Power distribution method and system for dual-fuel-cell engine vehicle

Abstract

The invention provides a dual-fuel cell engine vehicle power distribution method and system, and relates to the technical field of fuel cell control, and the method comprises the steps: if the total demand power of a whole vehicle is not less than two times of the single machine idle speed power, the total demand power is equally distributed to two fuel cell engine controllers; otherwise, only starting the single engine with better performance and distributing the total required power; judging the performance difference according to the power response states of the two engines, and if the performance difference is small, keeping a power equalization strategy; otherwise, recalculating and dynamically adjusting the required power of the two engines according to the performance difference; and executing performance recovery operation on the engine with poor performance, and if the performance cannot be recovered, executing total required power redistribution. According to the method, the actual performance of the two engines is compared, the demand power ratio is corrected, the performance of the engine with the poor performance is tried to be recovered in the mode of gradually improving the power, then the final demand power distribution method is determined according to the recovery state, the comprehensive efficiency is improved, and the failure rate is reduced.

Description

Technical Field

[0001] This invention relates to the field of fuel cell control technology, and in particular to a power distribution method and system for a dual fuel cell engine vehicle. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] In the application scenario of dual hydrogen fuel cell engines in vehicles, the power distribution strategy of the vehicle controller (VCU) directly affects the overall energy consumption of the vehicle and the working stability of the engine. The shortcomings of existing technologies in power distribution and performance control are particularly prominent.

[0004] Current mainstream technologies mostly distribute the calculated total power demand equally between the two engines, completely ignoring the actual performance differences between them. Especially after engines have been idle for a long time and have undergone frequent start-stop cycles, the efficiency deviation at the same power output will increase significantly. The engine with poorer performance is more likely to increase overall energy consumption due to its low efficiency, and may even cause malfunctions and shutdowns. Another technology uses the number of starts as the sole indicator of engine performance, starting engines in order of frequency and running them at minimum power, but ignores performance degradation caused by aging, fluctuations in operating conditions, and other factors, and cannot truly reflect the actual working state of the engine.

[0005] Meanwhile, existing technologies lack targeted performance recovery strategies. They neither attempt to improve the performance of underperforming engines through power load increases or proportional adjustments, nor do they possess quantifiable standards for judging performance differences, making it impossible to accurately identify the degree of engine performance deviation. Simply shutting down the faulty engine or maintaining a fixed power ratio after detecting a performance difference, using a fixed power adjustment scheme, is insufficient to ensure stable engine operation while meeting the overall vehicle power requirements, and also fails to restore the performance of the underperforming engine.

[0006] Furthermore, existing technologies do not dynamically adjust the power distribution method according to the actual situation of engine performance recovery. They cannot re-optimize the power ratio after performance recovery, nor can they make adaptive power distribution when performance cannot be recovered. This can easily lead to long-term high-load operation of a single engine, which accelerates aging and reduces the power redundancy of the entire vehicle. It is difficult to achieve a balance between improving the overall efficiency of the vehicle and preventing the engine from shutting down due to poor performance. Therefore, it cannot adapt to the actual operating requirements of dual fuel cell engine vehicles. Summary of the Invention

[0007] To address the aforementioned issues, this invention proposes a power distribution method and system for dual fuel cell engine vehicles. By dynamically adjusting the power distribution ratio, the method attempts to restore the performance of the underperforming engine and optimizes the power distribution ratio based on engine performance differences, thereby effectively improving the overall operating efficiency of the dual fuel cell engine vehicle.

[0008] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides a power distribution method for a dual fuel cell engine vehicle, comprising: If the total power demand of the vehicle is not less than twice the idle power of a single engine, the total power demand will be evenly distributed to the controllers of the two fuel cell engines; otherwise, only the single engine with better performance will be started and the total power demand will be distributed. The performance difference is determined based on the power response status of the two engines. If the performance difference is small, the power sharing strategy is maintained. Otherwise, the required power of the two engines is recalculated and dynamically adjusted based on the performance difference. For engines with poor performance, a performance recovery operation is performed. If recovery is not possible, a redistribution of total required power is performed.

[0009] As an alternative implementation method, the total power demand required for vehicle operation is calculated based on the current SOC and target SOC of the vehicle's power battery, combined with the vehicle's driving conditions.

[0010] As an alternative implementation, the power response state is specifically as follows: the total required power is evenly divided between the first engine and the second engine, and the individual voltages of the first engine and the second engine are recorded when their respective power reaches half of the total required power.

[0011] As an alternative implementation, the performance difference determination is specifically as follows: if the voltage of any one engine unit is higher than the voltage threshold of another engine unit, then the performance of that engine is determined to be superior to that of the other engine; otherwise, the performance difference between the two engines is determined to be small.

[0012] As an alternative implementation, the recalculation and dynamic adjustment of the power requirements of the two engines based on performance differences specifically includes: Reduce the power demand of the lower-performing engine to the idle power, while increasing the power demand of the higher-performing engine to the difference between the total power demand and the idle power. When the engine with poor performance can run at a stable idle power, its required power is gradually increased until the required power equals the sum of the idle power and the deviation power. At the same time, the required power of the engine with better performance is reduced until the required power equals the difference between the total required power, the idle power, and the deviation power. The deviation power is the difference between the total required power and twice the idle power, which increases from 0.

[0013] As an alternative implementation method, the performance recovery operation for the underperforming engine specifically includes: If the engine with poor performance can stably operate at half of the total required power while gradually increasing the required power, and the absolute value of the difference between the individual voltages of the two engines is less than or equal to the individual voltage threshold, then the engine performance is considered to have recovered.

[0014] As an alternative implementation, the total demand power redistribution specifically involves setting the demand power of the underperforming engine to (0.5-x)×P. 总 With P 怠速 The maximum value; the power requirement for the engine with better performance is set to (0.5+x)×P. 总 With P 额定 The maximum value; where x represents the performance difference, expressed as a percentage of the voltage difference between the two engine units; P 总 For the total power demand, P 怠速 For single-engine idle power, P 额定 This refers to the rated power of a single engine.

[0015] In a second aspect, the present invention provides a power distribution system for a dual fuel cell engine vehicle, comprising: The start-up quantity determination module is configured to, if the total power demand of the vehicle is not less than twice the idle power of a single engine, distribute the total power demand equally to the two fuel cell engine controllers; otherwise, only the single engine with better performance is started and the total power demand is distributed. The power pre-allocation module is configured to determine the performance difference based on the power response status of the two engines. If the performance difference is small, the power sharing strategy is maintained; otherwise, the required power of the two engines is recalculated and dynamically adjusted based on the performance difference. The performance recovery module is configured to perform a performance recovery operation on engines with poor performance, and if recovery is not possible, to perform a redistribution of total required power.

[0016] Thirdly, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps in the power distribution method for a dual fuel cell engine vehicle described in the first aspect.

[0017] Fourthly, the present invention provides a computer device, including 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 steps of the power distribution method for a dual fuel cell engine vehicle described in the first aspect.

[0018] Compared with the prior art, the beneficial effects of the present invention are as follows: (1) This invention achieves sustainable operation of the vehicle power system from two perspectives: reasonable power allocation and active performance recovery. First, it scientifically determines the single / dual engine start-up mode and completes the initial power allocation based on the total demand power threshold. Then, it accurately determines the performance difference through the engine response status and dynamically adjusts the power ratio. At the same time, it performs a gradual power increase recovery operation on the engine with poor performance and can also determine the final power allocation scheme based on the recovery status. This avoids failures caused by high-power operation of the poor-performing engine and allows the power allocation to match the actual performance of the engine, greatly improving the overall efficiency of dual-engine collaboration, reducing the failure downtime rate, and extending the service life of the engine, thus ensuring the stable, reliable, efficient, and energy-saving operation of the vehicle power system.

[0019] (2) Determine the performance difference and pre-allocate power to determine if there is a performance difference in the engine: This invention first determines single- or dual-engine start-up and pre-allocates power based on the threshold relationship between the total power demand of the vehicle and the idle power of a single engine. Then, it quantifies performance differences by analyzing engine power response status, replacing traditional methods of equal power distribution or judging performance by a single indicator. This accurately identifies the actual performance differences between the two engines, providing a scientific basis for power allocation. It avoids energy waste caused by blindly allocating power while ignoring performance differences, and can detect performance deviations in advance, providing precise direction for subsequent power adjustments and performance recovery. This improves the rationality of power allocation from the source and ensures the stability of the engine's initial operating state.

[0020] (3) Adjust the power requirements of the two engines to try to restore the performance of the underperforming engine: For engines identified as having poor performance, this invention attempts to restore performance by dynamically adjusting the power ratio of the two engines and gradually increasing power, rather than directly shutting them down or maintaining a fixed low power output. This strategy provides reasonable load-bearing recovery conditions for the underperforming engine while ensuring the overall power requirements of the vehicle. It avoids engine failure and shutdown due to sudden power increases, and allows for attempts to restore operating performance through reasonable power input. This effectively solves the problem of traditional technologies lacking proactive performance recovery methods, reduces inefficient engine operation caused by short-term performance degradation, extends the effective working cycle of the engines, and improves the utilization rate of dual-engine collaboration.

[0021] (4) Determine the final power allocation method based on the performance recovery status to improve overall efficiency and prevent shutdown due to faults: This invention dynamically determines the final power allocation method based on the actual recovery status of the underperforming engine. If there is no performance difference, the power is evenly distributed; otherwise, it is allocated according to performance differences, balancing overall efficiency and operational safety. This method avoids malfunctions caused by the underperforming engine still operating at high power, and also prevents accelerated aging caused by prolonged high-load operation of the high-performing engine, ensuring a high degree of match between power allocation and actual engine performance. It maximizes the collaborative overall efficiency of the dual fuel cell engines, reduces the overall energy consumption of the vehicle, and ensures that the underperforming engine maintains a stable operating state, fundamentally reducing the probability of single-engine failure and ensuring the continuous and reliable operation of the entire vehicle's powertrain.

[0022] Advantages of additional aspects of the invention 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 the invention. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0024] Figure 1 This is a main flowchart of a power distribution method for a dual fuel cell engine vehicle provided in an embodiment of the present invention; Figure 2 A detailed flowchart of a power distribution method for a dual fuel cell engine vehicle provided in an embodiment of the present invention. Detailed Implementation

[0025] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0026] Explanation of technical terms: 1. Hydrogen fuel cell engine (engine): It generates electrical energy by electrochemical reaction of hydrogen and oxygen in the air, and outputs the electrical energy to the whole vehicle at a certain output power.

[0027] 2. CAN network: Used to connect various controllers on the vehicle to achieve real-time data interaction and collaborative control.

[0028] 3. Fuel cell control unit (FCU): The controller that controls the operation of the hydrogen fuel cell engine.

[0029] 4. Vehicle Control Unit (VCU): The controller that controls the operation of the entire vehicle. One of its tasks is to calculate the power demand of the fuel cell and send the power demand to the FCU via the CAN network.

[0030] 5. Cell voltage: The voltage generated when a single fuel cell is working, which can be used to characterize the efficiency of the fuel cell.

[0031] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0032] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, unless the context clearly indicates otherwise, the singular form is intended to include the plural form as well. Furthermore, it should be understood that the terms “comprising” and “including”, and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0033] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0034] During operation, a vehicle with a dual hydrogen fuel cell engine needs to dynamically adjust its power output based on factors such as the state of charge (SOC) of the power battery and the vehicle's operating conditions. The efficiency of the two engines working together directly determines the overall energy consumption and operational stability of the vehicle. If the power distribution is improper, problems such as low efficiency of a single engine or engine failure and shutdown may occur, seriously affecting the vehicle's range and driving safety.

[0035] Currently, most multi-fuel cell engine vehicles adopt a power-sharing control strategy, where the vehicle controller distributes the total required power equally between the two engines without considering the performance differences that arise after the engines have been idle for a long time and have been frequently started and stopped. Under the same power input, the engine with poorer performance will increase the vehicle's energy consumption due to its low efficiency, or even cause a failure and shutdown due to abnormal individual voltage. Some technologies use the number of starts as a performance criterion, but ignore the performance degradation caused by aging, fluctuations in operating conditions, and other factors, and cannot accurately identify the actual performance status of the engine.

[0036] Considering that in order to reasonably allocate power according to the differences in engine performance, the performance deviation can be judged by power testing first, but the existing technology lacks quantitative performance judgment standards and has not designed a targeted power pre-allocation scheme, so it is impossible to accurately distinguish the performance of engines. If we try to restore the working state of a poorly performing engine, directly increasing its power is likely to cause a failure, while maintaining low power cannot achieve performance recovery. The existing technology does not have a gradual power adjustment strategy, making it difficult to complete the performance load recovery under the premise of ensuring stability.

[0037] In this invention, the method of pre-allocating power to judge the performance difference of the engines is used to accurately identify the performance of the two engines. At the same time, if the poor-performing engine is directly given high power, it will easily lead to failure. If only the high-performing engine is allowed to work under high load, it will accelerate its aging and reduce the power redundancy of the whole vehicle.

[0038] Therefore, based on the pre-allocation of power to determine performance differences, this invention attempts to restore the performance of the underperforming engine by gradually adjusting the required power ratio of the two engines. Then, based on the actual recovery situation, the final power allocation method is determined. This avoids the underperforming engine from shutting down due to excessive power, while allowing the high-performing engine to reasonably bear the power, thus balancing the overall vehicle power requirements and engine working stability.

[0039] Therefore, a power distribution method for dual fuel cell engine vehicles is provided, which enables accurate judgment and performance recovery of engine performance, optimizes the overall vehicle power distribution strategy, improves the overall efficiency of dual engine collaborative work, and ensures stable and reliable operation of the vehicle.

[0040] Example 1 like Figure 1 As shown, this embodiment discloses a power distribution method for a dual fuel cell engine vehicle, including the following steps: S1: If the total power demand of the vehicle is not less than twice the idle power of a single engine, the total power demand will be evenly distributed to the controllers of the two fuel cell engines; otherwise, only the single engine with better performance will be started and the total power demand will be distributed. S2: Determine the performance difference based on the power response status of the two engines. If the performance difference is small, maintain the power sharing strategy; otherwise, recalculate and dynamically adjust the power demand of the two engines based on the performance difference. S3: Perform a performance recovery operation on engines with poor performance. If recovery is not possible, perform a redistribution of total power demand.

[0041] Next, combined Figure 2 This embodiment provides a detailed description of a power distribution method for a dual fuel cell engine vehicle.

[0042] S1, determine the number of engines to start based on the power threshold.

[0043] First, the vehicle control unit (VCU) calculates the total power demand P required for vehicle operation based on the current and target SOC of the vehicle's power battery, combined with the vehicle's driving conditions. 总 .

[0044] It should be understood that the total power demand can be calculated using methods such as PID control, lookup table method, and logic threshold control.

[0045] Next, calculate whether the current total power demand allows both engines to operate at minimum power: When P 总 P 怠速 When the power demand is equal, both engines are allowed to start, and the total power demand is divided equally and sent to the two hydrogen fuel cell engine controllers (FCUs); otherwise, only the better-performing engine (FC) of the two engines is allowed to start. good and P 总 Set to the required power.

[0046] Specifically, the vehicle controller determines whether the current total power demand is sufficient for both fuel cell engines to operate at least at their respective idle power. Where P 怠速 It is the minimum power at which a single engine can operate stably (i.e., idle power), while twice the idle power is the total output of two engines running at their minimum power simultaneously.

[0047] Fuel cell engines are less efficient under low loads, especially below idle speed, which can affect their lifespan and reliability. If the total power demand is less than twice the idle power, starting two engines will cause each to operate at idle or lower speeds. However, in actual operation, the engines cannot operate below idle speed, so the total output power will exceed the demand. The excess energy can only be used to charge the battery, resulting in energy waste and additional losses. At the same time, a single engine may also be inefficient under low loads.

[0048] By ensuring the engine operates within a reasonable load range and avoiding prolonged operation in its inefficient zone, the overall system efficiency can be improved. At low loads, only one engine is activated, operating at its higher load point, while the other is shut down or in standby, reducing unnecessary start-stop cycles and losses. When power demand is high, both engines share the load, preventing overload on either engine and ensuring each operates within its optimal efficiency range. This avoids frequent low-load operation and frequent start-stop cycles, extending the fuel cell's lifespan.

[0049] S2, by pre-allocating power, initially judges the differences in engine performance.

[0050] When two engines are allowed to start, the vehicle control unit (VCU) distributes the required power equally among the two hydrogen fuel cell engine control units (FCUs) to make a preliminary assessment of the engine performance status. P 总 The required power is sent to FCU1 and FCU2, and the power of the first engine and the second engine is recorded to reach P respectively. 总 The unit voltage at that time.

[0051] Next, the performance differences between the two engines were calculated: If the voltage of the first engine unit is higher than the voltage threshold of the second engine unit, it is determined that the performance of the first engine is significantly better than that of the second engine. If the voltage of the second engine unit is higher than the voltage threshold of the first engine unit, it is determined that the performance of the second engine is significantly better than that of the first engine. Otherwise, the performance difference between the two engines is considered to be small.

[0052] As one implementation method, the individual cell voltage threshold is set to 5%.

[0053] When the performance difference between the two engines is small, it is impossible to improve the overall efficiency by adjusting the power demand distribution ratio. Therefore, the two engines can be operated at the same power point (P). 总 )Work.

[0054] When there is a large performance difference between the two engines, the VCU reallocates the required power and makes dynamic adjustments based on the performance difference between the two engines.

[0055] Specifically, when an engine (FC) appears bad Its performance is significantly worse than the other one (FC). good When ), first set FC bad The engine's power requirement is reduced to P 怠速 To prevent FC bad The unit was shut down due to a low voltage fault, and the FC was also switched off. good Engine power demand increased to P 总 -P 怠速 To satisfy the requirement that the power of both engines equals P 总 .

[0056] When FC bad You can be in P 怠速 During stable operation, gradually increase FC. bad Demand power, such that demand power equals P 怠速 +P 偏移 (Increase from 0 to P) 总 -2×P 怠速 ), while reducing FCgood Demand power, such that demand power equals P 总 -P 怠速 -P 偏移 To keep the sum of the power demands of the two engines equal to P. 总 Then attempt to restore FC during runtime. bad Performance.

[0057] Conventional fuel cell system energy management strategies typically involve directly reducing power output or switching to single-unit operation mode upon detecting a decline in individual unit performance. This embodiment proposes a gradual power transfer and recovery attempt strategy: firstly, the FC... bad Forced to reduce to idle power (P) 怠速 This prevents the unit from shutting down due to low individual unit voltage; at the same time, FC good Power increased to P 总 -P 怠速 To ensure the total power requirements of the vehicle are met; then gradually increase FC bad Power (introducing P) 偏移 ), synchronously reduce FC good Power, keep the total power constant; dynamically observe FC during this process. bad Has the performance been restored?

[0058] It can protect the underperforming engine from deterioration or shutdown due to overload; and make up for the power gap with the high-performing engine to maintain the vehicle's power performance: online recovery is attempted instead of permanent power reduction, and a smooth transition of power between the two engines is achieved while maintaining a constant total power, rather than a simple switch, to avoid the impact of power surges on the system and improve the overall performance of the vehicle and the utilization rate of the equipment.

[0059] S3, for engines with poor performance, attempts to restore the performance of the poorly performing engine.

[0060] If FC bad It can stabilize at P while gradually increasing the required power. 总 If the engine is operating at / 2 capacity and the absolute value of the difference between the individual voltages of the two engines is less than or equal to 5%, then it is considered an FC (Fuel Concentrate). bad Performance recovery; If FC bad Unable to stabilize at P under gradually increasing power demand. 总 If the voltage difference between two individual engine units is still greater than 5%, then FC is considered to be operating at / 2 capacity. bad Performance cannot be restored in the short term.

[0061] Furthermore, if FC badIf performance cannot be restored in the short term, based on the performance difference x, more power will be allocated to the better-performing engine, while ensuring that the poorer-performing engine operates at no less than idle speed. FC settings bad The required power is (0.5-x)×P 总 With P 怠速 The maximum value; set FC good The required power is (0.5+x)×P 总 With P 额定 The maximum value of P, where x is the performance difference between the two engines, expressed as a percentage of the voltage difference between the two engine units; 额定 This is the rated power of a single engine. Therefore, the final power allocation method is determined based on the current performance status of the two engines.

[0062] This embodiment attempts to restore the performance of the underperforming engine by gradually increasing its required power. The ability to stably handle half-load power and whether the voltage difference between individual engines meets the standard are used as quantitative criteria to accurately determine its performance recovery status, balancing recovery effectiveness and operational stability. For situations where performance cannot be restored in the short term, power is dynamically allocated based on the percentage-quantified performance difference in voltage difference. This allocates more power to the better-performing engine, ensuring the vehicle's total power requirements and overall efficiency, while ensuring the underperforming engine maintains an operating speed no lower than idle, effectively preventing it from shutting down due to insufficient power. Ultimately, this achieves precise power allocation based on the actual engine performance status, improving the reliability and energy economy of dual-engine coordinated operation.

[0063] First, by quantitatively comparing the actual performance differences between the two hydrogen fuel cell engines, the initial power demand allocation was adjusted accordingly to avoid overloading of the underperforming engine due to equal power distribution. Simultaneously, a gradual power increase strategy was adopted to attempt to restore the performance of the underperforming engine, balancing performance recovery with engine operational stability. Based on the actual performance recovery status, the final power demand allocation method was dynamically determined, effectively preventing the underperforming engine from continuing to operate at high power and causing malfunctions. This optimized the collaborative working efficiency of the two engines, significantly improving the overall vehicle operating efficiency, while also reducing the probability of engine failure and downtime, ensuring the stable and reliable operation of the entire vehicle's powertrain.

[0064] Example 2 This embodiment provides a power distribution system for a dual fuel cell engine vehicle, including: The start-up quantity determination module is configured to, if the total power demand of the vehicle is not less than twice the idle power of a single engine, distribute the total power demand equally to the two fuel cell engine controllers; otherwise, only the single engine with better performance is started and the total power demand is distributed. The power pre-allocation module is configured to determine the performance difference based on the power response status of the two engines. If the performance difference is small, the power sharing strategy is maintained; otherwise, the required power of the two engines is recalculated and dynamically adjusted based on the performance difference. The performance recovery module is configured to perform a performance recovery operation on engines with poor performance, and if recovery is not possible, to perform a redistribution of total required power.

[0065] Example 3 This embodiment provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps in the power distribution method for a dual fuel cell engine vehicle as described in Embodiment 1 above.

[0066] Example 4 This embodiment provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the steps in the power distribution method for a dual fuel cell engine vehicle as described in Embodiment 1 above.

[0067] The steps or modules involved in Embodiments 2 to 4 above correspond to those in Embodiment 1. For specific implementation details, please refer to the relevant description section of Embodiment 1. The term "computer-readable storage medium" should be understood as a single medium or multiple media including one or more instruction sets; it should also be understood as including any medium capable of storing, encoding, or carrying an instruction set for execution by a processor and enabling the processor to perform any of the methods in this invention.

[0068] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A power distribution method for a dual fuel cell engine vehicle, characterized in that, include: If the total power demand of the vehicle is not less than twice the idle power of a single engine, the total power demand will be evenly distributed to the controllers of the two fuel cell engines; otherwise, only the single engine with better performance will be started and the total power demand will be distributed. The performance difference is determined based on the power response status of the two engines. If the performance difference is small, the power sharing strategy is maintained. Otherwise, the required power of the two engines is recalculated and dynamically adjusted based on the performance difference. For engines with poor performance, a performance recovery operation is performed. If recovery is not possible, a redistribution of total required power is performed.

2. The power distribution method for a dual fuel cell engine vehicle as described in claim 1, characterized in that, Based on the current SOC and target SOC of the vehicle's power battery, the total power required for the vehicle's operation is calculated in conjunction with the vehicle's driving conditions.

3. The power distribution method for a dual fuel cell engine vehicle as described in claim 1, characterized in that, The power response state is specifically defined as follows: the total required power is evenly divided between the first engine and the second engine, and the individual unit voltages are recorded when the power of the first engine and the second engine reaches half of the total required power.

4. The power distribution method for a dual fuel cell engine vehicle as described in claim 3, characterized in that, The performance difference determination is as follows: if the voltage of any one engine unit is higher than the voltage threshold of another engine unit, then the performance of that engine is determined to be superior to that of the other engine; otherwise, the performance difference between the two engines is determined to be small.

5. The power distribution method for a dual fuel cell engine vehicle as described in claim 1, characterized in that, The recalculation and dynamic adjustment of the power requirements of the two engines based on performance differences specifically includes: Reduce the power demand of the lower-performing engine to the idle power, while increasing the power demand of the higher-performing engine to the difference between the total power demand and the idle power. When the engine with poor performance can run at a stable idle power, its required power is gradually increased until the required power equals the sum of the idle power and the deviation power. At the same time, the required power of the engine with better performance is reduced until the required power equals the difference between the total required power, the idle power, and the deviation power. The deviation power is the difference between the total required power and twice the idle power, which increases from 0.

6. The power distribution method for a dual fuel cell engine vehicle as described in claim 5, characterized in that, The specific steps for performing a performance recovery operation on a poorly performing engine are as follows: If the engine with poor performance can stably operate at half of the total required power while gradually increasing the required power, and the absolute value of the difference between the individual voltages of the two engines is less than or equal to the individual voltage threshold, then the engine performance is considered to have recovered.

7. The power distribution method for a dual fuel cell engine vehicle as described in claim 1, characterized in that, The specific redistribution of total demand power is as follows: the demand power of the underperforming engine is set to (0.5-x)×P. 总 With P 怠速 The maximum value; the power requirement for the engine with better performance is set to (0.5+x)×P. 总 With P 额定 The maximum value; where x represents the performance difference, expressed as a percentage of the voltage difference between the two engine units; P 总 For the total power demand, P 怠速 For single-engine idle power, P 额定 This refers to the rated power of a single engine.

8. A power distribution system for a dual fuel cell engine vehicle, characterized in that, include: The start-up quantity determination module is configured to, if the total power demand of the vehicle is not less than twice the idle power of a single engine, distribute the total power demand equally to the two fuel cell engine controllers; otherwise, only the single engine with better performance is started and the total power demand is distributed. The power pre-allocation module is configured to determine the performance difference based on the power response status of the two engines. If the performance difference is small, the power sharing strategy is maintained; otherwise, the required power of the two engines is recalculated and dynamically adjusted based on the performance difference. The performance recovery module is configured to perform a performance recovery operation on engines with poor performance, and if recovery is not possible, to perform a redistribution of total required power.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps in the power distribution method for a dual fuel cell engine vehicle as described in any one of claims 1-7.

10. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the power distribution method for a dual fuel cell engine vehicle as described in any one of claims 1-7.

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