode switching threshold of the vehicle.

[0032] The initial mode switching threshold is a preset, uncorrected baseline value for mode switching. This threshold is determined based on the vehicle's general design and performance parameters and is used to make mode switching decisions under ideal or standard operating conditions. The first mode switching threshold is a threshold adjusted by a first threshold correction factor. This first threshold more accurately reflects the energy management needs under current operating conditions and guides the vehicle in switching between different modes. The first current state of charge (SBC) refers to the real-time state of charge of the power battery when making the mode switching decision. The SBC is a key indicator for evaluating the power battery's energy reserves and directly affects the mode switching judgment.

[0033] 203. The vehicle controller controls the vehicle to switch between power consumption mode and charge maintenance mode based on the first current state of charge, the first target state of charge and the first mode switching threshold of the power battery.

[0034] The first target state of charge refers to the state of charge that the power battery is expected to achieve under specific operating conditions. The setting of the first target state of charge aims to optimize the operating range of the power battery, extend its service life, and improve energy efficiency.

[0035] The technical solution provided in this application improves the intelligence level of vehicle energy management by introducing a dynamically adjusted mode switching threshold. Compared to the traditional method of using a fixed mode switching threshold, this dynamic adjustment avoids improper energy management caused by threshold rigidity under complex operating conditions, thereby solving the problems of decreased vehicle stability, deteriorated driving smoothness, and damage to the lifespan of the fuel cell system and power battery. Therefore, the solution in this application can more accurately balance the vehicle's power demand and energy supply, optimize the collaborative working efficiency of the fuel cell and power battery, and improve the user's driving experience.

[0036] It should be noted that steps 201-203 above are a simplified explanation of the vehicle mode switching method provided in the embodiments of this application. The following will provide a more detailed explanation of the vehicle mode switching method provided in the embodiments of this application, using some examples. See [link to relevant documentation]. Figure 3 Taking the vehicle controller as the executing entity as an example, the method includes the following steps.

[0037] 301. The vehicle controller acquires road information and environmental information of the road where the vehicle is located. The vehicle is equipped with a fuel cell and a power battery.

[0038] Road information refers to various data related to the vehicle's travel path, such as road gradient, road type, and road surface condition. Environmental information refers to the external environmental conditions in which the vehicle operates, such as atmospheric pressure, ambient temperature, humidity, and wind speed.

[0039] In one possible implementation, the vehicle controller obtains road information of the road where the vehicle is located through road information sensors or roadside units, and obtains environmental information of the surrounding environment through environmental sensors or roadside units.

[0040] The roadside unit is installed on the road where the vehicle is located. It can acquire, store, and broadcast relevant road and environmental information. Vehicles entering the road can obtain road and environmental information through the broadcasts from the roadside unit. Road information sensors refer to a set of sensors used to collect road information. When road information includes road slope, road information sensors include the vehicle's inertial measurement unit; when road information includes road type and road surface conditions, road information sensors include the vehicle's vision system. Environmental sensors refer to a set of sensors used to collect environmental information. When environmental information includes ambient temperature, environmental sensors include the vehicle's temperature sensor; when environmental information includes atmospheric pressure, environmental sensors include the vehicle's ambient pressure sensor.

[0041] For example, when road information includes road slope, the vehicle controller uses the vehicle's inertial measurement unit to measure the vehicle's pitch angle change rate to calculate the current slope in real time, or combines the vehicle's positioning system with high-precision map data to obtain the road slope of the current and forward sections. Alternatively, the vehicle controller can directly obtain the road slope broadcast by roadside units. When road information includes road type or road surface conditions, the vehicle controller uses the vehicle's vision system to acquire road surface images and processes them to obtain the road type or road surface conditions. Of course, the vehicle controller can also directly obtain the road type or road surface conditions from roadside units within the vehicle's navigation system.

[0042] When environmental information includes ambient temperature, the vehicle control system obtains the ambient temperature through the vehicle's temperature sensor or roadside unit. Ambient temperature directly affects the electrochemical reaction rate of the fuel cell and the internal resistance of the power battery. When environmental information includes atmospheric pressure, the vehicle control system obtains the atmospheric pressure through the vehicle's ambient pressure sensor or roadside unit.

[0043] Of course, the above description is merely an example. In other possible implementations, road information and environmental information may include more or fewer parameters, and road information and environmental information may be obtained through more means. This application embodiment does not limit this.

[0044] 302. The vehicle controller determines the first threshold correction coefficient for the vehicle based on the road information of the road where the vehicle is located and the environmental information of the environment.

[0045] In one possible implementation, the vehicle controller determines the road correction coefficient corresponding to the road information and the environment correction coefficient corresponding to the environment information. The vehicle controller then fuses the road correction coefficient and the environment correction coefficient to obtain a first threshold correction coefficient for the vehicle.

[0046] The process involves determining road correction coefficients for road information and environmental correction coefficients for environmental information. This aims to transform the acquired road and environmental information into quantifiable correction coefficients that can be used to adjust mode-switching thresholds. Road correction coefficients reflect the impact of road conditions on energy management strategies, while environmental correction coefficients reflect the impact of environmental conditions on fuel cell and battery performance and energy consumption. The road and environmental correction coefficients are then fused to obtain the vehicle's first threshold correction coefficient. This fusion aims to combine the independently calculated road and environmental correction coefficients into a unified and comprehensive first threshold correction coefficient. The goal of this fusion is to ensure that the adjustment of the mode-switching threshold takes into account both road and environmental influences, avoiding the bias of a single factor and thus improving the accuracy and robustness of the correction.

[0047] By employing the aforementioned technical solution, road and environmental information are processed in stages and then integrated, enabling the subsequently determined mode-switching thresholds to more accurately adapt to the complex and changing operating conditions of the vehicle. This not only improves the reliability of mode-switching decisions, preventing a decrease in vehicle stability and a deterioration in driving smoothness due to improper corrections, but also helps protect the lifespan of the fuel cell system and power battery, thereby optimizing the overall energy management performance of the vehicle.

[0048] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

[0049] Part 1: The vehicle controller determines the road correction factor corresponding to the road information and the environmental correction factor corresponding to the environmental information.

[0050] In one possible implementation, the road information includes road slope, and the environmental information includes atmospheric pressure and ambient temperature. The vehicle controller determines a road correction coefficient based on the road slope. The vehicle controller determines a corresponding first environmental correction coefficient based on the atmospheric pressure and a corresponding second environmental correction coefficient based on the ambient temperature. The vehicle controller then fuses the first and second environmental correction coefficients to obtain the final environmental correction coefficient.

[0051] Road gradient is one of the key factors affecting energy consumption during vehicle operation. Uphill driving requires greater traction, increasing energy consumption. Downhill driving allows for energy recovery, reducing energy consumption. Obtaining road gradient helps to more accurately assess the vehicle's real-time energy consumption needs. Atmospheric pressure and ambient temperature are important environmental parameters affecting fuel cell system performance and battery efficiency. Atmospheric pressure affects the fuel cell's oxygen supply and reaction efficiency. Ambient temperature directly affects the fuel cell's start-up performance, operating efficiency, and the battery's charge-discharge characteristics and lifespan. Based on road gradient, a road correction coefficient is determined to quantify the impact of road gradient on vehicle energy consumption and mode switching strategies. Uphill driving, the vehicle's energy demand is high, potentially requiring a more aggressive shift to charge sustaining mode or a higher mode switching threshold. Downhill driving, energy demand is low, and energy recovery may be possible, potentially allowing a more aggressive shift to energy consumption mode or a lower mode switching threshold. A corresponding first environmental correction coefficient is determined based on atmospheric pressure, reflecting the impact of atmospheric pressure changes on fuel cell performance. At low atmospheric pressures, air density decreases, potentially limiting oxygen supply to fuel cells and leading to reduced output power or efficiency. In such cases, adjusting the mode-switching strategy may be necessary to compensate for performance losses. A second environmental correction factor is determined based on ambient temperature; this factor reflects the impact of ambient temperature on the performance of both the fuel cell and the power battery. In low-temperature environments, fuel cells face starting difficulties and reduced efficiency. Increased internal resistance in the power battery limits usable capacity and power output. In high-temperature environments, battery life may be shortened, necessitating thermal management. All these factors must be considered in the mode-switching strategy.

[0052] In the above implementation, by specifically defining road information as road slope and independently determining road correction coefficients, the impact of road conditions on energy consumption can be directly quantified. By refining environmental information into atmospheric pressure and ambient temperature, and determining corresponding environmental correction coefficients for each, and then fusing them, key environmental factors affecting the performance of fuel cells and power batteries can be comprehensively and meticulously considered.

[0053] For example, the vehicle controller looks up the road slope in a first relational table to obtain the road correction coefficient corresponding to that road slope. Alternatively, the vehicle controller substitutes the road slope into the first relational data to obtain the corresponding road correction coefficient. The vehicle controller looks up atmospheric pressure in a second relational table to obtain the corresponding first environmental correction coefficient. Alternatively, the vehicle controller substitutes the atmospheric pressure into the second relational data to obtain the corresponding first environmental correction coefficient. The vehicle controller looks up ambient temperature in a third relational table to obtain the corresponding second environmental correction coefficient. Alternatively, the vehicle controller substitutes the ambient temperature into the third relational data to obtain the corresponding second environmental correction coefficient. The vehicle controller then combines the first and second environmental correction coefficients to obtain the final environmental correction coefficient.

[0054] The first relationship table and first relationship data are used to reflect the correspondence between road slope and road correction coefficient, and the first relationship data is a relationship function. Correspondingly, the second relationship table and second relationship data are used to reflect the correspondence between atmospheric pressure and the first environmental correction coefficient. In some embodiments, the second relationship table and second relationship data are calibrated or fitted based on the difference between atmospheric pressure and reference atmospheric pressure. For example, when the atmospheric pressure is lower than the reference atmospheric pressure, the first environmental correction coefficient is positive; when the atmospheric pressure is higher than the reference atmospheric pressure, the first environmental correction coefficient is negative. The third relationship table and third relationship data are used to reflect the correspondence between ambient temperature and the second environmental correction coefficient. In some embodiments, at extremely low or high temperatures, the second environmental correction coefficient can be larger to promote more conservative operation or more aggressive thermal management. The first relationship table, first relationship data, second relationship table, second relationship data, third relationship table, and third relationship data are configured or fitted by technicians according to actual conditions, and this application embodiment does not limit this. The above-mentioned method for integrating the first environmental correction coefficient and the second environmental correction coefficient can employ various methods such as weighted average, multiplication factor, lookup table method, or fuzzy logic. For example, a weighted sum can be calculated by assigning different weights to the first and second environmental correction coefficients based on their importance. Alternatively, a two-dimensional lookup table can be constructed, using atmospheric pressure and ambient temperature as input, to directly retrieve the fused environmental correction coefficients.

[0055] The following describes another implementation of the first part described above.

[0056] In one possible implementation, the vehicle controller inputs the road information into a first coefficient determination model, processes the road information using the first coefficient determination model, and obtains the road correction coefficient corresponding to the road information. The vehicle controller then inputs the environmental information into a second coefficient determination model, processes the environmental information using the second coefficient determination model, and obtains the environmental correction coefficient corresponding to the environmental information.

[0057] Both the first and second coefficient determination models are regression models, each including an input layer, a feature extraction layer, a regression layer, and an input layer. The first coefficient determination model is obtained through multiple rounds of supervised training using road information from multiple samples and the corresponding labeled road correction coefficients. The second coefficient determination model is obtained through multiple rounds of supervised training using environmental information from multiple samples and the corresponding labeled environmental correction coefficients.

[0058] In this implementation, the road correction coefficient and the environmental correction coefficient are determined by using the first coefficient determination model and the second coefficient determination model. This fully utilizes the generalization ability of the first coefficient determination model and the second coefficient determination model, thereby improving the accuracy of the road correction coefficient and the environmental correction coefficient.

[0059] For example, the vehicle controller inputs the road information into a first coefficient determination model. The feature extraction layer of this first coefficient determination model extracts features from the road information to obtain its road features. The vehicle controller then uses the regression layer of this first coefficient determination model to perform a fully connected and normalized process on the road features, obtaining the corresponding road correction coefficients. Next, the vehicle controller inputs the environmental information into a second coefficient determination model. The feature extraction layer of this second coefficient determination model extracts features from the environmental information to obtain its environmental features. Finally, the vehicle controller uses the regression layer of this second coefficient determination model to perform a fully connected and normalized process on the environmental features, obtaining the corresponding environmental correction coefficients.

[0060] Feature extraction can be achieved using fully connected layers, convolutional layers, or attention-based encoding. Fully connected layers are obtained by multiplying with a fully connected matrix, which is learned during model training. Normalization is achieved using a normalization function, such as the SoftMax function or the ReLU function.

[0061] Part Two: Vehicle Controller. The vehicle controller integrates the road correction coefficient and the environmental correction coefficient to obtain the first threshold correction coefficient for the vehicle.

[0062] In one possible implementation, the vehicle controller performs a weighted fusion of the road correction coefficient and the environmental correction coefficient to obtain a first threshold correction coefficient for the vehicle. Alternatively, the vehicle controller multiplies the road correction coefficient and the environmental correction coefficient to obtain the first threshold correction coefficient for the vehicle. Or, the vehicle controller substitutes the road correction coefficient and the environmental correction coefficient into third relational data to obtain the first threshold correction coefficient for the vehicle.

[0063] The weights for weighted fusion are determined by technicians based on actual conditions, and this application embodiment does not impose any limitations on this. The third relational data can be a polynomial function or a fuzzy logic control function, used to reflect the possible nonlinear interaction between the road correction coefficient and the environmental correction coefficient. The third relational data is determined by technicians based on actual conditions, and this application embodiment does not impose any limitations on this.

[0064] 303. The vehicle controller uses the first threshold correction coefficient to correct the initial mode switching threshold of the vehicle to obtain the first mode switching threshold of the vehicle.

[0065] In one possible implementation, the vehicle controller multiplies the first threshold correction coefficient by the initial mode switching threshold to obtain the first mode switching threshold.

[0066] Multiplication is the most direct and efficient means of achieving correction: when the correction coefficient is greater than 1, the first mode switching threshold (the absolute value of the negative value) increases after multiplication, meaning a larger SOC margin (i.e., earlier) is required to allow entry into the power consumption mode, and the strategy tends to be conservative to cope with harsh operating conditions; when the correction coefficient is less than 1, the first mode switching threshold (the absolute value of the negative value) decreases, meaning more battery power can be used, and the strategy tends to be aggressive to make full use of favorable conditions. This multiplication operation is usually performed by the arithmetic logic unit in the vehicle controller and is an efficient calculation step embedded in the cycle of the control software. The controller reads the calculated first threshold correction coefficient and the stored initial mode switching threshold from memory, performs floating-point or fixed-point multiplication, and the calculation result is updated to the first mode switching threshold valid in the current control cycle and sent to the subsequent mode switching comparison logic.

[0067] Through the above implementation method, continuous and proportional adaptive adjustment of control parameters to complex external conditions is achieved, rather than simple on / off switching. This not only endows the vehicle controller with the ability to perceive the environment and make precise responses, but also, due to its high computational efficiency, ease of implementation and calibration in the vehicle controller ensures the practicality and reliability of the entire strategy, ultimately making mode switching decisions more accurate and optimizing the vehicle's energy management efficiency.

[0068] Another implementation of step 303 described above will be described below.

[0069] In one possible implementation, when the first threshold correction coefficient is positive, the vehicle controller determines the threshold increase corresponding to the first threshold correction coefficient. The vehicle controller adds the initial mode switching threshold to the threshold increase to obtain the first mode switching threshold. When the first threshold correction coefficient is negative, the vehicle controller determines the threshold decrease corresponding to the first threshold correction coefficient. The vehicle controller subtracts the initial mode switching threshold from the threshold increase to obtain the first mode switching threshold.

[0070] The core objective of the above approach is to provide a bidirectional and complete threshold correction logic. This logic can respond not only to adverse conditions that lead to a more conservative strategy (positive correction) but also to favorable conditions that allow for a more aggressive strategy (negative correction), thereby achieving adaptive optimization of the mode switching strategy in complex environments. When the first threshold correction coefficient is positive, it indicates that the current road and environmental conditions (such as steep uphill slopes, extremely low temperatures, and low air pressure) impose additional burdens or limitations on the vehicle's energy system. The vehicle controller converts this positive coefficient into a positive threshold increase through a preset mapping relationship. Adding the initial mode switching threshold to the obtained threshold increase means that the switch to charge sustaining mode will be triggered earlier (when the SOC difference is smaller), and the strategy will become more conservative to reserve more power to meet challenges. When the first threshold correction coefficient is negative, it indicates that the current conditions (such as long downhill slopes, suitable temperatures, and high air pressure) are conducive to energy recovery or efficient system operation. The vehicle controller also maps this negative coefficient to a negative threshold reduction. Subtracting the initial mode switching threshold from the threshold reduction means that the switch to the power consumption mode will be delayed (when the SOC difference is larger). The strategy is more aggressive, allowing more battery power to be used or to stay in the power consumption mode for a longer period of time, thereby improving overall energy efficiency.

[0071] Through the aforementioned technical solutions, whether facing adverse factors such as increased energy consumption and performance constraints, or favorable factors such as opportunities for energy recovery and efficiency improvement, the switching threshold can be sensitively and linearly adjusted in both directions through the positive and negative representation of coefficients and corresponding addition and subtraction operations. This not only enhances the breadth and precision of the energy management strategy's adaptability to environmental changes, but also fully taps the energy efficiency optimization potential of the entire vehicle, further ensuring driving smoothness, stability, and the lifespan of core components.

[0072] 304. The vehicle controller determines the first target state of charge.

[0073] In one possible implementation, the vehicle controller acquires the vehicle's operating parameters. Based on these operating parameters, the vehicle controller determines the first target state of charge.

[0074] The vehicle's operating parameters are dynamically changing, reflecting its energy demands and system operating characteristics under different driving scenarios. Determining the first target state of charge (SOC) based on these parameters involves dynamically calculating or selecting the most suitable battery charge level for the current operating conditions using real-time acquired parameters. The first target SOC is the desired charge level of the battery under specific operating conditions and serves as a crucial reference point for mode switching decisions. Dynamically determining the first target SOC based on operating parameters makes mode switching strategies more adaptable, avoids the inaccuracies of using fixed thresholds, thereby optimizing energy management and improving vehicle performance and battery life.

[0075] In the above implementation, by dynamically acquiring the vehicle's operating parameters and intelligently determining the first target state of charge based on these parameters, mode switching decisions can be made more accurate and flexible. This avoids the mode switching maladaptability caused by using a fixed target state of charge, thereby optimizing the vehicle's energy management strategy.

[0076] To provide a clearer explanation of the above embodiments, the following description is divided into several parts.

[0077] Part 1: The vehicle controller acquires the vehicle's operating parameters.

[0078] In one possible implementation, the vehicle controller acquires at least two of the vehicle's real-time driving mode, navigation route information, and ambient temperature.

[0079] The real-time driving mode refers to the driving behavior characteristics of the vehicle at the current moment or within a recent period. The real-time driving mode can reflect the driver's driving habits and intentions, such as aggressive driving, smooth driving, or economical driving. The real-time driving mode can be obtained in various ways. For example, it can be determined in real time by analyzing parameters such as accelerator pedal opening, vehicle speed change rate, and braking frequency. Alternatively, it can be comprehensively evaluated by combining vehicle gear information, cruise control status, etc. Or, the real-time driving mode can refer to the vehicle's current driving mode, such as "Economy Mode," "Standard Mode," or "Sport Mode." The navigation route information refers to data related to the route the vehicle is pre-set or currently traveling. In some embodiments, the navigation route information includes road type (such as highway, urban road, mountain road), road gradient, curve curvature, traffic congestion, and destination distance. Navigation route information is obtained through an in-vehicle navigation system, high-precision map data, or V2X (vehicle-to-everything) communication. The ambient temperature refers to the real-time temperature of the external environment in which the vehicle is located. Ambient temperature affects the performance, efficiency, and thermal management requirements of fuel cells and power batteries. Ambient temperature can be obtained directly from the vehicle's external temperature sensor or from external weather services via the vehicle's communication module. The acquisition of these operating parameters aims to provide multi-dimensional, real-time data support for subsequent operating condition assessments.

[0080] Under the above implementation method, at least two of the following parameters are obtained: real-time driving mode, navigation route information, and ambient temperature. These parameters cover driving behavior, route characteristics, and environmental factors, ensuring comprehensive data sources and avoiding the bias caused by a single parameter, thereby laying the foundation for accurate operating condition assessment.

[0081] The second part involves the vehicle controller determining the first target state of charge based on the operating parameters.

[0082] In one possible implementation, the vehicle controller determines the vehicle's current operating condition based on at least two of the vehicle's real-time driving mode, navigation route information, and ambient temperature. The vehicle controller then determines a first target state of charge that matches this current operating condition.

[0083] Determining the vehicle's current operating condition based on at least two of the acquired real-time driving mode, navigation route information, and ambient temperature involves integrating and analyzing these discrete operating condition parameters to form a comprehensive label or value that fully describes the vehicle's current operating state. For example, the combination of "aggressive driving mode," "mountain road," and "low-temperature environment" can be classified as "low-temperature mountain aggressive driving condition." The determination of the current operating condition can employ various methods. For instance, a rule-based logical judgment system can be pre-set to trigger corresponding operating condition definitions based on different parameter combinations. Alternatively, machine learning algorithms can be used to train on historical data to achieve intelligent classification and recognition of the current operating condition. Determining the first target state of charge (SOC) matching the current operating condition means obtaining the most suitable SOC from a pre-set strategy library or through real-time calculation, based on the determined current operating condition. For example, in the "low-temperature mountain aggressive driving condition," a higher target SOC may be needed to ensure that the power battery has sufficient energy reserves to cope with high power output and low-temperature heating requirements. Under "stable high-speed cruise conditions," a relatively low target state of charge may be set to improve the operating efficiency of the fuel cell. This matching process can be achieved by consulting a pre-calibrated target state of charge mapping table or by dynamic calculation based on optimization algorithms such as model predictive control.

[0084] Under the above implementation method, the current operating condition is determined based on operating parameters, and multi-dimensional information is integrated to dynamically identify the vehicle's operating status, enhancing the reliability of operating condition judgment and providing a precise basis for subsequent target setting. A first target state of charge matching the current operating condition is determined, directly optimizing energy demand for specific scenarios, making mode switching decisions more realistic and improving overall adaptability and efficiency. The entire process, through the coordination of parameter selection and operating condition matching, achieves dynamic setting of the target state of charge, thereby improving vehicle energy management efficiency and operational stability.

[0085] 305. The vehicle controller controls the vehicle to switch between power consumption mode and charge maintenance mode based on the first current state of charge, the first target state of charge and the first mode switching threshold of the power battery.

[0086] In one possible implementation, the vehicle controller determines a state of charge difference based on the first current state of charge and the first target state of charge. If the state of charge difference is greater than or equal to the first mode switching threshold, the vehicle controller controls the vehicle to enter or remain in the power consumption mode. If the state of charge difference is less than the first mode switching threshold, the vehicle controller controls the vehicle to enter or remain in the charge sustaining mode.

[0087] The first current state of charge (SBC) refers to the real-time SBC of the power battery when making mode switching decisions. This SBC can be estimated by the vehicle's battery management system using various methods, such as based on the battery's open-circuit voltage, the integral of the charge / discharge current, or a more complex Kalman filter algorithm. The first target SBC refers to the desired SBC of the power battery under specific operating conditions. The SBC difference is the quantitative difference between the first current SBC and the first target SBC. It can be calculated simply as the difference between the two, or by taking the absolute value as needed, to reflect the deviation between the current energy level and the desired energy level of the power battery, providing a clear quantitative basis for subsequent mode switching decisions. When the SBC difference is greater than or equal to the first mode switching threshold, it indicates that the power battery has relatively sufficient charge, and the vehicle can enter or remain in the energy consumption mode. In the energy consumption mode, the vehicle mainly relies on the power battery for energy; the fuel cell may be off or only provide auxiliary power to prioritize consuming the power battery's charge. This control strategy is implemented by instructing the vehicle's energy management system (EMS) to adjust the fuel cell's start-stop strategy, power output limits, and the battery's charge / discharge strategy. Conversely, when the state-of-charge difference is less than the first mode switching threshold, it means the battery's charge level is close to or below the target level, at which point the vehicle should enter or remain in charge-maintaining mode. In charge-maintaining mode, the vehicle primarily relies on the fuel cell for energy while simultaneously maintaining the battery's state of charge within a target range to avoid over-discharge. This involves starting the fuel cell and adjusting its output power based on the vehicle's power demands and the battery's state of charge to meet vehicle needs and charge the battery.

[0088] Through the above implementation method, the state of charge (SOC) difference is determined based on the first current SOC and the first target SOC of the power battery. This quantifies the gap between the current energy level and the desired energy level of the power battery, providing a clear and quantitative basis for mode switching decisions and avoiding the uncertainty caused by relying on a single parameter or fuzzy judgment. Comparing this SOC difference with a first mode switching threshold corrected for external environment and road information allows the mode switching decision to fully consider the actual operating conditions of the vehicle, thereby achieving more intelligent and adaptive energy management. Specifically, when the SOC difference is greater than or equal to the first mode switching threshold, the vehicle enters or remains in charge consumption mode, which can fully utilize the energy of the power battery, improve energy utilization efficiency, and provide a buffer time for the start-up and preheating of the fuel cell. When the SOC difference is less than the first mode switching threshold, the vehicle enters or remains in charge maintenance mode, which can promptly start the fuel cell, maintain the SOC of the power battery, avoid over-discharge, effectively protect the power battery, extend its service life, and ensure the vehicle's continuous operation capability under various operating conditions. This dynamic mode-switching strategy, based on the aforementioned correction of the mode-switching threshold using a correction coefficient, further improves the accuracy and timeliness of mode switching, enhances the driving smoothness and stability of the vehicle, optimizes the collaborative work between the fuel cell system and the power battery, and improves the overall energy efficiency and driving range of the vehicle.

[0089] Optionally, after step 304 above, the vehicle controller may also perform the following steps.

[0090] If the first current state of charge is less than the second state of charge threshold, the vehicle controller replaces the first target state of charge with a virtual target state of charge to enable the vehicle to enter or remain in the charge sustaining mode, wherein the virtual target state of charge is greater than the first current state of charge.

[0091] The second state-of-charge (SOC) threshold is a preset critical value used to determine whether the SOC of the power battery is too low. This threshold can be calibrated based on factors such as the type, capacity, expected lifespan of the power battery, and the vehicle's operating strategy. For example, it can be set as the minimum SOC for safe battery operation, or slightly higher to provide a margin. The second SOC threshold can be stored in memory and retrieved directly when needed. The virtual target SOC is a temporary target value used to replace the first target SOC under specific conditions (i.e., when the first current SOC is too low). This virtual target SOC is designed to be higher than the current first current SOC, and its core purpose is to force the energy management system to prioritize charge sustainment mode in its mode switching decisions. Through this substitution, even if the original operating parameters might favor a power consumption mode, battery protection will be prioritized, prompting the fuel cell to charge the power battery and restore its SOC. This mechanism, combined with the scheme of determining the first target state of charge based on operating parameters, forms a more robust and intelligent energy management strategy. It optimizes energy utilization according to operating conditions and effectively prevents over-discharge of the power battery, thereby improving the reliability of the entire system and the battery's lifespan. The virtual target state of charge can be a fixed value, such as a moderately high state of charge value, or it can be a value dynamically calculated based on the current state of charge, such as adding a preset increment to the current state of charge.

[0092] Through the above implementation method, when the first current state of charge of the power battery is lower than a preset second state of charge threshold, it can identify and actively replace the first target state of charge with a virtual target state of charge that is higher than the first current state of charge. This replacement mechanism can force the vehicle to enter or remain in charge sustaining mode, thereby avoiding deep discharge of the power battery and protecting its lifespan. At the same time, this implementation method ensures that the vehicle can maintain stable energy management even under extremely low battery conditions, improving the vehicle's operational reliability and driving smoothness.

[0093] For example, the vehicle controller periodically executes mode switching decisions. In each decision cycle, the vehicle controller determines the current first target state of charge (SOC) based on the vehicle's real-time driving mode, navigation route information, and ambient temperature and other operating parameters. For instance, if the vehicle is in high-speed cruising mode, the SOC might be set to a lower value to maximize fuel cell efficiency. The vehicle controller acquires the real-time first current SOC of the battery. Assume the preset second SOC threshold is 30%. If the acquired first current SOC is 28%, less than 30%, the vehicle controller triggers a target SOC replacement mechanism. The vehicle controller replaces the previously determined first target SOC (e.g., 25%) with a preset virtual target SOC (e.g., 35%). This virtual target SOC of 35% is higher than the current first current SOC of 28%. In subsequent mode switching decisions, the vehicle controller will use this replaced virtual target SOC of 35% to determine whether to enter or remain in charge sustaining mode. For example, if the state of charge difference (current SOC - target SOC) is less than the mode switching threshold, the vehicle will be controlled to enter or remain in charge sustaining mode, thereby prompting the fuel cell to charge the power battery and restore the state of charge of the power battery to a safe range.

[0094] In steps 301-305 above, a method for dynamically adjusting the mode switching threshold based on road information and environmental information was proposed. However, during the fuel cell startup process, if the fuel cell is in a cold start state, it may not be able to heat up in a timely and effective manner, resulting in startup delay and low efficiency, which affects the accuracy of the overall mode switching and the stability of vehicle performance.

[0095] Based on this, in addition to steps 301-305 above, the embodiments of this application also provide the following control methods related to fuel cells to optimize the cold start performance of fuel cells.

[0096] 401. In response to a start command for the fuel cell, the vehicle controller determines whether the fuel cell is in a cold start state based on the coolant temperature of the fuel cell, the minimum battery temperature, and the second current state of charge of the power battery.

[0097] The start command can be a signal issued by the vehicle controller based on a comprehensive judgment of various factors, including the driver's start request, the needs of the system's energy management strategy, and the vehicle's self-check results. For example, when the driver presses the start button, the vehicle controller receives the start command and assesses whether the fuel cell needs to be started. Alternatively, when the state of charge (SOC) of the power battery is below a preset threshold and the vehicle requires higher power output, the energy management system will automatically issue a start command. The coolant temperature refers to the real-time temperature of the circulating coolant inside the fuel cell stack, measured by temperature sensors installed in the coolant circuit. The minimum battery temperature refers to the lowest temperature of the battery within the fuel cell stack, measured by multiple temperature sensors distributed at different locations within the stack, and the lowest value is recorded. The second current SOC of the power battery refers to the real-time SOC of the power battery when the fuel cell start command is received; this second current SOC reflects the current energy reserves of the power battery. Determining whether the fuel cell is in a cold start state involves comparing the above temperature parameters with preset temperature thresholds and comparing the SOC of the power battery with preset SOC thresholds; the judgment process will be explained in detail later. A fuel cell in a cold-start state refers to the state in which the fuel cell system starts up in a low-temperature environment, and its internal temperature (such as coolant temperature and minimum cell temperature) has not yet reached the normal operating temperature range. In this state, the performance of the fuel cell will be limited, and additional energy is required for heating to reach the optimal operating state.

[0098] In one possible implementation, in response to a start command for the fuel cell, if the coolant temperature is below a first temperature threshold, the minimum battery temperature is below a second temperature threshold, and the second current state of charge is greater than the first state of charge threshold, the vehicle controller determines that the fuel cell is in a cold start state. Otherwise, the vehicle controller determines that the fuel cell is not in a cold start state.

[0099] Coolant temperature is a key parameter for assessing the thermal state of a fuel cell stack, especially in low-temperature environments. Excessively low coolant temperature can lead to performance degradation, start-up difficulties, or even damage to the fuel cell. During cold start-up, if heating the fuel cell via an electric heater is required, the power battery must provide electrical energy. Therefore, monitoring the power battery's second current state of charge (NSC) ensures sufficient energy reserves to support heating operations during startup, preventing ineffective heating due to insufficient charge or over-discharge damage to the power battery. A first temperature threshold is a preset temperature value used to determine if the fuel cell coolant temperature is too low. When the coolant temperature is below the first temperature threshold, it indicates that the fuel cell system is in a low-temperature state and may require heating to reach the optimal operating temperature. This first temperature threshold can be set based on the fuel cell model, design operating temperature range, and actual operating experience; for example, it can be set to 0°C or -5°C. A second temperature threshold is a preset temperature value used to determine if the fuel cell's minimum temperature is too low. When the fuel cell's minimum temperature is below the second temperature threshold, it can be further determined that the fuel cell is in a low-temperature state, its performance may be affected, and heating may be necessary to protect the cell and ensure its normal operation. The second temperature threshold can be set based on the fuel cell's chemistry, the manufacturer's recommended operating temperature range, and actual operating experience; for example, it can be set to -10°C or -15°C. The first state-of-charge (SOC) threshold is a preset value used to determine whether the battery's SOC is sufficient to support fuel cell heating operations. When the battery's second current SOC is lower than the first SOC threshold, even if the temperature conditions meet the cold start requirements, heating may not be effective due to insufficient charge, or the heating operation may pose an over-discharge risk to the battery. This first SOC threshold can be set based on system design, heating power requirements, and battery protection strategies; for example, it can be set to 20% or 30% SOC. Determining whether the fuel cell is in a cold start state involves comprehensively judging the above parameters to accurately identify whether the fuel cell requires low-temperature heating. This judgment process is executed by the vehicle's controller, using logical operations (e.g., AND gates) to evaluate whether all conditions are simultaneously met. Accurately determining the cold start state is a prerequisite for starting the fuel cell heating process, helping to ensure the fuel cell starts and operates at a suitable temperature, thereby improving its efficiency, extending its lifespan, and ensuring system safety.

[0100] By comprehensively considering the fuel cell coolant temperature, the fuel cell's minimum temperature, and the state of charge of the power battery, this implementation avoids the limitations of traditional single-parameter judgments and improves the accuracy of cold start identification. Cold start detection ensures that the fuel cell only initiates heating when heating is truly required at low temperatures and the power battery has sufficient charge, thus avoiding unnecessary energy consumption and system load. This not only optimizes the heating efficiency of the fuel cell system and shortens the time to reach the optimal operating temperature, but also helps protect the fuel cell and power battery, extending their service life and improving the overall vehicle's operational stability and economy.

[0101] For example, when a start command to activate the fuel cell is issued, the vehicle controller obtains relevant data from the vehicle bus. For instance, the coolant temperature can be read in real time by a PT100 platinum resistance temperature sensor installed in the fuel cell coolant circuit. The minimum battery temperature can be obtained by the battery management system (BMS) from multiple NTC thermistors distributed within the fuel cell. The second current state of charge (SBC) of the battery is estimated by the BMS using either the coulomb method or the open-circuit voltage method. Assuming a first temperature threshold of 0°C, a second temperature threshold of -10°C, and a first SBC threshold of 25%, if the vehicle controller detects a coolant temperature of -5°C (below 0°C), a minimum battery temperature of -12°C (below -10°C), and a second SBC of 30% (above 25%), then all three conditions are met simultaneously, and the vehicle controller will determine that the fuel cell is in a cold start state and trigger the subsequent heating process. Conversely, if the coolant temperature is 5°C, even if other conditions are met, the fuel cell will be determined not to be in a cold start state, thus avoiding unnecessary heating.

[0102] 402. When the fuel cell is in a cold start state, the vehicle controller starts the fuel cell and determines the heating power of the fuel cell heater.

[0103] Starting a fuel cell involves a series of operations, such as activating the air compressor to supply air to the fuel cell stack, starting the hydrogen circulation pump to supply hydrogen, and controlling the DC / DC converter to begin boosting voltage. These operations aim to enable the fuel cell stack to start generating electricity. Another startup method involves, after confirming a cold start, first activating auxiliary systems (such as cooling pumps and air compressor preheating). Once the fuel cell reaches a certain preheating condition, the electrochemical reaction of the fuel cell stack is gradually activated to ensure a smooth and safe startup process. The heater is an electrically heated element integrated into the fuel cell coolant circuit or in direct contact with the fuel cell stack, used to preheat the fuel cell in low-temperature environments. Determining the heating power can be based on various strategies. For example, the required heating power can be dynamically calculated using a PID controller or fuzzy controller based on the temperature difference between the current temperature and the target operating temperature of the fuel cell, combined with the ambient temperature and the available power of the battery. Another approach is to pre-set a heating power lookup table, retrieving the corresponding heating power value from the lookup table based on the current coolant temperature, ambient temperature, and the second current state of charge of the battery.

[0104] In one possible implementation, when the fuel cell is in a cold start state, the vehicle controller continuously acquires the net output power of the fuel cell and the real-time total power consumption of the vehicle's high-voltage components. Based on the net output power and the real-time total power consumption, the vehicle controller dynamically determines the heating power of the heater.

[0105] The net output power refers to the actual electrical power that the fuel cell can provide after deducting its own operating losses. Net output power can be calculated by the fuel cell management system (FCMS) through real-time monitoring of the fuel cell's output current and voltage, subtracting the power consumption of the FCMS itself and auxiliary equipment. Alternatively, the net output power data of the fuel cell can be directly output by a power metering module integrated with the fuel cell system. The real-time total power consumption of the high-voltage components refers to the total electrical energy consumption of all high-voltage electrical equipment on the vehicle (excluding the fuel cell heater), such as the drive motor, air conditioning compressor, and DC / DC converter, at a given moment. This can be achieved by reading and summarizing the current and voltage data of each high-voltage component in real-time through the vehicle's Controller Area Network (CAN bus), or by measuring and calculating in real-time using total current and voltage sensors installed on the vehicle's high-voltage bus. By continuously acquiring the net output power of the fuel cell and the real-time total power consumption of the vehicle's high-voltage components, the dynamic balance between the fuel cell's power supply capacity and the vehicle's power demand can be monitored in real time. Based on this, the heating power of the heater can be dynamically determined. This dynamic determination means adjusting the heater's power output according to the real-time changing power supply and demand situation, rather than using a fixed value. This dynamic adjustment mechanism ensures the efficiency and energy saving of the heating process and avoids placing an excessive burden on the vehicle's overall electrical system.

[0106] Through the above implementation method, the heating power of the fuel cell heater can be dynamically adjusted according to the real-time power supply capability of the fuel cell and the real-time power demand of the vehicle. This avoids energy waste or insufficient power supply caused by fixed heating power during cold start. That is, when the fuel cell has sufficient power surplus, it can be heated efficiently, accelerating it to reach its optimal operating temperature. When other high-voltage components of the vehicle require high power, heating can be intelligently reduced or suspended to ensure the overall power balance and operational stability of the vehicle. Therefore, this application improves the energy utilization efficiency and system adaptability during fuel cell cold start, ensures the smooth operation of the vehicle under complex operating conditions, and helps extend the service life of the fuel cell system and power battery.

[0107] For example, the vehicle controller communicates with the fuel cell management system to receive the net output power of the fuel cell in real time. Simultaneously, the vehicle controller continuously collects real-time power consumption information from high-voltage components such as the drive motor controller, air conditioning controller, and DC / DC converter via the vehicle's CAN bus, summarizing this into the total real-time power consumption of the vehicle's high-voltage components. When the fuel cell is in a cold start state, the vehicle controller calculates the difference between the received net output power and the total real-time power consumption. If the net output power is greater than the total real-time power consumption, the vehicle controller can use this difference as the upper limit of the power available for heating and instruct the heater to heat at a power not exceeding this upper limit. If the net output power is less than or equal to the total real-time power consumption, the vehicle controller can set the heating power to a preset lower value, or even temporarily stop heating, to ensure the normal operation of other high-voltage components in the vehicle. This dynamic adjustment can be achieved through a preset power allocation strategy or lookup table; for example, when the power difference falls within a certain range, it corresponds to a specific heating power value.

[0108] To provide a clearer explanation of the above embodiments, the method for determining the heating power in the above embodiments will be described below.

[0109] In one possible implementation, if the net output power is greater than the real-time total power consumption, the vehicle controller determines the difference between the net output power and the real-time total power consumption as the heating power. If the net output power is less than or equal to the real-time total power consumption, the vehicle controller determines a preset power as the heating power.

[0110] The difference refers to the arithmetic difference between the net output power and the real-time total power consumption. This difference reflects the amount of power remaining or insufficient after the fuel cell meets the real-time demands of the vehicle's high-voltage components. Heating power refers to the electrical power used to control the fuel cell heater to heat the fuel cell. The heating power directly determines the heat output of the heater, thus affecting the fuel cell's heating rate and efficiency. Preset power refers to a fixed power value pre-set under specific operating conditions to ensure the fuel cell heater can operate continuously and stably. This power value is determined through experimental calibration or simulation calculations based on factors such as the fuel cell's minimum heating requirements, system thermal management strategies, and safe operation requirements. For example, it can be set to the minimum power required for the fuel cell heater to operate normally, or an empirical value that ensures rapid heating of the fuel cell in low-temperature environments. Alternatively, it can be set directly to 0 to ensure stable vehicle operation.

[0111] Through the above implementation method, by introducing a preset power, the heater can still obtain a stable and effective power input when the fuel cell power output is limited or insufficient to fully meet the vehicle's needs, thereby avoiding heating interruption or efficiency reduction. This improves the cold start performance and heating efficiency of the fuel cell in low-temperature environments, ensures the operational reliability of the fuel cell under complex operating conditions, and helps extend the service life of the fuel cell and power battery.

[0112] When the preset power is 0, the method for determining the heating power provided in the above embodiment can be expressed by the following formula (1).

[0113] Heating power = max(net output power - real-time total power consumption of high voltage components, 0) (1) 403. The vehicle controller uses the heating power to control the heater, so as to heat the fuel cell through the heater.

[0114] One control method involves using a power electronic module to regulate the current or voltage flowing through the heater via a pulse width modulation (PWM) signal, thereby controlling the heater's output power to achieve a predetermined heating power. Another control method involves using relays or solid-state switches to control the heater's on / off time, thus regulating the average heating power and gradually raising the fuel cell temperature to a suitable operating range.

[0115] After step 403, the vehicle controller can also perform the following steps.

[0116] In one possible implementation, if the coolant temperature is greater than a first temperature threshold and the minimum battery temperature is greater than a second temperature threshold, the vehicle controller controls the heater to stop heating the fuel cell.

[0117] The control mechanism to stop the heater from heating the fuel cell involves interrupting the heater's energy supply, causing it to stop operating and thus ceasing heating. This can be achieved by sending a stop command to the heater's power controller to cut off the power supply, or by controlling the heater's drive circuit to put it into standby or off mode. After the fuel cell is in a cold start state and the heater is activated, the vehicle controller continuously monitors the fuel cell's coolant temperature and minimum battery temperature. When the coolant temperature exceeds a preset first temperature threshold and the minimum battery temperature also exceeds a preset second temperature threshold, it indicates that the fuel cell as a whole and its critical internal components have reached a safe and suitable operating temperature. At this point, the vehicle controller issues a command to stop the heater from heating the fuel cell. This mechanism ensures that the heating process only occurs when necessary and terminates immediately once the temperature returns to a safe operating range, thereby optimizing energy use.

[0118] Through the above implementation method, by monitoring the coolant temperature and minimum battery temperature of the fuel cell, and combining this with a preset temperature threshold, the heating process is intelligently terminated. This not only avoids unnecessary energy consumption and improves the overall energy efficiency of the vehicle, but also effectively prevents performance degradation and shortened lifespan of the fuel cell due to prolonged or excessive heating, thereby improving the reliability and durability of the fuel cell system. This heating stop mechanism works synergistically with the cold start heating process to ensure that the fuel cell can safely and efficiently reach its operating temperature in low-temperature environments, thus optimizing the overall operating performance of the vehicle.

[0119] The above steps 401-403 can also be linked with the previous steps 301-305, including the following steps.

[0120] In one possible implementation, when the fuel cell is in a cold start state or the vehicle's power demand consistently exceeds a first power threshold, the vehicle controller increases the first mode switching threshold. When the vehicle's power demand consistently falls below a second power threshold, the vehicle controller decreases the first mode switching threshold, where the first power threshold is greater than the second power threshold.

[0121] The vehicle's power demand refers to the total power required to meet the driver's intentions and the vehicle's operation under current driving conditions, including the power of the drive motor and auxiliary systems. This power demand can be calculated in real time by the vehicle controller based on various input signals such as accelerator pedal opening, vehicle speed, gradient, and air conditioning load. The first and second power thresholds are preset power values ​​used to distinguish between high and low power demands. For example, the first power threshold can represent the power demand boundary under high-load conditions such as acceleration, hill climbing, or high-speed driving, while the second power threshold can represent the power demand boundary under low-load conditions such as constant speed, coasting, or idling. These two thresholds can be calibrated based on the vehicle's power performance, energy management strategy, and actual operating data. Increasing the first mode switching threshold means that, under specific conditions, the first mode switching threshold used for mode switching decisions is adjusted upwards. This allows the power battery to operate in energy consumption mode for a longer period, thereby providing more heating energy for the fuel cell or meeting the vehicle's high power demands. The threshold can be increased by adding a preset correction amount to the existing threshold, or by dynamically determining a new threshold using methods such as lookup tables or function calculations. Lowering the first mode switching threshold means adjusting the threshold used for mode switching decisions downwards under specific conditions. This allows the battery to enter charge maintenance mode more quickly, thus replenishing the battery earlier and optimizing its state of charge management. The lowering can be done by subtracting a preset correction amount from the existing threshold, or by dynamically determining a new threshold using methods such as lookup tables or function calculations. Setting the first power threshold higher than the second power threshold aims to ensure a reasonable distinction between high and low power demands, avoiding frequent adjustments to the mode switching threshold due to small fluctuations in power demand, thereby improving the stability and reliability of vehicle operation.

[0122] Through the above implementation methods, during fuel cell cold start, by increasing the mode switching threshold, it can be ensured that the power battery provides sufficient energy in the power consumption mode to support the rapid heating of the fuel cell, thereby shortening the cold start time and improving the start-up efficiency and lifespan of the fuel cell. Under high power demand conditions, increasing the mode switching threshold can prevent premature switching to charge sustaining mode due to the battery's state of charge being slightly below a fixed threshold, ensuring that the vehicle can obtain sufficient power support when high power output is required, improving driving performance and safety. Under low power demand conditions, decreasing the mode switching threshold can prompt the system to enter charge sustaining mode earlier, charging the power battery as soon as possible, optimizing the power battery's state of charge management, and extending battery life. Overall, the solution of this application improves the intelligence and adaptability of fuel cell vehicle energy management, enhances vehicle energy efficiency and driving smoothness, and extends the lifespan of the fuel cell system and power battery.

[0123] To provide a clearer explanation of the above implementation methods, the method for increasing the first mode switching threshold in the above implementation methods will be described below.

[0124] In one possible implementation, when the fuel cell is in a cold start state or the vehicle's power demand consistently exceeds a first power threshold, the vehicle controller determines a threshold increment based on the real-time heating power of the heater. The vehicle controller then adds the first mode switching threshold to this threshold increment to obtain an improved first mode switching threshold.

[0125] The determination of the threshold increment based on the real-time heating power of the heater aims to dynamically calculate the adjustment amount of the mode switching threshold according to the actual operating state of the fuel cell heater. The real-time heating power of the heater refers to the actual electrical power consumed by the heaters (such as PTC heaters, electric heating films, etc.) used for heating within the fuel cell system at the current moment. This heating power can be directly measured by the heater's current and voltage sensors, or calculated using the heater's control commands and its power characteristic curve. Determining the threshold increment means calculating a value to correct the first mode switching threshold based on the magnitude of the real-time heating power. For example, a mapping relationship or lookup table can be preset to map the real-time heating power to the corresponding threshold increment. Alternatively, a linear or nonlinear function model can be used, taking the real-time heating power as input to calculate the threshold increment. Adding the first mode switching threshold to the threshold increment yields the improved first mode switching threshold, which is the actual threshold adjustment operation. The first mode switching threshold is the reference value for the vehicle to switch between the energy consumption mode and the charge maintenance mode, and it has already been corrected for factors such as road information and environmental information in steps 301-305 above. The threshold increment is the adjustment amount calculated based on the real-time heating power. Adding means numerically superimposing the original first mode switching threshold with the calculated threshold increment to obtain a new, higher mode switching threshold.

[0126] Through the above implementation methods, during the cold start phase, by increasing the real-time power of the heater, it can be ensured that the power battery maintains a reasonable state of charge while supporting heating, thereby guaranteeing rapid heating and stable operation of the fuel cell and extending its service life. In high-power demand scenarios, this dynamic adjustment helps to more effectively manage the depth of discharge of the power battery, preventing over-discharge and thus improving the overall energy management efficiency and driving smoothness of the vehicle.

[0127] Optionally, the vehicle controller can also perform the following linkage adjustment steps.

[0128] In one possible implementation, the vehicle controller simultaneously executes a first adjustment operation and a second adjustment operation based on the real-time ambient temperature. The first adjustment operation involves adjusting a first mode switching threshold based on the real-time ambient temperature, and then making mode switching decisions based on the adjusted first mode switching threshold. The second adjustment operation involves adjusting the heating power based on the real-time ambient temperature. The magnitude and direction of the first and second adjustment operations are associated with a preset coordination rule.

[0129] The real-time ambient temperature refers to the current ambient temperature value acquired in real time by onboard sensors or external data sources during vehicle operation. The first adjustment operation refers to the process of correcting the first mode switching threshold based on the real-time ambient temperature. Its purpose is to enable the mode switching decision to adapt to changes in ambient temperature, thereby improving the accuracy of the decision and the smoothness of vehicle operation. This first adjustment operation can be achieved by establishing a mapping table or functional relationship between ambient temperature and the adjustment amount of the first mode switching threshold. The adjustment amount is obtained by looking up the table or calculating based on the real-time ambient temperature and then applied to the current first mode switching threshold. Alternatively, an adaptive control algorithm based on fuzzy logic or neural networks can be used to dynamically adjust the first mode switching threshold based on the real-time ambient temperature to optimize the mode switching strategy. The second adjustment operation refers to the process of correcting the heating power based on the real-time ambient temperature. Its purpose is to optimize the output of the fuel cell heater to ensure that the fuel cell can quickly reach and maintain its optimal operating temperature under different ambient temperatures, improving heating efficiency and fuel cell performance. This second adjustment operation can dynamically adjust the heater's output power based on the difference between the real-time ambient temperature and the target temperature, combined with a preset heating power curve or PID control algorithm. Alternatively, by pre-calibrating the optimal heating power requirements under different ambient temperatures, a lookup table can be created, and the corresponding heating power can be obtained by looking up the table based on the real-time ambient temperature. Pre-defined coordination rules refer to a set of rules used to coordinate the magnitude and direction of the first and second adjustment operations. The concept is to ensure consistency and coordination between the adjustment of the mode switching threshold and the adjustment of the heating power, avoiding mutual conflict or cancellation, thereby optimizing the overall system performance. These coordination rules can define a series of conditional statements (e.g., if-then rules) that, when the ambient temperature is within a specific range, simultaneously specify the direction and magnitude of the adjustment of the first mode switching threshold and the heating power. For example, when the real-time ambient temperature decreases, the pre-defined coordination rules might specify simultaneously increasing the first mode switching threshold (to favor charge sustaining mode, providing more energy for fuel cell heating or preventing over-discharge of the power battery) and increasing the heating power (to accelerate fuel cell heating). This coordinated adjustment ensures a high degree of consistency between mode switching decisions and fuel cell heating control, avoiding the inconsistencies that may arise from a single adjustment. In this way, the control strategy can respond to changes in ambient temperature more intelligently and efficiently, thereby improving overall vehicle energy efficiency and driving smoothness while ensuring vehicle performance, and extending the service life of the fuel cell system and power battery.

[0130] In the above implementation, by synchronously adjusting the first mode switching threshold and heating power according to the real-time ambient temperature, and by associating the adjustment magnitude and direction of both with preset coordination rules, the vehicle controller can adapt to changes in the external environment more intelligently and flexibly. This not only avoids improper mode switching and low heating efficiency caused by fixed thresholds or independent adjustments, but also improves the operational stability, driving smoothness, and overall energy efficiency of fuel cell vehicles under different environmental conditions.

[0131] For example, the current real-time ambient temperature is -5℃. For the first adjustment operation, the vehicle controller retrieves a mapping table from memory between ambient temperature and mode switching threshold adjustment amounts. This mapping table might define that when the ambient temperature is between 0℃ and -10℃, the first mode switching threshold needs to be increased by 0.05. Therefore, based on the real-time ambient temperature of -5℃, the vehicle controller finds the corresponding adjustment amount of +0.05 from the mapping table. If the current first mode switching threshold is 0.2, then the adjusted first mode switching threshold becomes 0.25. Subsequent mode switching decisions will be based on this adjusted threshold of 0.25. For the second adjustment operation, the vehicle controller retrieves a mapping table from memory between ambient temperature and heating power adjustment amounts. This mapping table might define that when the ambient temperature is between 0℃ and -10℃, the heating power needs to be increased by 200W. Therefore, based on the real-time ambient temperature of -5℃, the controller finds the corresponding heating power adjustment amount of +200W from the mapping table. If the current base heating power of the fuel cell heater is 300W, then the adjusted heating power becomes 500W. The controller instructs the heater to heat the fuel cell at a power of 500W. The magnitude and direction of the first and second adjustment operations are related according to a preset coordination rule. For example, the preset coordination rule could be a logical judgment: when the real-time ambient temperature is below 0°C, simultaneously execute the operations of "increasing the first mode switching threshold" and "increasing the heating power". In the example above, since the real-time ambient temperature is -5°C, which is below 0°C, the controller will synchronously execute the actions of increasing the first mode switching threshold and increasing the heating power, and the adjustment amounts are determined according to a preset mapping table or functional relationship, ensuring the coordination and consistency of the two in terms of direction and magnitude.

[0132] It should be noted that steps 301-305 and 401-403 above are described with the vehicle controller as the executing entity. In other possible implementations, the technical solution provided by this application embodiment can also be executed by the energy management system, or by the energy management system in conjunction with the vehicle controller. Of course, it can be executed by other hardware, and this application embodiment does not limit this.

[0133] The technical solution provided in this application introduces intelligent judgment of the cold start state of the fuel cell during the start-up command response phase, and starts the fuel cell and controls the heating power of the heater according to the judgment result, ensuring that the fuel cell can quickly and safely reach the appropriate operating temperature under low temperature conditions. This not only avoids damage to the performance and lifespan of the fuel cell caused by low temperature operation, but also ensures that the fuel cell can provide stable and reliable energy output when participating in the vehicle energy management mode switching, thereby improving the overall operating efficiency, reliability and driving smoothness of the vehicle in complex environments.

[0134] Figure 5 This is a schematic diagram of the structure of a vehicle mode switching device provided in an embodiment of this application. See also... Figure 5 The device includes: The correction coefficient determination module 501 is used to determine the first threshold correction coefficient of the vehicle based on the road information of the road where the vehicle is located and the environmental information of the environment. The vehicle is equipped with a fuel cell and a power battery.

[0135] The correction module 502 is used to correct the initial mode switching threshold of the vehicle using the first threshold correction coefficient to obtain the first mode switching threshold of the vehicle.

[0136] The control module 503 is used to control the vehicle to switch between power consumption mode and charge maintenance mode based on the first current state of charge of the power battery, the first target state of charge and the first mode switching threshold.

[0137] In one possible implementation, the correction coefficient determination module 501 is used to determine the road correction coefficient corresponding to the road information and the environment correction coefficient corresponding to the environment information. The road correction coefficient and the environment correction coefficient are then fused to obtain the first threshold correction coefficient for the vehicle.

[0138] In one possible implementation, the road information includes road slope, and the environmental information includes atmospheric pressure and ambient temperature. The correction coefficient determination module 501 is used to determine the road correction coefficient based on the road slope. A corresponding first environmental correction coefficient is determined based on the atmospheric pressure, and a corresponding second environmental correction coefficient is determined based on the ambient temperature. The first environmental correction coefficient and the second environmental correction coefficient are then fused to obtain the final environmental correction coefficient.

[0139] In one possible implementation, the control module 503 is configured to determine a state of charge difference based on the first current state of charge and the first target state of charge. If the state of charge difference is greater than or equal to the first mode switching threshold, the control module controls the vehicle to enter or remain in the power consumption mode. If the state of charge difference is less than the first mode switching threshold, the control module controls the vehicle to enter or remain in the charge maintenance mode.

[0140] In one possible implementation, the device further includes a state of charge determination module for acquiring the vehicle's operating parameters. Based on these operating parameters, the first target state of charge is determined.

[0141] In one possible implementation, the state of charge determination module is used to acquire at least two of the vehicle's real-time driving mode, navigation route information, and ambient temperature. Based on the vehicle's real-time driving mode, navigation route information, and ambient temperature, the current operating condition of the vehicle is determined. A first target state of charge matching the current operating condition is then determined.

[0142] In one possible implementation, the state of charge determination module is further configured to replace the first target state of charge with a virtual target state of charge when the first current state of charge is less than the second state of charge threshold, so that the vehicle enters or remains in the charge maintenance mode, wherein the virtual target state of charge is greater than the first current state of charge.

[0143] In one possible implementation, the device further includes a start-up module for determining, in response to a start-up command for the fuel cell, whether the fuel cell is in a cold-start state based on the fuel cell's coolant temperature, minimum battery temperature, and a second current state of charge of the power battery. If the fuel cell is in a cold-start state, the fuel cell is started, and the heating power of the fuel cell's heater is determined. The heater is controlled using this heating power to heat the fuel cell.

[0144] In one possible implementation, the start-up module is configured to determine that the fuel cell is in a cold-start state when the coolant temperature is below a first temperature threshold, the minimum battery temperature is below a second temperature threshold, and the second current state of charge is greater than the first state of charge threshold. Otherwise, it determines that the fuel cell is not in a cold-start state.

[0145] In one possible implementation, the start-up module is configured to continuously acquire the net output power of the fuel cell and the real-time total power consumption of the vehicle's high-voltage components when the fuel cell is in a cold start state. Based on the net output power and the real-time total power consumption, the heating power of the heater is dynamically determined.

[0146] In one possible implementation, the startup module is configured to determine the difference between the net output power and the real-time total power consumption as the heating power when the net output power is greater than the real-time total power consumption; and to determine a preset power as the heating power when the net output power is less than or equal to the real-time total power consumption.

[0147] In one possible implementation, the correction module 502 is further configured to increase the first mode switching threshold when the fuel cell is in a cold start state or the vehicle's power demand is consistently greater than a first power threshold. When the vehicle's power demand is consistently lower than a second power threshold, the first mode switching threshold is decreased, where the first power threshold is greater than the second power threshold.

[0148] In one possible implementation, the correction module 502 is further configured to determine a threshold increment based on the real-time heating power of the heater when the fuel cell is in a cold start state or the vehicle's power demand continuously exceeds a first power threshold. The first mode switching threshold is then added to the threshold increment to obtain an improved first mode switching threshold.

[0149] In one possible implementation, the control module 503 is further configured to control the heater to stop heating the fuel cell when the coolant temperature is greater than a first temperature threshold and the minimum battery temperature is greater than a second temperature threshold.

[0150] In one possible implementation, the device further includes an adjustment module, configured to simultaneously execute a first adjustment operation and a second adjustment operation based on the real-time ambient temperature. The first adjustment operation involves adjusting a first mode switching threshold based on the real-time ambient temperature to make a mode switching decision based on the adjusted first mode switching threshold. The second adjustment operation involves adjusting the heating power based on the real-time ambient temperature. The magnitude and direction of the first and second adjustment operations are associated with a preset coordination rule.

[0151] It should be noted that the vehicle mode switching device provided in the above embodiments is only illustrated by the division of the above functional modules when switching modes. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle mode switching device and the vehicle mode switching method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0152] This application also provides a vehicle. Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0153] Typically, vehicle 600 includes one or more processors 601 and one or more memories 602.

[0154] Processor 601 may include one or more processing cores, such as a quad-core processor, a hexa-core processor, etc. Processor 601 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 601 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 601 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 601 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0155] The memory 602 may include one or more computer-readable storage media, which may be non-transitory. The memory 602 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 602 are used to store at least one computer program, which is executed by the processor 601 to implement the vehicle mode switching method provided in the method embodiments of this application.

[0156] Those skilled in the art will understand that Figure 6 The structure shown does not constitute a limitation on vehicle 600 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0157] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle mode switching method provided in the above embodiments.

[0158] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle mode switching method provided in the above embodiment.

[0159] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a vehicle mode switching method provided in the above embodiment.

[0160] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0161] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0162] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0163] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle mode switching method, characterized in that, The method includes: Based on road information and environmental information of the road where the vehicle is located, a first threshold correction coefficient for the vehicle is determined. The vehicle is equipped with a fuel cell and a power battery. The initial mode switching threshold of the vehicle is corrected using the first threshold correction coefficient to obtain the first mode switching threshold of the vehicle. Based on the first current state of charge, the first target state of charge, and the first mode switching threshold of the power battery, the vehicle is controlled to switch between power consumption mode and charge maintenance mode.

2. The method according to claim 1, characterized in that, The determination of the first threshold correction coefficient for the vehicle based on road information and environmental information of the surrounding environment includes: Determine the road correction coefficient corresponding to the road information and the environmental correction coefficient corresponding to the environmental information; The road correction coefficient and the environmental correction coefficient are fused to obtain the first threshold correction coefficient for the vehicle.

3. The method according to claim 2, characterized in that, The road information includes road slope, and the environmental information includes atmospheric pressure and ambient temperature. Determining the road correction factor corresponding to the road information and the environmental correction factor corresponding to the environmental information includes: The road correction coefficient is determined based on the road slope; A first environmental correction factor is determined based on the atmospheric pressure, and a second environmental correction factor is determined based on the ambient temperature. The first environmental correction coefficient and the second environmental correction coefficient are fused together to obtain the environmental correction coefficient.

4. The method according to claim 1, characterized in that, The step of controlling the vehicle to switch between power consumption mode and charge maintenance mode based on the first current state of charge, the first target state of charge, and the first mode switching threshold of the power battery includes: Based on the first current state of charge and the first target state of charge, determine the state of charge difference; If the state of charge difference is greater than or equal to the first mode switching threshold, the vehicle is controlled to enter or remain in the power consumption mode. If the difference in state of charge is less than the first mode switching threshold, the vehicle is controlled to enter or remain in the charge maintenance mode.

5. The method according to claim 1, characterized in that, The method for determining the first target state of charge includes: Obtain at least two of the following: the vehicle's real-time driving mode, navigation route information, and ambient temperature; The current operating condition of the vehicle is determined based on at least two of the vehicle's real-time driving mode, navigation route information, and ambient temperature. Determine the first target state of charge that matches the current operating condition.

6. The method according to claim 1, characterized in that, Before determining the first threshold correction coefficient for the vehicle based on road information and environmental information of the surrounding environment, the method further includes: In response to a start command for the fuel cell, the system determines whether the fuel cell is in a cold start state based on the coolant temperature of the fuel cell, the minimum battery temperature, and the second current state of charge of the power battery. When the fuel cell is in a cold start state, start the fuel cell and determine the heating power of the fuel cell heater; The heater is controlled by the heating power to heat the fuel cell.

7. The method according to claim 6, characterized in that, Determining whether the fuel cell is in a cold start state based on the coolant temperature of the fuel cell, the minimum temperature of the battery, and the second current state of charge of the power battery includes: When the coolant temperature is lower than a first temperature threshold, the battery minimum temperature is lower than a second temperature threshold, and the second current state of charge is greater than the first state of charge threshold, the fuel cell is determined to be in a cold start state. Otherwise, it is determined that the fuel cell is not in a cold start state.

8. The method according to claim 6, characterized in that, The method further includes: When the fuel cell is in a cold start state or the vehicle's power demand continuously exceeds a first power threshold, the first mode switching threshold is increased. If the vehicle's required power remains below the second power threshold, the first mode switching threshold is reduced, where the first power threshold is greater than the second power threshold.

9. The method according to claim 6, characterized in that, The method further includes: Based on the real-time ambient temperature, execute the first adjustment operation and the second adjustment operation simultaneously; The first adjustment operation is as follows: adjusting the first mode switching threshold based on the real-time ambient temperature, so as to make a mode switching decision based on the adjusted first mode switching threshold; The second adjustment operation is to adjust the heating power based on the real-time ambient temperature; The magnitude and direction of the first adjustment operation and the second adjustment operation are associated according to a preset coordination rule.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the vehicle mode switching method as described in any one of claims 1 to 9.

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