Fuel cell energy management optimization method based on charging decision and related products

Abstract

The application belongs to the technical field of fuel cells. A fuel cell energy management optimization method based on charging decision and related products are proposed. According to the energy-saving mode activation signal, it is judged whether the vehicle is started in the energy-saving mode. If the energy-saving mode is entered, the charging decision signal is generated by combining the manual selection signal and the vehicle machine recognition result, so as to determine whether the vehicle is started in the power supplement mode. When the power supplement mode is started, the fuel cell output power is dynamically corrected according to the remaining power of the power battery and the preset target power range, and the battery power is regulated to the target interval. When the power supplement mode is not started, the output power is constrained according to the fuel cell economic power interval. The application can flexibly regulate the power output according to the operation mode, optimize the vehicle energy distribution, and improve the fuel cell operation economy and the vehicle energy efficiency.

Description

Technical Field

[0001] This invention relates to the field of fuel cell technology, and specifically to a fuel cell energy management optimization method and related products based on charging decisions. 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] With the continuous development of new energy vehicle technology, fuel cell vehicles have been widely used due to their advantages such as cleanliness, environmental friendliness, and outstanding driving range. As the core power component of the vehicle, the fuel cell is primarily responsible for providing power to the vehicle and replenishing the battery. Its operating status is uniformly regulated by energy management strategies. Currently, mainstream fuel cell vehicles are generally equipped with energy-saving operating modes and support multiple interaction methods, including manual driver operation and intelligent vehicle-machine recognition. The vehicle's energy management system can receive various control signals and, in accordance with different operating scenarios, complete power distribution and adjustment. Related control logic has become an important component of fuel cell vehicle development.

[0004] Most existing fuel cell energy management strategies are designed primarily to maintain stable battery charge levels and meet the vehicle's power demands, without considering driver charging intentions and specific charging scenarios. When the vehicle is in energy-saving mode, it cannot differentiate between charging and normal operating conditions based on charging-related control signals. This makes it difficult to adjust the fuel cell output power and battery charge control logic accordingly, and prevents proper regulation of the battery charge before charging. Consequently, it fails to balance the vehicle's economic efficiency under both hydrogen refueling and dual-fuel charging systems. Summary of the Invention

[0005] To address the issue that traditional energy management strategies cannot optimize power in conjunction with charging scenarios, this invention provides a fuel cell energy management optimization method and related products based on charging decisions. The entire control logic is compatible with both manual operation and vehicle-mounted intelligent recognition triggering modes, taking into account the flexibility of use. While ensuring the normal power output of the vehicle, it reduces fuel consumption and improves the overall operating economy of fuel cell vehicles.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides a fuel cell energy management optimization method based on charging decisions.

[0007] A fuel cell energy management optimization method based on charging decisions includes the following processes: In response to the energy-saving mode activation switch signal, determine whether the vehicle has entered energy-saving mode; If it is determined that the energy-saving mode has been entered, a charging decision signal is generated by combining the manual selection signal of the charging mode and / or the identification result of the vehicle system. The system determines whether the vehicle should enter charging mode based on the charging decision signal. If it is determined that the charging mode is entered, the fuel cell output power is adjusted by combining the remaining power battery charge with the target power battery charge range corresponding to the charging mode, and the remaining power battery charge is adjusted to be close to the target power battery charge range. If it is determined that the recharge mode has not been entered, the output power of the fuel cell will be limited according to the fuel cell's economic power range.

[0008] In one implementation of the first aspect of the present invention, after entering the charging mode, if the remaining power of the power battery is higher than the upper limit of the target power of the power battery in the charging mode, the power correction value of the charging mode is calculated based on the remaining power of the power battery, and the output power of the fuel cell is determined by combining the fuel cell power reference value and the power correction value of the charging mode.

[0009] As a further limitation of the first aspect of the present invention, after determining the output power of the fuel cell by combining the fuel cell power reference value and the power correction value of the charging mode, the remaining power of the power battery is continuously regulated to be stable within the target power range of the power battery corresponding to the charging mode.

[0010] In one implementation of the first aspect of the present invention, if it is determined that the vehicle has not entered the energy-saving mode, the fuel cell output power is calculated and output according to conventional control logic. After entering the charging mode, if the remaining power of the power battery is within the target power range corresponding to the charging mode, the fuel cell output power is calculated and output according to the conventional control logic.

[0011] In one implementation of the first aspect of the present invention, generating the charging decision signal by combining the vehicle system identification results includes: identifying the location information of charging stations in the navigation route, pushing a charging demand confirmation prompt to the driver, calculating the distance between the vehicle and the charging station after receiving the charging demand confirmation instruction, and determining whether to generate a signal for triggering the charging mode by combining a preset distance threshold.

[0012] As a further limitation of the first aspect of the present invention, when it is determined that the distance between the vehicle and the charging station meets the pre-shutdown distance condition, a pre-shutdown command is generated. After receiving the pre-shutdown command, the vehicle controller shuts down the fuel cell and exits the charging mode before the vehicle arrives at the charging station.

[0013] In one implementation of the first aspect of the present invention, after the recharging mode is not entered and the output power of the fuel cell is limited, the remaining power of the power battery is monitored in real time. If the remaining power of the power battery is lower than the target power battery limit in the charging mode, the fuel cell power is calculated according to the normal mode. If the remaining power of the power battery is higher than or equal to the target power battery limit in the charging mode, the maximum operating power of the fuel cell is set according to the fuel cell economic operating range. The power reduction corresponding to the power limitation is calculated by combining the set maximum operating power of the fuel cell with the fuel cell power under normal operating conditions. Determine whether the remaining power of the power battery is higher than the target power battery lower limit in the charging mode. If the remaining power of the power battery is higher than the target power battery lower limit in the charging mode, the fuel cell power is calculated according to the normal mode. If the remaining power of the power battery is lower than or equal to the target power battery lower limit in the charging mode, determine whether the fuel cell power is less than the average power. If the fuel cell power is less than the average power, a power compensation correction value is calculated based on the reduction in power generation caused by the power limitation, and the fuel cell output power is increased according to the power compensation correction value. If the fuel cell power is greater than or equal to the average power, the fuel cell power is calculated according to the normal mode.

[0014] In one implementation of the first aspect of the present invention, after entering the charging mode, if the pre-shutdown judgment condition is met, after receiving the pre-shutdown command, the fuel cell is shut down before arriving at the charging location, and the charging mode is exited; in the energy-saving mode, after entering the charging mode, if the pre-shutdown judgment is not performed, after receiving the parking shutdown or driver active shutdown command, the fuel cell is shut down, and the charging mode is exited.

[0015] Secondly, the present invention provides a fuel cell energy management optimization system based on charging decisions.

[0016] A fuel cell energy management optimization system based on charging decisions includes: The mode determination unit is configured to: determine whether the vehicle has entered energy-saving mode in response to the energy-saving mode activation switch signal; The decision generation unit is configured to: if it is determined that the energy-saving mode is to be entered, generate a charging decision signal by combining the manual selection signal of the charging mode and / or the vehicle system identification result; The charging determination unit is configured to determine whether the vehicle has entered charging mode based on the charging decision signal. The power correction unit is configured to: if it is determined that the charging mode has been entered, combine the remaining power of the power battery with the target power battery power range corresponding to the charging mode, correct the fuel cell output power, and adjust the remaining power battery power to be close to the target power battery power range. The power limiting unit is configured to limit the fuel cell output power based on the fuel cell economic power range if it is determined that the recharging mode has not been entered.

[0017] Thirdly, the present invention provides a fuel cell energy management optimization system based on charging decisions.

[0018] A fuel cell energy management optimization system based on charging decision includes: an energy-saving mode triggering unit, a charging command acquisition unit, a vehicle system unit, and a vehicle controller; The energy-saving mode triggering unit is used to output an energy-saving mode activation signal; The power replenishment command acquisition unit is used to acquire the manual selection signal for the power replenishment mode; The vehicle infotainment system unit is used to identify charging intentions and output vehicle infotainment system signals; The vehicle controller is communicatively connected to the energy-saving mode triggering unit, the charging command acquisition unit, and the vehicle system unit, respectively. The vehicle controller is used to execute the fuel cell energy management optimization method based on charging decision as described in the first aspect of the present invention.

[0019] In one implementation of the third aspect of the present invention, the vehicle system unit includes a navigation recognition subunit, an interactive prompt subunit, and a distance judgment subunit; The navigation recognition subunit is used to identify the location information of charging stations within the navigation route; The interactive prompt subunit is used to push charging demand confirmation prompts to the driver and receive charging demand confirmation instructions. The distance determination subunit is used to calculate the distance between the vehicle and the charging station, and output corresponding control commands in combination with a preset distance threshold.

[0020] Fourthly, the present invention provides a computer-readable storage medium storing a computer program adapted to be loaded by a processor and executed by the fuel cell energy management optimization method based on charging decision as described in the first aspect of the present invention.

[0021] Fifthly, the present invention provides a computer program product comprising a computer program, which, when executed by a processor, implements the fuel cell energy management optimization method based on charging decision as described in the first aspect of the present invention.

[0022] In a sixth aspect, the present invention provides a vehicle controller, comprising: a processor and a computer-readable storage medium; The processor is adapted to execute computer programs; The computer-readable storage medium stores the computer program, which, when executed by the processor, implements the fuel cell energy management optimization method based on charging decision as described in the first aspect of the present invention.

[0023] In a seventh aspect, the present invention provides a vehicle including a vehicle controller configured to execute a fuel cell energy management optimization method based on charging decision according to the first aspect of the present invention; or, the vehicle includes a fuel cell energy management optimization system based on charging decision according to the second aspect of the present invention; or, the vehicle includes a computer-readable storage medium according to the fourth aspect of the present invention; or, the vehicle includes a computer program product according to the fifth aspect of the present invention; or, the vehicle includes a vehicle controller according to the sixth aspect of the present invention.

[0024] Compared with the prior art, the beneficial effects of the present invention are: This invention, relying on a hierarchical control logic of energy-saving mode, charging decision, and recharge operation, effectively solves the shortcomings of traditional energy management strategies that cannot optimize power regulation in conjunction with recharge scenarios. Specifically, after responding to the energy-saving mode activation signal, this invention generates a charging decision based on manual selection signals or vehicle-mounted system recognition results, accurately distinguishing between recharge mode and normal operation mode, and executing differentiated control logic for different operating conditions. When entering recharge mode, the invention adjusts the fuel cell output power based on the real-time power battery level and a preset target power range, actively regulating the power battery level to a reasonable range. When not in recharge mode, the invention limits the output power according to the fuel cell's economic power range. This method can proactively reduce the power battery level before the vehicle is about to be charged, increasing subsequent charging capacity and fully adapting to the dual energy replenishment application scenario of hydrogen refueling and charging in parallel. At the same time, the entire control logic is compatible with both manual operation and vehicle-mounted system intelligent recognition triggering methods, taking into account the flexibility of use, reducing hydrogen consumption while ensuring normal power output of the vehicle, and comprehensively improving the overall operating economy of fuel cell vehicles.

[0025] 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

[0026] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0027] Figure 1This is a schematic diagram of the architecture of a fuel cell energy management optimization system based on charging decisions, showing the connection relationships of the energy-saving mode triggering unit 100, the charging command acquisition unit 110, the navigation information confirmation unit 120, the vehicle system unit 200 (including the navigation recognition subunit 210, the interactive prompt subunit 220, and the distance judgment subunit 230), the vehicle controller 300, the fuel cell controller 400, the fuel cell 500, and the power battery system 600. Figure 2 A schematic diagram of a fuel cell energy management optimization system based on charging decisions; Figure 3 A schematic diagram of the overall process of a fuel cell energy management optimization control method based on charging decisions; Figure 4 A flowchart illustrating the power replenishment mode; Figure 5 A schematic diagram of the charging decision recognition and judgment process for the vehicle's infotainment system; Figure 6 This is a schematic diagram of a fuel cell energy management optimization system based on charging decisions, showing the mode determination unit 310, decision generation unit 320, charging determination unit 330, power correction unit 340, power limiting unit 350 inside the vehicle controller 300 and their connection relationships with other modules. Figure 7 This is a schematic diagram of multiple application scenarios for vehicle implementation, illustrating the operation of passenger car scenario 700, logistics vehicle scenario 710, bus scenario 720, municipal / engineering vehicle scenario 730, charging station 740, and vehicle controller 300 in different application scenarios. Detailed Implementation

[0028] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0029] 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.

[0030] The fuel cell energy management optimization control method based on charging decision provided in this invention has the following core technical idea: In energy-saving mode, the vehicle controller receives and analyzes the driver's manual operation signals and the vehicle system's recognition results to generate a charging decision signal, and determines whether the vehicle has entered charging mode. If charging mode is entered, the vehicle controller dynamically adjusts the fuel cell output power based on the current remaining power of the battery and the target power range corresponding to the charging mode, actively reducing the remaining power of the battery to approach the target power range. This ensures sufficient power reserve when the vehicle arrives at a charging station, fully utilizes external charging resources, significantly reduces hydrogen consumption, and improves the vehicle's economy. If charging mode is not entered, the vehicle controller limits the fuel cell output power based on the fuel cell's economic power range, reduces the proportion of high-power output of the fuel cell, and simultaneously uses a power compensation correction mechanism to prevent the power battery from being too low, ensuring vehicle power performance and safety.

[0031] The fuel cell energy management optimization control method based on charging decision provided in this invention can be applied to hybrid vehicles equipped with a fuel cell system and a power battery system. Figure 1 and Figure 2 As shown, the system includes an energy-saving mode triggering unit 100, a power replenishment command acquisition unit 110, a navigation information confirmation unit 120, a vehicle system unit 200, a vehicle controller 300, a fuel cell controller 400, and a fuel cell 500.

[0032] The energy-saving mode triggering unit 100 receives driver input, generates an energy-saving mode activation switch signal, and transmits the signal to the vehicle controller 300. The charging command acquisition unit 110 receives driver manual selection, generates a charging mode manual selection signal, and transmits the signal to the vehicle controller 300. The vehicle infotainment system unit 200 identifies charging station location information in the navigation route, pushes a charging demand confirmation prompt to the driver, receives charging demand confirmation commands, calculates the distance between the vehicle and the charging station, and outputs corresponding control commands based on a preset distance threshold, transmitting the vehicle infotainment system signal to the vehicle controller 300.

[0033] The vehicle controller 300 is communicatively connected to the energy-saving mode trigger unit 100, the charging command acquisition unit 110, and the vehicle system unit 200. It receives signals output from these units and generates a charging decision signal based on these signals to determine whether the vehicle should enter charging mode. The vehicle controller 300 dynamically adjusts the fuel cell output power according to the charging decision signal and the remaining battery charge, generating a fuel cell power demand command and transmitting it to the fuel cell controller 400. The fuel cell controller 400 receives the power demand command from the vehicle controller 300 and controls the fuel cell 500 to output the corresponding power according to the command, providing power to the vehicle. The fuel cell 500 generates electricity through the electrochemical reaction of hydrogen and oxygen, and its output power is regulated by the fuel cell controller 400.

[0034] In the above system architecture, the various units work together through signal transmission. The energy-saving mode triggering unit 100, the charging command acquisition unit 110, and the vehicle system unit 200 serve as signal input terminals, respectively acquiring driver operation signals and vehicle system recognition results. The vehicle controller 300 serves as the core decision-making unit, receiving and processing multiple signals to generate fuel cell power control commands. The fuel cell controller 400 and the fuel cell 500 serve as execution terminals, adjusting the output power according to the commands.

[0035] The fuel cell energy management optimization control method based on charging decision provided in this invention can be widely applied to various types of fuel cell vehicles, including but not limited to passenger cars, commercial vehicles, buses, logistics vehicles, municipal vehicles, engineering vehicles, and rail transit vehicles. For passenger cars, this invention can reduce the battery charge in advance based on the driver's charging intention, fully utilize external charging resources upon arrival at a charging station, reduce hydrogen consumption, improve overall vehicle economy, and meet the economic needs of family vehicles. For commercial vehicles and logistics vehicles, this invention can optimize energy management strategies under fixed charging routes, reduce operating costs, and improve transportation efficiency. For buses and municipal vehicles, this invention can adjust energy management strategies in advance based on charging station location information on bus routes or municipal work routes, reducing hydrogen consumption and operating costs. For engineering vehicles, this invention can optimize energy management strategies in construction site operation scenarios based on charging facility location information, improving operational efficiency. For rail transit vehicles, this invention can adjust energy management strategies in advance based on charging station location information on rail transit lines, reducing hydrogen consumption and improving operational efficiency.

[0036] like Figure 3 and Figure 4As shown, this embodiment of the invention provides a fuel cell energy management optimization control method based on charging decision. This method is applied to a vehicle controller 300 and includes the following steps: responding to an energy-saving mode activation switch signal, determining whether the vehicle has entered energy-saving mode; if determined to have entered energy-saving mode, generating a charging decision signal by combining a manual selection signal for charging mode and / or the vehicle system identification result; determining whether the vehicle has entered charging mode based on the charging decision signal; if determined to have entered charging mode, adjusting the fuel cell output power by combining the remaining battery charge with the target battery charge range corresponding to the charging mode, and regulating the remaining battery charge to approach the target battery charge range; if determined not to have entered charging mode, limiting the fuel cell output power based on the fuel cell's economic power range.

[0037] Step S101: In response to the energy-saving mode activation switch signal, determine whether the vehicle has entered energy-saving mode. When the vehicle starts, the vehicle controller 300 receives and parses the energy-saving mode activation switch signal. This signal is generated by the energy-saving mode trigger unit 100. The driver triggers the energy-saving mode activation switch signal by operating the energy-saving mode activation switch (such as the energy-saving mode button on the instrument panel or the energy-saving mode option in the vehicle system). After receiving this signal, the vehicle controller 300 determines that the vehicle has entered energy-saving mode. If the vehicle controller 300 does not receive the energy-saving mode activation switch signal, or receives an energy-saving mode deactivation signal, it determines that the vehicle has not entered energy-saving mode. In the absence of energy-saving mode, the vehicle controller 300 calculates and outputs fuel cell power according to conventional control logic to maintain the power battery charge within the normal operating range.

[0038] In energy-saving mode, the control strategy of the vehicle controller 300 differs significantly from that in conventional mode. In conventional mode, the vehicle controller 300 adjusts the fuel cell output according to real-time power demand to maintain the battery charge within the normal operating range. This results in higher fuel cell output power and greater hydrogen consumption. In energy-saving mode, the vehicle controller 300 prioritizes reducing hydrogen consumption by limiting the fuel cell output power or actively reducing the battery charge, thereby decreasing the proportion of high-power output from the fuel cell and ultimately reducing hydrogen consumption, thus improving the vehicle's fuel economy.

[0039] Step S102: If it is determined that the energy-saving mode has been entered, a charging decision signal is generated by combining the manual selection signal for the charging mode and / or the vehicle system identification result. In energy-saving mode, the vehicle controller 300 receives the manual selection signal for the charging mode output by the charging command acquisition unit 110, and / or receives the vehicle system signal output by the vehicle system unit 200. The manual selection signal for the charging mode is generated manually by the driver, who triggers it by operating the manual selection switch (such as the charging mode button on the instrument panel or the charging mode option in the vehicle system). The vehicle system signal is generated by the vehicle system unit 200 based on navigation information and the driver's confirmation operation. After receiving the manual selection signal for the charging mode and / or the vehicle system signal, the vehicle controller 300 generates a charging decision signal. The charging decision signal is a Boolean signal. When the vehicle controller 300 receives the manual selection signal for the charging mode or the vehicle system signal, the charging decision signal is true; otherwise, the charging decision signal is false.

[0040] The specific process by which the vehicle infotainment system unit 200 generates vehicle infotainment system signals is as follows: The navigation recognition subunit 210 in the vehicle infotainment system unit 200 identifies the location information of charging stations in the navigation route. When the location information of charging stations is detected in the navigation route, the interactive prompt subunit 220 pushes a charging demand confirmation prompt to the driver (such as displaying a pop-up window on the vehicle screen saying "A charging station has been detected in the navigation route. Do you need to reduce the battery level before arriving at the charging station to make full use of external charging resources?"). After viewing the prompt, the driver can choose to confirm or cancel. If the driver chooses to confirm, the interactive prompt subunit 220 receives the charging demand confirmation command and transmits the command to the distance judgment subunit 230. The distance judgment subunit 230 calculates the distance between the vehicle and the charging station and, in conjunction with a preset distance threshold, determines whether to generate a signal to trigger the charging mode.

[0041] Specifically, the distance determination subunit 230 acquires the vehicle's current location information and the charging station's location information, and calculates the straight-line distance or navigation route distance between the vehicle and the charging station. A preset distance threshold is a pre-defined distance value used to determine whether the vehicle is approaching the charging station. When the distance between the vehicle and the charging station is less than the preset distance threshold, the distance determination subunit 230 generates a signal to trigger the charging mode, i.e., a vehicle system signal. When the distance between the vehicle and the charging station is greater than or equal to the preset distance threshold, the distance determination subunit 230 does not generate a vehicle system signal. The setting of the preset distance threshold should comprehensively consider factors such as vehicle speed, current battery charge, target charge range, and estimated travel time to ensure that the vehicle has sufficient time to deplete the battery charge before arriving at the charging station.

[0042] Step S103: Determine whether the vehicle has entered the charging decision mode based on the charging decision signal. After receiving the charging decision signal, the vehicle controller 300 determines the status of the charging decision signal. If the charging decision signal is true, the vehicle is determined to have entered the charging decision mode. If the charging decision signal is false, the vehicle is determined not to have entered the charging decision mode. The charging decision mode is a special working mode under the energy-saving mode. In this mode, the vehicle controller 300 actively reduces the remaining power battery charge to approach the target power battery charge range corresponding to the charging decision mode, thereby reserving sufficient power capacity when the vehicle arrives at the charging station and making full use of external charging resources.

[0043] Step S104: If it is determined that the charging mode has been entered, the fuel cell output power is adjusted by combining the remaining power battery charge with the target power battery charge range corresponding to the charging mode, and the remaining power battery charge is adjusted to approach the target power battery charge range. After entering the charging mode, the vehicle controller 300 first adjusts the remaining power battery charge range and the target power battery charge range for the fuel cell operation. The remaining power battery charge range for the fuel cell operation is adjusted to... ,in, This is the minimum allowable capacity of the power battery. This represents the upper limit of the power battery capacity for fuel cells operating in energy-saving mode. The target capacity range for charging mode is adjusted to... ,in, This is the lower limit of the target battery capacity for the power battery in the charging mode. The upper limit of the target capacity of the power battery in the charging mode. , , , All values ​​are pre-calibrated power values, expressed as a percentage. The settings should ensure that the power battery is not over-discharged, thus protecting the battery life. The settings should ensure that the fuel cell operates within the economic power range in energy-saving mode. and The settings should ensure that the battery charge is at a low level when the vehicle arrives at the charging station, leaving enough room for external charging.

[0044] The vehicle controller 300 monitors the remaining state of charge (SOC) of the power battery in real time and compares it with the target upper limit of the power battery capacity in the charging mode. Comparison. If the remaining SOC of the power battery is higher than the target capacity limit of the power battery in charging mode. The vehicle controller 300 calculates the power correction value for the charging mode based on the remaining state of charge (SOC) of the power battery, and determines the fuel cell output power by combining the fuel cell power baseline value and the power correction value for the charging mode. The calculation principle for the power correction value for the charging mode is as follows: the power correction value for the charging mode is calculated by combining the remaining state of charge (SOC) of the power battery with the upper limit of the target charge level of the power battery in the charging mode. The deviation is positively correlated. Specifically, when SOC is greater than... At the same time, the greater the deviation, the greater the power correction value of the power replenishment mode, the smaller the output power of the fuel cell, the greater the discharge power of the power battery, and the faster the remaining power of the power battery decreases.

[0045] The fuel cell power reference value is the fuel cell output power calculated under conventional control logic. This power value is determined comprehensively based on factors such as the real-time power demand of the vehicle, the current charge level of the power battery, and the operating characteristics of the fuel cell. The power correction value for the recharge mode is negative, used to reduce the fuel cell output power. The fuel cell output power equals the sum of the fuel cell power reference value and the power correction value for the recharge mode. By dynamically adjusting the power correction value for the recharge mode, the vehicle controller 300 can achieve a smooth transition of the remaining charge level of the power battery to the target charge level range of the recharge mode. After determining the fuel cell output power by combining the fuel cell power reference value and the power correction value for the recharge mode, the vehicle controller 300 continuously regulates the remaining charge level of the power battery to remain stable within the target charge level range corresponding to the recharge mode.

[0046] If the remaining SOC of the power battery is within the target power battery capacity range corresponding to the charging mode, that is... In this mode, the vehicle controller calculates and outputs fuel cell power according to conventional control logic, maintaining the remaining battery charge within the target range for the charging mode. At this time, the fuel cell output power is determined based on the vehicle's real-time power demand and the current battery charge, without requiring power correction. This continuous adjustment mechanism ensures that the battery charge remains within a reasonable range in charging mode, reserving sufficient charge capacity for subsequent external charging.

[0047] Step S105: If it is determined that the fuel cell has not entered the charging mode, the fuel cell output power is limited according to the fuel cell's economic power range. When the fuel cell has not entered the charging mode in energy-saving mode, the vehicle controller 300 limits the fuel cell output power according to the fuel cell's economic power range, reducing the proportion of high-power output and improving fuel cell economy. The fuel cell's economic power range is the power range where the fuel cell operates at high efficiency and low hydrogen consumption. This range is obtained through fuel cell bench testing and is typically located in the low to medium power range of the fuel cell's rated power. The vehicle controller 300 sets the maximum operating power of the fuel cell according to the fuel cell's economic power range. , To limit the fuel cell's maximum power output within its economical operating range. When the vehicle's real-time power demand exceeds... At that time, the vehicle controller limits the fuel cell output power to [a certain value]. The excess is supplied by the discharge of the power battery.

[0048] When not in charging mode and with fuel cell output power limited, the vehicle controller 300 monitors the remaining battery charge in real time. If the remaining battery charge is lower than the target battery charge limit for charging mode... In this case, the fuel cell power is calculated according to the normal mode, without the need for power limiting or power compensation correction. If the remaining charge of the power battery is higher than or equal to the upper limit of the target charge of the power battery in the charging mode... The vehicle controller 300 then sets the maximum operating power of the fuel cell based on the fuel cell's economic operating range. Combined with the set maximum operating power of the fuel cell The reduction in power generation corresponding to the power limitation is calculated compared to the fuel cell power under normal operating conditions. The calculation principle for the reduction in power generation due to power limitation is: the reduction in power generation due to power limitation equals the average power minus... Then multiply by the running time, where the average power is the statistical average of the fuel cell power demand under the current operating conditions, and the running time is the duration of the current energy-saving mode.

[0049] The vehicle controller 300 further determines whether the remaining charge of the power battery is higher than the target lower limit of the power battery charge in the charging mode. If the remaining charge of the power battery is higher than the lower limit of the target charge level for the power battery in the charging mode... In this case, the fuel cell power is calculated according to the normal mode, without the need for power compensation correction. If the remaining charge of the power battery is lower than or equal to the lower limit of the target charge level for the power battery in the charging mode... If the fuel cell power is less than the average power, the vehicle controller 300 determines whether the fuel cell power is less than the average power. If the fuel cell power is less than the average power, the vehicle controller 300 calculates a power compensation correction value based on the reduction in power generation caused by the power limitation, and increases the fuel cell output power according to the power compensation correction value. The calculation principle of the power compensation correction value is as follows: when the State of Charge (SOC) reaches... Furthermore, when the current fuel cell power is less than the average power, in order to avoid the power battery charge being too low, the power generation reduced during the power limitation period is distributed to subsequent periods for power compensation. The calculated power compensation correction value is equal to the power generation reduction due to power limitation divided by the remaining running time.

[0050] If the fuel cell power is greater than or equal to the average power, the fuel cell power is calculated according to the normal mode, without the need for power compensation correction. This power compensation correction mechanism can limit the fuel cell power in energy-saving mode while preventing the power battery charge from becoming too low, ensuring vehicle power performance and safety. By dynamically adjusting the power compensation correction value, the vehicle controller 300 can achieve a balance between reducing hydrogen consumption and maintaining the power battery charge, improving vehicle economy while ensuring normal vehicle operation.

[0051] Step S106: Pre-shutdown control. When the distance between the vehicle and the charging station meets the pre-shutdown distance condition, the vehicle system unit 200 generates a pre-shutdown command. After receiving the pre-shutdown command, the vehicle controller 300 shuts down the fuel cell 500 and exits the charging mode before the vehicle arrives at the charging station. The pre-shutdown distance condition is a preset distance threshold. When the distance between the vehicle and the charging station is less than the pre-shutdown distance threshold, the vehicle system unit 200 generates a pre-shutdown command. The setting of the pre-shutdown distance threshold should comprehensively consider factors such as vehicle speed, current battery charge, and estimated travel time to ensure that the vehicle has sufficient time to shut down the fuel cell 500 before arriving at the charging station, avoiding unnecessary hydrogen consumption.

[0052] Step S107: Exit Charging Mode. After entering charging mode, if the vehicle system meets the pre-shutdown judgment conditions, the vehicle controller 300 receives the pre-shutdown command from the vehicle system, shuts down the fuel cell 500 before arriving at the charging location, and exits charging mode. If no pre-shutdown judgment is performed, the vehicle controller 300 receives a shutdown command from the parking area or the driver's active shutdown command, shuts down the fuel cell 500, and exits charging mode. This flexible exit mechanism ensures that the fuel cell 500 can be shut down in the optimal way under different scenarios, avoiding energy waste.

[0053] Through the above steps, the fuel cell energy management optimization control method based on charging decision provided in this embodiment of the invention can flexibly adjust the fuel cell output power in energy-saving mode according to the charging intention recognized by the driver's operation or the vehicle system, reducing the remaining power of the power battery. This allows for full utilization of external charging resources upon arrival at a charging station, significantly reducing hydrogen consumption and improving overall vehicle economy. After entering the charging mode, the vehicle controller 300 dynamically adjusts the fuel cell output according to the current power battery charge status, achieving a smooth transition of the power battery charge to the target range. A continuous control mechanism ensures that the power battery charge remains within a reasonable range in the charging mode, reserving sufficient power space for subsequent external charging. When not in the charging mode, the vehicle controller 300 reduces hydrogen consumption by limiting the fuel cell power, while a power compensation correction mechanism prevents the power battery charge from becoming too low, ensuring vehicle power performance and safety. A pre-shutdown control mechanism can preemptively shut down the fuel cell 500 when the vehicle approaches a charging station, avoiding unnecessary hydrogen consumption and further improving overall vehicle economy.

[0054] like Figure 6 As shown, this embodiment of the invention provides a fuel cell energy management optimization system based on charging decisions, including: a mode determination unit 310, configured to determine whether the vehicle enters energy-saving mode in response to an energy-saving mode activation switch signal; a decision generation unit 320, configured to generate a charging decision signal by combining a manual selection signal for the charging mode and / or the vehicle system identification result if the vehicle is determined to be in energy-saving mode; a charging judgment unit 330, configured to determine whether the vehicle is in charging mode based on the charging decision signal; a power correction unit 340, configured to correct the fuel cell output power by combining the remaining power battery charge with the target power battery charge range corresponding to the charging mode if the vehicle is determined to be in charging mode, thereby adjusting the remaining power battery charge to approach the target power battery charge range; and a power limiting unit 350, configured to limit the fuel cell output power based on the fuel cell economic power range if the vehicle is determined not to be in charging mode. This system achieves energy management based on charging decisions through modular design, with each unit working collaboratively to ensure optimal energy management for the vehicle in different operating modes.

[0055] Furthermore, this embodiment of the invention also provides another fuel cell energy management optimization system based on charging decisions, including: an energy-saving mode triggering unit 100, a charging command acquisition unit 110, a vehicle infotainment system unit 200, and a vehicle controller 300. The energy-saving mode triggering unit 100 is used to output an energy-saving mode activation signal. The charging command acquisition unit 110 is used to acquire a manual charging mode selection signal. The vehicle infotainment system unit 200 is used to identify charging intentions and output vehicle infotainment system signals. The vehicle controller 300 is communicatively connected to the energy-saving mode triggering unit 100, the charging command acquisition unit 110, and the vehicle infotainment system unit 200, and is used to execute the aforementioned fuel cell energy management optimization control method based on charging decisions. This system achieves energy management functions based on charging decisions through the combination of hardware modules and software control.

[0056] The vehicle infotainment system unit 200 includes a navigation recognition subunit 210, an interactive prompt subunit 220, and a distance determination subunit 230. The navigation recognition subunit 210 identifies the location information of charging stations within the navigation route. The interactive prompt subunit 220 pushes charging demand confirmation prompts to the driver and receives charging demand confirmation commands. The distance determination subunit 230 calculates the distance between the vehicle and the charging station and outputs corresponding control commands based on a preset distance threshold. This refined subunit design ensures that the vehicle infotainment system can accurately identify the driver's charging intentions, providing a reliable basis for adjusting energy management strategies.

[0057] This invention also provides a computer-readable storage medium storing a computer program adapted to be loaded by a processor and executed by the aforementioned fuel cell energy management optimization control method based on charging decisions. This storage medium provides a carrier for implementing the above method, facilitating deployment and application on different hardware platforms.

[0058] This invention also provides a computer program product, which includes a computer program that, when executed by a processor, implements the aforementioned fuel cell energy management optimization control method based on charging decisions. This program product provides a software form for implementing the above method, facilitating integration into existing vehicle control systems.

[0059] This invention also provides a vehicle controller 300, comprising: a processor and a computer-readable storage medium; the processor being adapted to execute a computer program; and the computer-readable storage medium storing the computer program, which, when executed by the processor, implements the aforementioned fuel cell energy management optimization control method based on charging decisions. This vehicle controller 300, through a combination of hardware and software, achieves energy management functionality based on charging decisions.

[0060] This invention provides a vehicle. In some embodiments, the core components of the vehicle include a vehicle controller 300, a fuel cell 500, a power battery system 600, a vehicle infotainment system 200, an energy-saving mode triggering unit 100, and a charging command acquisition unit 110. The vehicle controller 300, as the core control unit, is communicatively connected to the energy-saving mode triggering unit 100, the charging command acquisition unit 110, and the vehicle infotainment system 200. It receives signal inputs from each unit and generates fuel cell power control commands based on charging decisions, regulating the output power of the fuel cell 500 through the fuel cell controller 400. The fuel cell 500 generates electrical energy through the electrochemical reaction of hydrogen and oxygen, providing the main power source for the vehicle. The power battery system 600, as an auxiliary energy storage unit, provides supplementary power when the fuel cell power is limited and can be recharged through external charging resources. The vehicle infotainment system 200 is responsible for identifying the location information of charging stations in the navigation route, pushing charging demand confirmation prompts to the driver, and determining whether to trigger the charging mode based on the distance between the vehicle and the charging station. The energy-saving mode triggering unit 100 receives driver operations and generates an energy-saving mode activation switch signal. The charging command acquisition unit 110 receives the driver's manual selection operation and generates a manual selection signal for the charging mode. All the aforementioned components work collaboratively through signal transmission to jointly complete the fuel cell energy management optimization control based on charging decisions.

[0061] In some embodiments, the vehicle may be a passenger car. For example... Figure 7 As shown, taking a family hydrogen fuel cell passenger vehicle as an example (passenger vehicle scenario 700), the specific process of a driver using this invention in a daily commuting scenario is as follows: Before departure, the driver plans a driving route through the vehicle system 200. The navigation recognition subunit 210 of the vehicle system 200 automatically identifies the location information of the charging station 740 included in the navigation route. When the vehicle system 200 detects that the navigation route includes the charging station 740, the interaction prompt subunit 220 displays a charging demand confirmation prompt in a pop-up window on the vehicle screen, asking the driver whether they need to reduce the power battery charge before arriving at the charging station 740 to make full use of external charging resources. After viewing the prompt, if the driver confirms that there is a charging demand, they can select confirmation by touching the screen or using voice commands.

[0062] After receiving the driver's charging request confirmation command, the vehicle infotainment system 200 begins to calculate the distance between the vehicle and the charging station 740 in real time using the distance judgment subunit 230. When the distance between the vehicle and the charging station 740 is less than a preset distance threshold, the vehicle infotainment system 200 generates a vehicle infotainment system signal and transmits it to the vehicle controller 300. Upon receiving the vehicle infotainment system signal, the vehicle controller 300, in conjunction with the energy-saving mode activation switch signal, generates a charging decision signal and determines that the vehicle has entered the charging mode. After entering the charging mode, the vehicle controller 300 first adjusts the remaining charge range of the power battery for fuel cell operation, setting it to the range between the minimum allowable charge of the power battery and the upper limit of the power battery charge for fuel cell operation in energy-saving mode. Simultaneously, it adjusts the target charge range for the charging mode to the range between the lower limit and the upper limit of the target charge range for the power battery in the charging mode.

[0063] The vehicle controller 300 monitors the remaining battery charge in real time and compares it with the target upper limit of the battery charge in the charging mode. When the remaining battery charge is higher than the target upper limit of the battery charge in the charging mode, the vehicle controller 300 calculates the charging mode power correction value based on the remaining battery charge. The calculation principle of the charging mode power correction value is that it is positively correlated with the deviation between the remaining battery charge and the target upper limit of the battery charge in the charging mode. The larger the deviation, the larger the charging mode power correction value, the greater the reduction in fuel cell output power, the greater the increase in battery discharge power, and the faster the rate of decrease in the remaining battery charge. The vehicle controller 300 combines the fuel cell power reference value and the charging mode power correction value to determine the fuel cell output power, which is equal to the sum of the fuel cell power reference value and the charging mode power correction value.

[0064] By dynamically adjusting the power correction value of the charging mode, the vehicle controller 300 achieves a smooth transition of the remaining power battery charge to the target charge range of the charging mode. During vehicle operation, the remaining power battery charge gradually decreases. Once the remaining power battery charge enters the target charge range of the charging mode, the vehicle controller 300 calculates and outputs fuel cell power according to conventional control logic to maintain the remaining power battery charge within the target charge range. When the vehicle approaches the charging station 740, the vehicle system 200 determines that the distance between the vehicle and the charging station 740 meets the pre-shutdown distance condition. The vehicle system 200 then generates a pre-shutdown command and transmits it to the vehicle controller 300. Upon receiving the pre-shutdown command, the vehicle controller 300 shuts down the fuel cell 500 and exits the charging mode before the vehicle arrives at the charging station 740. When the vehicle arrives at the charging station 740, the remaining power battery charge is at a low level, allowing the driver to fully utilize external charging resources to charge the power battery.

[0065] Through the above control process, the present invention significantly reduces hydrogen consumption in daily commuting scenarios for passenger vehicles, improves the overall vehicle economy, and meets the economic needs of family vehicles. In some embodiments, the vehicle can be a commercial logistics vehicle.

[0066] like Figure 7 As shown, taking a hydrogen fuel cell logistics vehicle as an example (logistics vehicle scenario 710), in a fixed-route operation scenario, the dispatch system or driver presets a charging plan before departure and inputs the location information of the charging station 740 for this transportation task through the vehicle's infotainment system 200. During long-distance transportation, the driver activates the energy-saving mode by operating the energy-saving mode activation switch. After receiving the energy-saving mode activation switch signal, the vehicle controller 300 determines that the vehicle has entered the energy-saving mode. In the energy-saving mode, the vehicle's infotainment system 200 automatically triggers the charging mode when the vehicle approaches the charging station 740 according to the preset charging plan.

[0067] After the vehicle controller 300 enters the charging mode, it dynamically adjusts the fuel cell output power based on the remaining battery charge and the target charge range of the charging mode, actively reducing the remaining battery charge. During long-distance transportation, the fuel cell output power is regulated by the charging mode power correction value. When the output power is lower than that in the normal mode, the battery discharge power increases, and the remaining battery charge gradually decreases. When the vehicle approaches the charging station 740, the vehicle system 200 determines that the distance between the vehicle and the charging station 740 meets the pre-shutdown distance condition and generates a pre-shutdown command. Upon receiving the pre-shutdown command, the vehicle controller 300 shuts down the fuel cell 500 before the vehicle arrives at the charging station 740 and exits the charging mode.

[0068] When the vehicle arrives at charging station 740, the remaining charge of the power battery is at a low level, allowing the driver to recharge the battery during unloading or rest periods. Through the coordinated control of energy-saving and recharging modes, this invention reduces hydrogen consumption and improves operational economy in fixed-route logistics vehicle operations. The pre-shutdown mechanism in logistics scenarios specifically functions by preemptively shutting down the fuel cell 500 to avoid unnecessary hydrogen consumption, while ensuring that the vehicle still has sufficient power battery charge to support its operation before arriving at charging station 740, thus guaranteeing the normal completion of the transportation task.

[0069] In some embodiments, the vehicle may be a city bus or a coach. For example... Figure 7 As shown, taking a hydrogen fuel cell bus as an example (bus scenario 720), in a fixed bus route scenario, the vehicle automatically identifies its charging needs to return to the depot before the end of each day's operation using this invention. During bus operation, the driver activates the energy-saving mode by operating an energy-saving mode activation switch.

[0070] After receiving the energy-saving mode activation switch signal, the vehicle controller 300 determines that the vehicle has entered energy-saving mode. When the bus reaches its last trip, the vehicle system 200 identifies the location information of charging station 740 on the return route to the depot based on the navigation route, and automatically triggers the charging mode. After entering the charging mode, the vehicle controller 300 dynamically adjusts the fuel cell output power based on the remaining power battery charge and the target charge range of the charging mode, actively reducing the remaining power battery charge. During the bus's return journey to the depot, the fuel cell output power is regulated by the charging mode power adjustment value. If the output power is lower than that in the normal mode, the power battery discharge power increases, and the remaining power battery charge gradually decreases. The specific function of limiting the fuel cell's economic power range in energy-saving mode is to restrict the fuel cell output power within the economic operating range, reduce the proportion of high-power output of the fuel cell, and improve the fuel cell's economy.

[0071] As the bus approaches the depot, the vehicle's infotainment system 200 determines that the distance between the vehicle and the charging station 740 meets the pre-shutdown distance condition and generates a pre-shutdown command. Upon receiving the pre-shutdown command, the vehicle controller 300 shuts down the fuel cell 500 and exits the charging mode before the bus arrives at the depot. When the bus arrives at the depot, the remaining charge in the power battery is at a low level, allowing for full utilization of nighttime charging resources to recharge the battery. Through this control process, the present invention reduces hydrogen consumption, lowers operating costs, and improves operational efficiency in fixed-route bus scenarios. The advantage of nighttime charging resources is that nighttime electricity prices are typically lower than daytime prices; fully utilizing nighttime charging resources can further reduce bus operating costs.

[0072] In some embodiments, the vehicle may be a municipal vehicle or a construction vehicle. For example... Figure 7 As shown, taking a hydrogen fuel cell sanitation vehicle as an example (municipal / engineering vehicle scenario 730), in the operational scenario, the driver manually activates the charging mode by operating the energy-saving mode activation switch and the charging mode manual selection switch before starting work. After receiving the energy-saving mode activation switch signal and the charging mode manual selection signal, the vehicle controller 300 generates a charging decision signal and determines that the vehicle has entered the charging mode. During the operation, the vehicle controller 300 dynamically adjusts the fuel cell output power based on the remaining power battery charge and the target charge range of the charging mode, actively reducing the remaining power battery charge. After the operation is completed, the driver drives the sanitation vehicle back to the parking lot for charging.

[0073] During the return journey to the parking lot, the fuel cell output power is regulated by the power correction value of the recharge mode. When the output power is lower than in the normal mode, the battery discharge power increases, and the remaining battery charge gradually decreases. As the sanitation vehicle approaches the parking lot, the driver can manually shut down the fuel cell 500, or the vehicle's infotainment system 200 can generate a pre-shutdown command based on distance. Upon receiving the pre-shutdown command, the vehicle controller 300 shuts down the fuel cell 500 before the vehicle arrives at the parking lot and exits the recharge mode. When the sanitation vehicle arrives at the parking lot, the remaining battery charge is low, allowing the driver to recharge the battery.

[0074] By manually activating the charging mode, this invention provides drivers with a flexible energy management method in municipal operation scenarios, reducing hydrogen consumption and improving operational efficiency. For engineering vehicles, the operation is similar to that of sanitation vehicles. Drivers can manually activate the charging mode based on the work plan and charging facility location information, proactively reducing the remaining battery power during the return to the parking lot for charging after work, fully utilizing external charging resources, reducing hydrogen consumption, and improving operational economy. It is understood that this invention can be integrated into vehicles in various ways.

[0075] In some embodiments, the vehicle includes a vehicle controller 300, which is configured to execute the above-described fuel cell energy management optimization control method based on charging decisions. The vehicle controller 300 receives an energy-saving mode activation switch signal, a charging mode manual selection signal, and a vehicle system signal to generate a charging decision signal. Based on this signal, it determines whether the vehicle has entered charging mode and dynamically adjusts the fuel cell output power to achieve energy management based on charging decisions.

[0076] In some embodiments, the vehicle includes the aforementioned fuel cell energy management optimization system based on charging decisions. This system achieves energy management functions based on charging decisions through the coordinated operation of the mode determination unit 310, decision generation unit 320, recharge determination unit 330, power correction unit 340, and power limiting unit 350.

[0077] In some embodiments, the vehicle includes the aforementioned computer-readable storage medium. The computer-readable storage medium stores a computer program that, when loaded and executed by the processor of the vehicle controller 300, implements a fuel cell energy management optimization control method based on charging decisions.

[0078] In some embodiments, the vehicle includes the computer program product described above. The computer program product includes a computer program that, when executed by the processor of the vehicle controller 300, implements a fuel cell energy management optimization control method based on charging decisions.

[0079] In some embodiments, the vehicle includes the vehicle controller 300 described above. The vehicle controller 300 includes a processor and a computer-readable storage medium storing a computer program. When the computer program is executed by the processor, it implements a fuel cell energy management optimization control method based on charging decisions.

[0080] Through the aforementioned integration methods, this invention can be widely applied to different types of fuel cell vehicles, including but not limited to passenger cars, commercial vehicles, buses, logistics vehicles, municipal vehicles, engineering vehicles, and rail transit vehicles. The versatility and scalability of this invention ensure that it can achieve energy management functions based on charging decisions in different application scenarios, flexibly adjusting the fuel cell output power in different application scenarios, significantly reducing hydrogen consumption, and improving the overall vehicle economy.

[0081] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention. The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A fuel cell energy management optimization method based on charging decision, characterized in that, The process includes the following: In response to the energy-saving mode activation switch signal, determine whether the vehicle has entered energy-saving mode; If it is determined that the energy-saving mode has been entered, a charging decision signal is generated by combining the manual selection signal of the charging mode and / or the identification result of the vehicle system. The charging decision signal is used to determine whether the vehicle enters the charging mode; If it is determined that the charging mode is entered, the fuel cell output power is adjusted by combining the remaining power battery charge with the target power battery charge range corresponding to the charging mode, and the remaining power battery charge is adjusted to be close to the target power battery charge range. If it is determined that the recharging mode has not been entered, the output power of the fuel cell is limited according to the fuel cell's economic power range. After the charging mode is not entered and the output power of the fuel cell is limited, the remaining power of the power battery is monitored in real time. If the remaining power of the power battery is lower than the target power battery limit in the charging mode, the fuel cell power is calculated according to the normal mode. If the remaining power of the power battery is higher than or equal to the target power battery limit in the charging mode, the maximum operating power of the fuel cell is set according to the fuel cell economic operating range. The power reduction corresponding to the power limitation is calculated by combining the set maximum operating power of the fuel cell with the fuel cell power under normal operating conditions. Determine whether the remaining power of the power battery is higher than the target power battery lower limit in the charging mode. If the remaining power of the power battery is higher than the target power battery lower limit in the charging mode, the fuel cell power is calculated according to the normal mode. If the remaining power of the power battery is lower than or equal to the target power battery lower limit in the charging mode, determine whether the fuel cell power is less than the average power. If the fuel cell power is less than the average power, a power compensation correction value is calculated based on the reduction in power generation caused by the power limitation, and the fuel cell output power is increased according to the power compensation correction value. If the fuel cell power is greater than or equal to the average power, the fuel cell power is calculated according to the normal mode.

2. The fuel cell energy management optimization method based on charging decision as described in claim 1, characterized in that, After entering the charging mode, if the remaining power of the power battery is higher than the upper limit of the target power of the power battery in the charging mode, the power correction value of the charging mode is calculated based on the remaining power of the power battery, and the output power of the fuel cell is determined by combining the fuel cell power benchmark value and the power correction value of the charging mode.

3. The fuel cell energy management optimization method based on charging decision as described in claim 2, characterized in that, After determining the fuel cell output power by combining the fuel cell power reference value and the power correction value of the charging mode, the remaining power of the power battery is continuously adjusted to stabilize within the target power range of the power battery corresponding to the charging mode.

4. The fuel cell energy management optimization method based on charging decision as described in claim 1, characterized in that, If it is determined that the vehicle has not entered the energy-saving mode, the fuel cell output power is calculated and output according to the conventional control logic. After entering the charging mode, if the remaining power of the power battery is within the target power range corresponding to the charging mode, the fuel cell output power is calculated and output according to the conventional control logic.

5. The fuel cell energy management optimization method based on charging decision as described in claim 1, characterized in that, The charging decision signal is generated by combining the recognition results of the vehicle system, including: recognizing the location information of charging stations in the navigation route, pushing a charging demand confirmation prompt to the driver, calculating the distance between the vehicle and the charging station after receiving the charging demand confirmation instruction, and determining whether to generate a signal to trigger the charging mode based on a preset distance threshold.

6. The fuel cell energy management optimization method based on charging decision as described in claim 5, characterized in that, When it is determined that the distance between the vehicle and the charging station meets the pre-shutdown distance condition, a pre-shutdown command is generated. After receiving the pre-shutdown command, the vehicle controller shuts down the fuel cell and exits the charging mode before the vehicle arrives at the charging station.

7. The fuel cell energy management optimization method based on charging decision as described in claim 1, characterized in that, After entering the charging mode, if the pre-shutdown judgment condition is met, the fuel cell will be shut down before arriving at the charging location after receiving the pre-shutdown command, and the charging mode will be exited. In the energy-saving mode, after entering the charging mode, if the pre-shutdown judgment is not performed, the fuel cell will be shut down after receiving the parking shutdown command or the driver's active shutdown command, and the charging mode will be exited.

8. A fuel cell energy management optimization system based on charging decisions, characterized in that, The fuel cell energy management optimization method based on charging decision as described in any one of claims 1-7 includes: The mode determination unit is configured to: determine whether the vehicle has entered energy-saving mode in response to the energy-saving mode activation switch signal; The decision generation unit is configured to: if it is determined that the energy-saving mode is to be entered, generate a charging decision signal by combining the manual selection signal of the charging mode and / or the vehicle system identification result; The charging determination unit is configured to determine whether the vehicle has entered charging mode based on the charging decision signal. The power correction unit is configured to: if it is determined that the charging mode has been entered, combine the remaining power of the power battery with the target power battery power range corresponding to the charging mode, correct the fuel cell output power, and adjust the remaining power battery power to be close to the target power battery power range. The power limiting unit is configured to limit the fuel cell output power based on the fuel cell economic power range if it is determined that the recharging mode has not been entered.

9. A fuel cell energy management optimization system based on charging decisions, characterized in that, include: Energy-saving mode triggering unit, power replenishment command acquisition unit, vehicle infotainment system unit, and vehicle controller; The energy-saving mode triggering unit is used to output an energy-saving mode activation signal; The power replenishment command acquisition unit is used to acquire the manual selection signal for the power replenishment mode; The vehicle infotainment system unit is used to identify charging intentions and output vehicle infotainment system signals; The vehicle controller is communicatively connected to the energy-saving mode triggering unit, the charging command acquisition unit, and the vehicle system unit, respectively. The vehicle controller is used to execute the fuel cell energy management optimization method based on charging decision according to any one of claims 1 to 7.

10. The fuel cell energy management optimization system based on charging decision as described in claim 9, characterized in that, The vehicle infotainment system unit includes a navigation recognition subunit, an interactive prompt subunit, and a distance judgment subunit; The navigation recognition subunit is used to identify the location information of charging stations within the navigation route; The interactive prompt subunit is used to push charging demand confirmation prompts to the driver and receive charging demand confirmation instructions. The distance determination subunit is used to calculate the distance between the vehicle and the charging station, and output corresponding control commands in combination with a preset distance threshold.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program adapted to be loaded by a processor and executed as described in any one of claims 1 to 7, for the optimization of fuel cell energy management based on charging decisions.

12. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the fuel cell energy management optimization method based on charging decisions as described in any one of claims 1 to 7.

13. A vehicle controller, characterized in that, include: Processor and computer-readable storage media; The processor is adapted to execute computer programs; The computer-readable storage medium stores the computer program, which, when executed by the processor, implements the fuel cell energy management optimization method based on charging decision as described in any one of claims 1 to 7.

14. A vehicle, characterized in that, The vehicle includes a vehicle controller configured to execute the fuel cell energy management optimization method based on charging decision as described in any one of claims 1 to 7; or, the vehicle includes the fuel cell energy management optimization system based on charging decision as described in any one of claims 8 to 10; or, the vehicle includes the computer-readable storage medium as described in claim 11; or, the vehicle includes the computer program product as described in claim 12; or, the vehicle includes the vehicle controller as described in claim 13.

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