Fuel cell power distribution methods, devices, vehicles and storage media

Abstract

This application relates to the field of vehicle technology, and in particular to a fuel cell power allocation method, device, vehicle, and storage medium. The method includes: determining whether the vehicle is in a superstructure operation condition; if the vehicle is in a superstructure operation condition, obtaining the vehicle's current total power demand, the current state of charge of the power battery, and the change in total power demand, and determining a power correction value based on the current state of charge and the change in total power demand; obtaining the target output power of the fuel cell based on the power correction value and a preset base power value, and obtaining the target output power of the power battery based on the current total power demand and the target output power of the fuel cell. This solves the problem in related technologies where the power demand differences of sanitation vehicles during driving and operation are not fully considered, easily leading to frequent load changes and start-stop cycles of the fuel cell, seriously damaging its lifespan and efficiency, and achieving real-time optimal power allocation.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a fuel cell power distribution method, device, vehicle, and storage medium. Background Technology

[0002] In related technologies, sanitation vehicles are generally based on feedforward plus proportional-integral-derivative (PID) control. The system calculates the vehicle's required power based on the current vehicle speed and accelerator pedal opening, or the current vehicle speed and brake pedal opening, and then determines the fuel cell output power and the power battery output power based on the vehicle's required power.

[0003] However, the power allocation strategies in related technologies have failed to fully consider the differences in power requirements of sanitation vehicles during driving and operation. For example, if the fuel cell is allowed to directly respond to pulsating loads during sanitation vehicle operation, it will lead to frequent load changes and start-stop cycles, severely damaging its lifespan and efficiency, which urgently needs to be addressed. Summary of the Invention This application provides a fuel cell power distribution method, device, vehicle, and storage medium to solve the problem in related technologies that fail to fully consider the differences in power demand of sanitation vehicles during driving and operation, which easily leads to frequent load changes and start-stop cycles of fuel cells, seriously damaging their lifespan and efficiency, and achieves real-time optimal power distribution.

[0004] To achieve the above objectives, the first aspect of this application proposes a fuel cell power distribution method, comprising the following steps: Determine whether the vehicle is in the process of operating the superstructure; If the vehicle is in the working condition of the superstructure, the current total power demand of the vehicle, the current state of charge of the power battery and the change value of the total power demand are obtained, and the power correction value is determined based on the current state of charge and the change value of the total power demand. The target output power of the fuel cell is obtained based on the power correction value and the preset base power value, and the target output power of the power battery is obtained based on the current total power demand and the target output power of the fuel cell.

[0005] According to one embodiment of this application, determining the power correction value based on the current state of charge and the change in total power demand includes: Determine the current state of charge range and determine the current power demand change trend based on the total power demand change value; Based on the state of charge range, a power correction strategy is determined according to the current power demand change trend, and the power correction value is obtained according to the power correction strategy.

[0006] According to one embodiment of this application, the state of charge interval is a first interval, and the step of determining a power correction strategy based on the current power demand change trend according to the state of charge interval, and obtaining the power correction value according to the power correction strategy, includes: If the current power demand change trend is a preset growth trend, then the first correction value is used as the power correction value; If the current power demand change trend is a preset stable mode or a preset downward trend, then the second correction value is used as the power correction value, wherein the second correction value is less than the first correction value.

[0007] According to one embodiment of this application, the state of charge interval is a second interval, and the step of determining a power correction strategy based on the current power demand change trend according to the state of charge interval, and obtaining the power correction value according to the power correction strategy, includes: If the current power demand change trend is a preset growth trend, then the third correction value will be used as the power correction value; If the current power demand change trend is a preset stable mode, then the fourth correction value will be used as the power correction value; If the current power demand change trend is a preset downward trend, then the fifth correction value will be used as the power correction value; Wherein, the fourth correction value is less than the third correction value, the fifth correction value is less than the fourth correction value, and the lower limit of the second interval is greater than the upper limit of the first interval.

[0008] According to one embodiment of this application, the state of charge interval is a third interval, and determining the power correction value based on the state of charge interval and the power change interval includes: If the current power demand change trend is a preset growth trend, then the sixth correction value will be used as the power correction value; If the current power demand change trend is a preset stable mode or a preset downward trend, then the seventh correction value will be used as the power correction value. Wherein, the sixth correction value is greater than the seventh correction value, and the lower limit of the third interval is greater than the upper limit of the second interval.

[0009] According to one embodiment of this application, the first correction value is the largest, the second correction value and the third correction value are equal, the fourth correction value and the sixth correction value are equal, and the fifth correction value and the seventh correction value are equal.

[0010] According to one embodiment of this application, determining whether the vehicle is in the upper structure operation condition includes: Obtain the current speed of the vehicle; Determine whether the current vehicle speed is less than the preset vehicle speed, and whether the vehicle is in the upper structure starting state; If the current vehicle speed is less than the preset vehicle speed, and the vehicle is in the superstructure startup state, then the vehicle is determined to be in the superstructure operation condition.

[0011] According to the fuel cell power allocation method proposed in this application, when the vehicle is in the operation mode of the superstructure, the target output power of the fuel cell is obtained based on the current state of charge, the change in total power demand, and the preset base power value. The target output power of the power battery is then obtained based on the current total power demand and the target output power of the fuel cell. This solves the problem in related technologies where the varying power demands of sanitation vehicles during driving and operation are not adequately considered, which easily leads to frequent load changes and start-stop cycles of the fuel cell, severely damaging its lifespan and efficiency. Real-time optimal power allocation is thus achieved.

[0012] To achieve the above objectives, a second aspect of this application provides a fuel cell power distribution device, comprising: The judgment module determines whether the vehicle is in the upper structure operation condition; The acquisition module, if the vehicle is in the upper structure operation condition, acquires the vehicle's current total power demand, the current state of charge of the power battery, and the change value of the total power demand, and determines the power correction value based on the current state of charge and the change value of the total power demand. The allocation module obtains the target output power of the fuel cell based on the power correction value and the preset base power value, and obtains the target output power of the power battery based on the current total power demand and the target output power of the fuel cell.

[0013] According to one embodiment of this application, the acquisition module is specifically used for: Determine the current state of charge range and determine the current power demand change trend based on the total power demand change value; Based on the state of charge range, a power correction strategy is determined according to the current power demand change trend, and the power correction value is obtained according to the power correction strategy.

[0014] According to one embodiment of this application, when the state of charge interval is a first interval, the acquisition module is specifically used for: If the current power demand change trend is a preset growth trend, then the first correction value is used as the power correction value; If the current power demand change trend is a preset stable mode or a preset downward trend, then the second correction value is used as the power correction value, wherein the second correction value is less than the first correction value.

[0015] According to one embodiment of this application, when the state of charge interval is a second interval, the acquisition module is specifically used for: If the current power demand change trend is a preset growth trend, then the third correction value will be used as the power correction value; If the current power demand change trend is a preset stable mode, then the fourth correction value will be used as the power correction value; If the current power demand change trend is a preset downward trend, then the fifth correction value will be used as the power correction value; Wherein, the fourth correction value is less than the third correction value, the fifth correction value is less than the fourth correction value, and the lower limit of the second interval is greater than the upper limit of the first interval.

[0016] According to one embodiment of this application, when the state of charge interval is the third interval, the acquisition module is specifically used for: If the current power demand change trend is a preset growth trend, then the sixth correction value will be used as the power correction value; If the current power demand change trend is a preset stable mode or a preset decreasing trend, then the seventh correction value will be used as the power correction value. Wherein, the sixth correction value is greater than the seventh correction value, and the lower limit of the third interval is greater than the upper limit of the second interval.

[0017] According to one embodiment of this application, the first correction value is the largest, the second correction value and the third correction value are equal, the fourth correction value and the sixth correction value are equal, and the fifth correction value and the seventh correction value are equal.

[0018] According to one embodiment of this application, the determining module is specifically used for: Obtain the current speed of the vehicle; Determine whether the current vehicle speed is less than the preset vehicle speed, and whether the vehicle is in the upper structure starting state; If the current vehicle speed is less than the preset vehicle speed, and the vehicle is in the superstructure startup state, then the vehicle is determined to be in the superstructure operation condition.

[0019] According to the fuel cell power distribution device proposed in this application, when the vehicle is in the operation mode of the superstructure, the target output power of the fuel cell is obtained based on the current state of charge, the change in total power demand, and the preset base power value. The target output power of the power battery is then obtained based on the current total power demand and the target output power of the fuel cell. This solves the problem in related technologies where the varying power demands of sanitation vehicles during driving and operation are not adequately considered, which easily leads to frequent load changes and start-stop cycles of the fuel cell, severely damaging its lifespan and efficiency. Real-time optimal power distribution is thus achieved.

[0020] To achieve the above objectives, a third aspect of this application provides a vehicle comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the fuel cell power distribution method as described in the above embodiments.

[0021] To achieve the above objectives, a fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the fuel cell power distribution method as described in the above embodiments.

[0022] To achieve the above objectives, a fifth aspect of this application provides a computer program product, which, when executed by a processor, implements the fuel cell power distribution method as described in the above embodiments.

[0023] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0024] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a fuel cell power distribution method provided according to an embodiment of this application; Figure 2 This is a flowchart of a method for determining a power correction value according to an embodiment of this application; Figure 3 This is a block diagram of a fuel cell sanitation vehicle system according to an embodiment of this application; Figure 4 This is a flowchart of a fuel cell power distribution method according to an embodiment of this application; Figure 5 This is a block diagram of a fuel cell power distribution device provided according to an embodiment of this application; Figure 6 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0025] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0026] The following description, with reference to the accompanying drawings, outlines a fuel cell power distribution method, apparatus, vehicle, and storage medium according to embodiments of this application. First, the fuel cell power distribution method according to embodiments of this application will be described with reference to the accompanying drawings.

[0027] Figure 1 This is a flowchart of a fuel cell power distribution method according to an embodiment of this application.

[0028] like Figure 1 As shown, the fuel cell power distribution method includes the following steps: In step S101, it is determined whether the vehicle is in the upper structure operation condition.

[0029] Optionally, in some embodiments, determining whether the vehicle is in the superstructure operation condition includes: obtaining the current speed of the vehicle; determining whether the current vehicle speed is less than a preset vehicle speed and whether the vehicle is in the superstructure startup state; if the current vehicle speed is less than the preset vehicle speed and the vehicle is in the superstructure startup state, then the vehicle is determined to be in the superstructure operation condition.

[0030] The "superstructure operation mode" generally refers to the state in which the vehicle is under load to complete a specific task. Compared to the power consumption of the normal operation mode, which only needs to maintain driving or low-load operation, the power consumption of the vehicle is higher when the superstructure is in operation mode. The vehicle's current speed refers to the vehicle's speed at the current moment. The preset speed can be a speed pre-set by the user, a speed obtained through a limited number of experiments, or a speed obtained through a limited number of computer simulations. The superstructure startup status refers to whether the vehicle's superstructure, i.e., the main working device or functional part of the vehicle, has been started and is ready to operate.

[0031] Specifically, this application embodiment needs to determine whether the vehicle is in the superstructure operation condition: based on the vehicle's sensing system continuously monitoring the vehicle signal and obtaining the vehicle's current speed in real time; determine whether the vehicle's current speed is less than a preset speed, which needs to be calibrated in conjunction with the vehicle's operation type, such as the preset speed for sanitation vehicles, which is usually less than 5 km / h; further, determine whether the superstructure system is in the start state; if the current speed is less than the preset speed and the vehicle is in the superstructure start state, determine that the vehicle is in the superstructure operation condition.

[0032] In step S102, if the vehicle is in the superstructure operation condition, the current total power demand of the vehicle, the current state of charge of the power battery and the change value of the total power demand are obtained, and the power correction value is determined based on the current state of charge and the change value of the total power demand.

[0033] The vehicle's current total power demand refers to the total electrical power required by the vehicle to maintain its basic driving operation and the special operation of the superstructure equipment.

[0034] Specifically, embodiments of this application monitor the vehicle's current total power demand P in real time. total Real-time state of charge (SOC) of the power battery and the change in total power demand ΔP req The power correction value ΔP is determined based on the current state of charge and the change in total power demand. fc .

[0035] Furthermore, the change in total power demand ΔP req It refers to the difference between the current total power demand of the vehicle and the total power demand at the previous moment within a preset time interval, which is used to reflect the fluctuation range of power demand when the vehicle is performing superstructure operations.

[0036] Optionally, in some embodiments, determining a power correction value based on the current state of charge and the change in total demand power includes: determining the state of charge interval in which the current state of charge is located, and determining the current power demand change trend based on the change in total demand power; determining a power correction strategy based on the state of charge interval and the current power demand change trend, and obtaining a power correction value based on the power correction strategy.

[0037] Optionally, in some embodiments, the state of charge interval is a first interval. Based on the state of charge interval, a power correction strategy is determined according to the current power demand change trend, and a power correction value is obtained according to the power correction strategy, including: if the current power demand change trend is a preset growth trend, then the first correction value is used as the power correction value; if the current power demand change trend is a preset stable mode or a preset downward trend, then the second correction value is used as the power correction value, wherein the second correction value is less than the first correction value.

[0038] The first interval can be a user-defined interval, an interval obtained through a finite number of experiments, or an interval obtained through a finite number of computer simulations. The first correction value and the second correction value can be user-defined values, values ​​obtained through a finite number of experiments, or values ​​obtained through a finite number of computer simulations.

[0039] Specifically, in this embodiment, the power correction value is determined based on the current state of charge (SOC) range and the change in total power demand. If the current SOC range of the power battery is the first range (e.g., SOC < 30%), it indicates that the current battery charge is low. If the change in total power demand ΔP reqIf the value is positive, it indicates that the current power demand trend is a preset growth trend, in which case the fuel cell needs to significantly increase its power to cope with the peak and charge the power battery. The power correction value is the first correction value. If the total power demand change value is 0, it indicates that the current power demand trend is a preset stable mode. If the total power demand change value is negative, it indicates that the current power demand trend is a preset downward trend. Although the current power demand trend is a preset stable mode or a preset downward trend, the power battery has a low charge level, so the power of the fuel cell needs to be slightly increased to charge the power battery and prevent it from being depleted. The power correction value is the second correction value.

[0040] Optionally, in some embodiments, the state of charge interval is a second interval. Based on the state of charge interval, a power correction strategy is determined according to the current power demand change trend, and a power correction value is obtained according to the power correction strategy, including: if the current power demand change trend is a preset growth trend, then a third correction value is used as the power correction value; if the current power demand change trend is a preset stable mode, then a fourth correction value is used as the power correction value; if the current power demand change trend is a preset decline trend, then a fifth correction value is used as the power correction value; wherein, the fourth correction value is less than the third correction value, the fifth correction value is less than the fourth correction value, and the lower limit of the second interval is greater than the upper limit of the first interval.

[0041] The second interval can be a user-preset interval, an interval obtained through a finite number of experiments, or an interval obtained through a finite number of computer simulations. The lower limit of the second interval is greater than the upper limit of the first interval. The third, fourth, and fifth correction values ​​can be user-preset values, values ​​obtained through a finite number of experiments, or values ​​obtained through a finite number of computer simulations. The fourth correction value is less than the third correction value, and the fifth correction value is less than the fourth correction value.

[0042] Specifically, if the current state of charge (SOC) falls within the second range (e.g., 30% ≤ SOC ≤ 60%), it indicates that the battery capacity is moderate. If the total power demand change value ΔP req A positive value indicates that the current power demand trend is a preset growth trend, requiring the fuel cell to slightly increase its power to help the power battery cope with the power growth pressure. The power correction value is the third correction value. If the total power demand change value is 0, it indicates that the current power demand trend is a preset stable mode, the current state is ideal, and no power adjustment is needed to maintain the efficient and stable operation of the battery. The power correction value is the fourth correction value. If the total power demand change value is negative, it indicates that the current power demand trend is a preset decline trend, requiring the fuel cell to slightly reduce its power to avoid overcharging the power battery. The power correction value is the fifth correction value.

[0043] Optionally, in some embodiments, the state of charge interval is a third interval, and the power correction value is determined based on the state of charge interval and the power change interval, including: if the current power demand change trend is a preset growth trend, then the sixth correction value is used as the power correction value; if the current power demand change trend is a preset stable mode or a preset downward trend, then the seventh correction value is used as the power correction value; wherein, the sixth correction value is greater than the seventh correction value, and the lower limit of the third interval is greater than the upper limit of the second interval.

[0044] Optionally, in some embodiments, the first correction value is the largest, the second and third correction values ​​are equal, the fourth and sixth correction values ​​are equal, and the fifth and seventh correction values ​​are equal.

[0045] The third interval can be a user-defined interval, an interval obtained through a finite number of experiments, or an interval obtained through a finite number of computer simulations. The lower limit of the third interval is greater than the upper limit of the second interval. The sixth and seventh correction values ​​can be user-defined values, values ​​obtained through a finite number of experiments, or values ​​obtained through a finite number of computer simulations.

[0046] Specifically, if the current state of charge (SOC) is in the third range (e.g., SOC > 60%), it indicates that the battery has a high charge level. If the total power demand change value ΔP req A positive value indicates that the current power demand trend is a preset growth trend, with the power battery providing peak power first, and the fuel cell requiring no action; the power correction value is the sixth correction value. If the total power demand change value is 0, it indicates that the current power demand trend is a preset stable mode, requiring a slight reduction in the fuel cell's power to consume the power battery's charge and return it to the ideal range; the power correction value is the seventh correction value. If the total power demand change value is negative, it indicates that the current power demand trend is a preset decline trend, requiring a slight reduction in the fuel cell's power, prioritizing the use of the power battery's energy; the power correction value is the seventh correction value.

[0047] It should be noted that the first correction value is the largest, which is +ΔP. fc-big The second and third correction values ​​are equal, which is +ΔP. fc-small The fourth and sixth correction values ​​are equal, both being 0; the fifth and seventh correction values ​​are equal, both being -ΔP. fc-small Although there are nine conditions for determining the power correction value, only four power correction values ​​are output. This is to ensure that the fuel cell does not frequently change loads, thus extending its lifespan, and to minimize ΔP. fc-big and ΔP fc-small The value is set by the manufacturer.

[0048] In summary, to facilitate a better understanding of the power correction value determination method proposed in the embodiments of this application by those skilled in the art, the following is a detailed explanation in conjunction with Table 1 and... Figure 2 Further explanation is needed.

[0049] As described in Table 1, Table 1 is a table of determination criteria for power correction values ​​provided according to an embodiment of this application.

[0050] Table 1

[0051] like Figure 2 As shown, Figure 2 This is a flowchart of a method for determining a power correction value according to an embodiment of this application. The method includes the following steps: S201, Begin.

[0052] S202, Input power battery SOC, total power demand change value ΔP req .

[0053] S203, determine whether SOC < 30% and ΔP req If the value is >0, then the power correction value is +ΔP. fc-big Otherwise, proceed to step S204.

[0054] S204, determine whether SOC < 30% and ΔP req =0, if so, then the power correction value is +ΔP fc-small Otherwise, proceed to step S205.

[0055] S205, determine whether SOC < 30% and ΔP req <0, if so, the power correction value is +ΔP fc-small Otherwise, proceed to step S206.

[0056] S206, determine whether 30%≤SOC≤60% and ΔP req If the value is >0, then the power correction value is +ΔP. fc-small Otherwise, proceed to step S207.

[0057] S207, determine whether 30%≤SOC≤60% and ΔP req =0, if so, the power correction value is 0; otherwise, proceed to step S208.

[0058] S208, determine whether 30%≤SOC≤60% and ΔP req <0, if so, the power correction value is -ΔP fc-small Otherwise, proceed to step S209.

[0059] S209, determine whether SOC > 60% and ΔP req If the value is >0, then the power correction value is 0; otherwise, proceed to step S210.

[0060] S210, determine whether SOC > 60% and ΔP req ≤0, if so, the power correction value is -ΔP fc-small .

[0061] In step S103, the target output power of the fuel cell is obtained based on the power correction value and the preset base power value, and the target output power of the power battery is obtained based on the current total power demand and the target output power of the fuel cell.

[0062] The preset base power value can be a value set by the user, a value obtained through a limited number of experiments, or a value obtained through a limited number of computer simulations.

[0063] Specifically, when the vehicle enters operating conditions, in order to protect the fuel cell from drastically fluctuating loads, this embodiment of the application requires setting a basic power value P for the fuel cell. fc-base (e.g., 30kW). The target output power of the fuel cell is: ; Among them, P fc-targ For the target output power of the fuel cell, P fc-base ΔP represents the base power value of the fuel cell. fc This is the power correction value.

[0064] Among them, P fc-base and P fc-targ It operates within a high-efficiency range, ensuring stable operation of the fuel cell while delivering high-efficiency output.

[0065] Furthermore, the formula for calculating the target output power of the power battery is as follows: ; Among them, P batt P is the target output power of the power battery. total This represents the total power demand.

[0066] Among them, P batt A positive value indicates that the power battery needs to provide energy to the vehicle system, while a negative value indicates that the power battery needs to absorb excess energy from the vehicle system.

[0067] Specifically, when a power peak occurs (such as when vehicle-mounted equipment starts up, causing a sudden increase in load demand, resulting in the total demand power exceeding the current output capacity of the fuel cell, i.e., P...), battWhen the power output is greater than 0, the power battery will immediately start the discharge mode to quickly make up for the power gap and achieve power "peak reduction"; when the vehicle load demand decreases, causing the target output power of the fuel cell to have a surplus, the power battery will quickly switch to the charging mode (i.e., P). batt <0), absorbing this excess energy to avoid energy waste and complete the "valley filling" of power; when the target output power of the fuel cell can exactly match the power demand of all loads of the vehicle (i.e., P batt When the value is 0, the power battery does not need to perform charging and discharging operations and can remain in a standby and static state.

[0068] To facilitate a better understanding of the fuel cell power distribution method proposed in the embodiments of this application by those skilled in the art, the following is combined with... Figure 3 and Figure 4 Further explanation is needed.

[0069] like Figure 3 As shown, Figure 3 This is a block diagram of a fuel cell sanitation vehicle system 10 according to an embodiment of this application. As shown in the figure, the Vehicle Control Unit (VCU) serves as the control center of the entire system and is responsible for executing the fuel cell power distribution method of this embodiment. The VCU receives the total power demand P from the load. total In addition, status feedback data from the fuel cell control unit (FCU) and the battery management system (BMS) are used to identify operating conditions and determine the total power demand change value ΔP. req The calculation of SOC (State of Charge) determines the power allocation strategy adapted to real-time operating conditions, and simultaneously issues the target power (PC) of the fuel cell to the FCU. fc-targ ) commands and issuing battery power demand (P) to the BMS batt The FCU receives commands from the VCU and precisely controls the fuel cell stack to output power in a stable and efficient manner. Simultaneously, it feeds back the actual output power value (Pfc-actual) of the fuel cell to the VCU, providing data support for the VCU's real-time calculations. The BMS, as the only power regulation unit in the system, receives commands from the VCU and performs peak shaving and valley filling functions. It also feeds back the state of charge of the power battery to the VCU in real time, providing crucial information for the dynamic adjustment of the upper-level power distribution strategy. The load, composed of the drive motor and the superstructure system, is an energy consumption module within the system. The high-voltage power distribution module is responsible for the rational distribution of electrical energy output from the fuel cell and power battery, while also playing a protective role in ensuring the system's electrical safety. This achieves coordinated operation between modules, ensuring the stable operation of the entire vehicle's energy system.

[0070] Therefore, an energy control system of "operating condition identification → mode decision → adaptive coordination" is adopted: based on real-time sensor data, the current operating status and working mode of the vehicle are identified; a macro-energy distribution strategy is formulated according to the identified operating conditions and battery status to determine the target operating point of the fuel cell; based on the macro-instructions of the decision layer, the output energy of the fuel cell and power battery is adjusted to achieve real-time optimal power distribution.

[0071] like Figure 4 As shown, Figure 4 This is a flowchart of a fuel cell power distribution method according to an embodiment of this application, the method including the following steps: S401, Start operating power distribution.

[0072] S402 reads real-time vehicle signals such as vehicle speed, superstructure status, and required power.

[0073] S403, determine whether the vehicle's current speed is less than or equal to 5 km / h and the superstructure has started. If so, proceed to step S405; otherwise, proceed to step S404. S404, Exiting the operation mode logic, ending.

[0074] S405 sets the basic target power value for the fuel cell and places it in the high-efficiency region.

[0075] S406, input the current battery SOC value and the total power demand change value.

[0076] S407, the logic controller, determines the power correction value.

[0077] S408, Input fuel cell power correction value.

[0078] S409, calculate the final target power of the fuel cell.

[0079] S410 sends a command to the FCU to control the fuel cell to output power according to the target power.

[0080] S411, the fuel cell operates smoothly and efficiently, and proceeds to step S420.

[0081] S412 monitors total power demand in real time.

[0082] S413, calculate the required output power of the power battery.

[0083] S414 sends commands to the BMS to control battery discharge or charging.

[0084] S415, determine whether the target power of the power battery is greater than 0. If it is, proceed to step S416; otherwise, proceed to step S417.

[0085] S416, the load demand suddenly increases, the power battery discharges to make up for the power gap, and step S420 is executed.

[0086] S417. Determine whether the target power of the power battery is less than 0. If yes, proceed to step S418; otherwise, proceed to step S419.

[0087] S418, the load demand suddenly decreases, the excess energy is absorbed by the power battery charging, and step S420 is executed.

[0088] S419, the target power of the power battery is 0, the output of the fuel cell meets the load requirements, the power battery does not need to operate, and step S420 is executed.

[0089] The S420 together meet the power requirements of the load (drive motor + superstructure system).

[0090] As a result, the fuel cell always operates in a stable and efficient state, serving as a stable base load power source and free from load pulsation impacts; the power battery fully utilizes its high power density and fast response characteristics, acting as a dynamic power buffer to bear all power fluctuations, cope with load pulsations, and achieve peak shaving and valley filling; whether the vehicle uses a drive motor or an upper structure work motor, its power requirements are met, ensuring operational efficiency.

[0091] According to the fuel cell power allocation method proposed in this application, when the vehicle is in the operation mode of the superstructure, the target output power of the fuel cell is obtained based on the current state of charge, the change in total power demand, and the preset base power value. The target output power of the power battery is then obtained based on the current total power demand and the target output power of the fuel cell. This solves the problem in related technologies where the varying power demands of sanitation vehicles during driving and operation are not adequately considered, which easily leads to frequent load changes and start-stop cycles of the fuel cell, severely damaging its lifespan and efficiency. Real-time optimal power allocation is thus achieved.

[0092] Next, the fuel cell power distribution device proposed according to the embodiments of this application is described with reference to the accompanying drawings.

[0093] Figure 5 This is a block diagram of a fuel cell power distribution device according to an embodiment of this application.

[0094] like Figure 5 As shown, the fuel cell power distribution device 20 includes: a judgment module 100, an acquisition module 200, and a distribution module 300.

[0095] Among them, the judgment module 100 determines whether the vehicle is in the upper structure operation condition; If the vehicle is in the upper structure operation condition, the acquisition module 200 acquires the vehicle's current total power demand, the current state of charge of the power battery, and the change value of the total power demand, and determines the power correction value based on the current state of charge and the change value of the total power demand. The distribution module 300 obtains the target output power of the fuel cell based on the power correction value and the preset base power value, and obtains the target output power of the power battery based on the current total power demand and the target output power of the fuel cell.

[0096] According to one embodiment of this application, the acquisition module 200 is specifically used for: Determine the current state of charge range and determine the current power demand trend based on the total power demand change value; Based on the state of charge range, a power correction strategy is determined according to the current power demand change trend, and a power correction value is obtained based on the power correction strategy.

[0097] According to one embodiment of this application, when the state of charge interval is a first interval, the acquisition module is specifically used for: If the current power demand trend is a preset growth trend, then the first correction value will be used as the power correction value. If the current power demand trend is a preset stable mode or a preset downward trend, then the second correction value will be used as the power correction value, wherein the second correction value is less than the first correction value.

[0098] According to one embodiment of this application, when the state of charge interval is the second interval, the acquisition module 200 is specifically used for: If the current power demand trend is a preset growth trend, then the third correction value will be used as the power correction value. If the current power demand trend is a preset stable mode, then the fourth correction value will be used as the power correction value. If the current power demand trend is a preset downward trend, then the fifth correction value will be used as the power correction value. Among them, the fourth correction value is less than the third correction value, the fifth correction value is less than the fourth correction value, and the lower limit of the second interval is greater than the upper limit of the first interval.

[0099] According to one embodiment of this application, when the state of charge interval is the third interval, the acquisition module is specifically used for: If the current power demand trend is a preset growth trend, then the sixth correction value will be used as the power correction value. If the current power demand trend is a preset stable mode or a preset downward trend, then the seventh correction value will be used as the power correction value. Among them, the sixth correction value is greater than the seventh correction value, and the lower limit of the third interval is greater than the upper limit of the second interval.

[0100] According to one embodiment of this application, the first correction value is the largest, the second and third correction values ​​are equal, the fourth and sixth correction values ​​are equal, and the fifth and seventh correction values ​​are equal.

[0101] According to one embodiment of this application, the determination module 100 is specifically used for: Get the vehicle's current speed; Determine whether the current vehicle speed is less than the preset vehicle speed and whether the vehicle is in the upper structure starting state; If the current vehicle speed is less than the preset speed and the vehicle is in the superstructure startup state, then the vehicle is determined to be in the superstructure operation condition.

[0102] It should be noted that the foregoing explanation of the fuel cell power distribution method embodiment also applies to the fuel cell power distribution device of this embodiment, and will not be repeated here.

[0103] According to the fuel cell power distribution device proposed in this application, when the vehicle is in the operation mode of the superstructure, the target output power of the fuel cell is obtained based on the current state of charge, the change in total power demand, and the preset base power value. The target output power of the power battery is then obtained based on the current total power demand and the target output power of the fuel cell. This solves the problem in related technologies where the varying power demands of sanitation vehicles during driving and operation are not adequately considered, which easily leads to frequent load changes and start-stop cycles of the fuel cell, severely damaging its lifespan and efficiency. Real-time optimal power distribution is thus achieved.

[0104] Figure 6 This is a schematic diagram of a vehicle provided in an embodiment of the present invention. The vehicle may include: The memory 601, the processor 602, and the computer program stored on the memory 601 and capable of running on the processor 602.

[0105] When the processor 602 executes the program, it implements the fuel cell power distribution method provided in the above embodiments.

[0106] Furthermore, the vehicle also includes: Communication interface 603 is used for communication between memory 601 and processor 602.

[0107] The memory 601 is used to store computer programs that can run on the processor 602.

[0108] The memory 601 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0109] If the memory 601, processor 602, and communication interface 603 are implemented independently, then the communication interface 603, memory 601, and processor 602 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0110] Optionally, in a specific implementation, if the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.

[0111] The processor 602 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of the present invention.

[0112] This invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described fuel cell power distribution method.

[0113] This application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps in any of the above-described fuel cell power distribution method embodiments.

[0114] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0115] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0116] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method of fuel cell power distribution, characterized by, Includes the following steps: Determine whether the vehicle is in the process of operating the superstructure; If the vehicle is in the working condition of the superstructure, the current total power demand of the vehicle, the current state of charge of the power battery and the change value of the total power demand are obtained, and the power correction value is determined based on the current state of charge and the change value of the total power demand. The target output power of the fuel cell is obtained based on the power correction value and the preset base power value, and the target output power of the power battery is obtained based on the current total power demand and the target output power of the fuel cell. The step of determining the power correction value based on the current state of charge and the change in total power demand includes: determining the state of charge interval in which the current state of charge is located, and determining the current power demand change trend based on the change in total power demand; determining a power correction strategy based on the state of charge interval and the current power demand change trend, and obtaining the power correction value based on the power correction strategy. The step of determining a power correction strategy based on the state of charge interval and the current power demand change trend, and obtaining the power correction value based on the power correction strategy, includes: if the state of charge interval is a first interval, when the current power demand change trend is a preset increasing trend, a first correction value is used as the power correction value; when the current power demand change trend is a preset stable mode or a preset decreasing trend, a second correction value is used as the power correction value, wherein the second correction value is less than the first correction value; if the state of charge interval is a second interval, when the current power demand change trend is a preset increasing trend, a third correction value is used as the power correction value; when the current power demand change trend is a preset stable mode, a third correction value is used as the power correction value; when the current power demand change trend is a preset stable mode, a second correction value is used as the power correction value; when the state of charge interval is a second interval, when the current power demand change trend is a preset increasing trend, a third correction value is used as the power correction value; when the current power demand change trend is a preset stable mode ... The fourth correction value is used as the power correction value. When the current power demand change trend is a preset downward trend, the fifth correction value is used as the power correction value. The fourth correction value is less than the third correction value, the fifth correction value is less than the fourth correction value, and the lower limit of the second interval is greater than the upper limit of the first interval. If the state of charge interval is the third interval, when the current power demand change trend is a preset upward trend, the sixth correction value is used as the power correction value. When the current power demand change trend is a preset stable mode or a preset downward trend, the seventh correction value is used as the power correction value. The sixth correction value is greater than the seventh correction value, and the lower limit of the third interval is greater than the upper limit of the second interval.

2. The method according to claim 1, characterized in that, The first correction value is the largest, the second and third correction values ​​are equal, the fourth correction value is equal to the sixth correction value, and the fifth correction value is equal to the seventh correction value.

3. The method according to claim 1, characterized in that, The determination of whether the vehicle is in the superstructure operation condition includes: Obtain the current speed of the vehicle; Determine whether the current vehicle speed is less than the preset vehicle speed, and whether the vehicle is in the upper structure starting state; If the current vehicle speed is less than the preset vehicle speed, and the vehicle is in the superstructure startup state, then the vehicle is determined to be in the superstructure operation condition.

4. A fuel cell power distribution device, characterized in that, include: The judgment module determines whether the vehicle is in the upper structure operation condition; The acquisition module, if the vehicle is in the upper structure operation condition, acquires the vehicle's current total power demand, the current state of charge of the power battery, and the change value of the total power demand, and determines the power correction value based on the current state of charge and the change value of the total power demand. The allocation module obtains the target output power of the fuel cell based on the power correction value and the preset base power value, and obtains the target output power of the power battery based on the current total power demand and the target output power of the fuel cell. The acquisition module is specifically used to: determine the state of charge interval in which the current state of charge is located, and determine the current power demand change trend based on the total power demand change value; determine a power correction strategy based on the state of charge interval and the current power demand change trend, and obtain the power correction value based on the power correction strategy; The acquisition module is specifically configured to: if the state of charge interval is a first interval, when the current power demand change trend is a preset increasing trend, use a first correction value as the power correction value; when the current power demand change trend is a preset stable mode or a preset decreasing trend, use a second correction value as the power correction value, wherein the second correction value is less than the first correction value; if the state of charge interval is a second interval, when the current power demand change trend is a preset increasing trend, use a third correction value as the power correction value; when the current power demand change trend is a preset stable mode, use a fourth correction value as the power correction value; and when the current power demand change trend is a preset stable mode, use a third correction value as the power correction value. When the demand change trend is a preset downward trend, the fifth correction value is used as the power correction value, wherein the fourth correction value is less than the third correction value, the fifth correction value is less than the fourth correction value, and the lower limit of the second interval is greater than the upper limit of the first interval; if the state of charge interval is the third interval, when the current power demand change trend is a preset upward trend, the sixth correction value is used as the power correction value; when the current power demand change trend is a preset stable mode or a preset downward trend, the seventh correction value is used as the power correction value, wherein the sixth correction value is greater than the seventh correction value, and the lower limit of the third interval is greater than the upper limit of the second interval.

5. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the fuel cell power distribution method as described in any one of claims 1-3.

6. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the fuel cell power distribution method as described in any one of claims 1-3.

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