Hydrogen-powered two-wheeled vehicle and energy management method thereof

Abstract

The application provides a hydrogen power two-wheeled vehicle and an energy management method thereof. The method comprises the following steps: acquiring a current state of charge of a lithium battery in a hybrid power system in real time; determining a rough output power gear of a fuel cell in the hybrid power system according to a preset state of charge interval in which the current state of charge falls; when the current state of charge falls into a fine adjustment interval, starting PID closed-loop adjustment, taking a target state of charge as a control target, calculating a PID adjustment amount according to a deviation amount between the current state of charge and the target state of charge, correcting a basic output current corresponding to the rough output power gear according to the PID adjustment amount, obtaining a target output current after fine adjustment, and controlling the power output of the fuel cell by using the target output current, so that the current state of charge approaches the target state of charge, thereby making the current state of charge approach the target state of charge smoothly and quickly through the rough adjustment and fine adjustment mode, and eliminating the shock risk caused by single threshold control.

Description

Technical Field

[0001] This invention relates to the field of two-wheeled vehicle technology, specifically to a hydrogen-powered two-wheeled vehicle and its energy management method. Background Technology

[0002] In the areas of short-distance travel and urban micro-mobility, two-wheeled vehicles such as electric bicycles and electric scooters are widely popular due to their convenience and flexibility. However, traditional pure lithium battery two-wheelers are limited by inherent drawbacks of lithium batteries, such as low energy density, poor low-temperature performance, long charging time, and the risk of spontaneous combustion. Their range and ease of use cannot meet the growing user demands. Combining hydrogen fuel cells with lithium batteries to form a hybrid power system can fully leverage the advantages of fuel cells (high energy density and fast refueling) and lithium batteries (high power density and rapid response), becoming an effective technological path to improve the range and user experience of two-wheeled vehicles.

[0003] In two-wheeled vehicles with hybrid power systems (referred to as hydrogen-powered two-wheeled vehicles, which use a hybrid power system as their power source), energy management strategy is the core of the entire control system. Due to inherent characteristics such as low overload capacity and poor instantaneous response, fuel cells are unable to independently handle short-term high-power demands such as vehicle acceleration and hill climbing. Furthermore, fuel cells have a slow dynamic response speed (fuel cell power ramp-up time typically exceeds 5 seconds), while lithium batteries can respond at the millisecond level, resulting in significant differences in their dynamic characteristics. Therefore, a reasonable power distribution between the fuel cell and lithium battery is needed, with the lithium battery handling transient power fluctuations and the fuel cell providing steady-state average power. How to formulate a reasonable energy management strategy that allows the fuel cell and lithium battery to coordinate and complement each other is a pressing technical problem that needs to be solved in this field.

[0004] Existing technologies generally employ energy management strategies based on the state of charge (SOC) of lithium-ion batteries. The basic idea is to monitor the SOC value of the lithium-ion battery in real time using sensors and adjust the output power of the fuel cell according to a preset SOC threshold range. When the SOC is low, the fuel cell increases its output power to charge the battery; when the SOC is high, the fuel cell's output power decreases or it stops operating to prevent overcharging. This hierarchical control logic constitutes the general technical framework for energy management in current hydrogen-powered two-wheeled vehicles.

[0005] However, in actual riding conditions, due to frequent acceleration and deceleration of the motor and drastic load changes, existing energy management strategies face severe challenges. On the one hand, feedback control relying solely on SOC values ​​has significant lag, making it difficult to respond promptly to instantaneous high-power demand changes, leading to excessive fluctuations in lithium battery voltage and affecting system stability. On the other hand, traditional fixed threshold switching strategies lack fine-grained adjustment methods, easily causing frequent start-stops or large power jumps near the critical point of the fuel cell, which not only reduces the system's energy efficiency but may also adversely affect the lifespan of the fuel cell stack and lithium battery. Furthermore, how to effectively manage residual hydrogen at the end of the hydrogen storage tank while ensuring range, and avoid system failures caused by insufficient gas supply, is also a common problem that urgently needs to be solved in the current technological field. Summary of the Invention

[0006] In view of the deficiencies in the existing technology, the purpose of this invention is to provide a hydrogen-powered two-wheeled vehicle and its energy management method, aiming to partially or completely solve the problems in the related technology.

[0007] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0008] This application provides an energy management method for a hydrogen-powered two-wheeled vehicle, including:

[0009] Real-time acquisition of the current state of charge of the lithium battery in the hybrid power system;

[0010] Based on the preset state of charge range into which the current state of charge falls, the coarse-adjustment output power level of the fuel cell in the hybrid power system is determined.

[0011] When the current state of charge falls into the fine adjustment range, PID closed-loop regulation is initiated. The target state of charge is used as the control target. The PID adjustment amount is calculated based on the deviation between the current state of charge and the target state of charge. The base output current corresponding to the coarse adjustment output power level is corrected based on the PID adjustment amount to obtain the finely adjusted target output current. The power output of the fuel cell is controlled by the target output current to make the current state of charge approach the target state of charge.

[0012] Preferably, the preset state of charge range includes multiple ranges arranged in ascending order of state of charge value, and each range corresponds to the coarse-adjustment output power level of the fuel cell in the hybrid power system.

[0013] Preferably, the plurality of intervals specifically include:

[0014] First zone: State of charge value is less than 50%, corresponding to the fuel cell operating at maximum power;

[0015] Second range: State of charge value of 50%~60%, corresponding to the fuel cell operating at first power;

[0016] The third range is defined as a state of charge of 60% to 80%, which is the fine adjustment range.

[0017] The fourth range: the state of charge is 80%~85%, corresponding to the fuel cell operating at the second power, which is less than the first power and less than the average power of the two-wheeled vehicle motor.

[0018] Fifth interval: The state of charge value is greater than 85%, corresponding to the shutdown of the fuel cell system.

[0019] Preferably, the finely adjusted target output current is calculated according to the following formula:

[0020] I DC =I 预设 +ΔI SOC ;

[0021] Among them, I DC For the target output current; I 预设 The base output current corresponding to the coarse-adjustment output power level; ΔI SOC This is the correction amount calculated using the PID algorithm based on the deviation between the current state of charge and the target state of charge.

[0022] Preferably, the method further includes:

[0023] Pre-set upper and lower limits for the target output current; and,

[0024] Controlling the power output of the fuel cell using the target output current specifically includes:

[0025] Compare the target output current with the upper and lower limits;

[0026] If the target output current is greater than the upper limit value, the power output of the fuel cell is controlled at the upper limit value;

[0027] When the target output current is below the lower limit value, the power output of the fuel cell is controlled at the lower limit value;

[0028] When the target output current is greater than or equal to the lower limit and less than or equal to the upper limit, the power output of the fuel cell is controlled by the target output current.

[0029] Preferably, the method further includes:

[0030] The current hydrogen pressure value of the solid hydrogen storage cylinder in the hybrid power system is obtained in real time.

[0031] When the current hydrogen pressure value is lower than a preset pressure threshold and the duration exceeds a preset time threshold, the fuel cell system is controlled to reduce its load to a low-power operation mode to consume the remaining hydrogen.

[0032] Preferably, the preset pressure threshold is 0.25 bar to 0.35 bar; and the preset time threshold is 3 to 10 seconds.

[0033] Preferably, the method further includes: acquiring the actual voltage of the lithium battery in real time, calculating a feedforward compensation amount based on the rate of change of the actual voltage, superimposing the feedforward compensation amount onto the target output current to obtain a new target output current, and controlling the power output of the fuel cell with the new target output current.

[0034] Preferably, when the rate of change is detected to be positive and exceeds a preset rate of change threshold, the motor is determined to be in a deceleration or regenerative braking state, and the feedforward compensation is reduced to decrease the output power of the fuel cell; or,

[0035] When the rate of change is detected to be negative and its absolute value exceeds the preset rate of change threshold, it is determined that the motor is in an acceleration state, and the feedforward compensation amount is increased to improve the output power of the fuel cell.

[0036] This application also provides a hydrogen-powered two-wheeled vehicle, which manages its energy using the method provided in the embodiments of this application.

[0037] Based on the above technical solution, the advantages of the present invention compared with the prior art are as follows:

[0038] The energy management method for hydrogen-powered two-wheeled vehicles provided in this application includes: acquiring the current state of charge (SOC) of the lithium battery in the hybrid power system in real time; determining the coarse-adjustment output power level of the fuel cell in the hybrid power system based on the preset SOC range into which the current SOC falls; when the current SOC falls into the fine-adjustment range, initiating PID closed-loop regulation, using the target SOC as the control target, calculating the PID adjustment amount based on the deviation between the current SOC and the target SOC, correcting the base output current corresponding to the coarse-adjustment output power level based on the PID adjustment amount to obtain the fine-adjustment target output current, and controlling the power output of the fuel cell with the target output current to make the current SOC approach the target SOC. Therefore, this method can construct a composite control architecture of coarse-adjustment level switching, PID fine-adjustment closed-loop, and voltage feedforward compensation, achieving precise scheduling of energy flow in the hybrid power system.

[0039] Specifically, the solution first acquires the current state of charge (SOC) of the lithium battery in real time and quickly determines the coarse-adjustment output power level of the fuel cell based on the preset SOC range it falls into, establishing a stepped power response mechanism based on SOC partitioning. On this basis, when the current SOC enters the fine-adjustment range, PID closed-loop regulation is initiated. Using the target SOC as the control core, the PID adjustment is dynamically calculated using the deviation between the current and target SOCs, thereby real-time correction of the base output current corresponding to the coarse-adjustment output power level, generating the finely adjusted target output current. This allows the current SOC to smoothly and quickly approach the target SOC, eliminating the oscillation risk caused by single threshold control. Furthermore, by introducing the rate of change of the actual lithium battery voltage to calculate the feedforward compensation and adding it to the target output current, the solution effectively overcomes communication lag and responds in advance to instantaneous power fluctuations caused by motor acceleration and deceleration. Simultaneously, combined with upper and lower limit protection for the target output current and monitoring the current hydrogen pressure in the solid hydrogen storage tank and implementing a low-pressure load reduction strategy, the safe operation of the fuel cell under various operating conditions and the full utilization of residual hydrogen are ensured. This effectively solves the technical problems of existing energy management strategies, which rely on single SOC feedback and have lag, lack fine-tuning methods, leading to frequent start-stop or power jumps in fuel cells, and making it difficult to balance system stability and efficient utilization of residual hydrogen. Therefore, it avoids system response delay, stack life damage and energy waste, and significantly improves the operational stability, control precision and overall energy efficiency of hydrogen-powered two-wheelers in different riding scenarios. Attached Figure Description

[0040] Figure 1 This is a schematic diagram illustrating the specific process of the energy management method for hydrogen-powered two-wheeled vehicles provided in this application. Detailed Implementation

[0041] The embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0042] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0043] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0044] In view of this, embodiments of this application provide a hydrogen-powered two-wheeled vehicle and its energy management method, which can be used to solve the problems in the prior art. For ease of understanding, the structure of the air-cooled fuel cell system provided in the embodiments of this application will be briefly described first.

[0045] In view of this, embodiments of this application provide a hydrogen-powered two-wheeled vehicle and its energy management method, which can be used to solve the above problems. For ease of understanding, the energy management method will be briefly described below. The method includes the following steps:

[0046] Step S101: Obtain the current state of charge of the lithium battery in the hybrid power system in real time.

[0047] Specifically, the current state of charge (SOC) characterizes the percentage of remaining charge in a lithium battery relative to its rated capacity, and is a key indicator reflecting the battery's charge level. The battery management system in a hybrid power system collects physical parameters of the lithium battery pack, such as terminal voltage, charging / discharging current, and temperature, and calculates the current SOC in real time based on estimation models such as the ampere-hour integral method or Kalman filtering algorithm. The control unit can periodically read the SOC value reported by the battery management system via the controller area network bus, or obtain it through direct sampling of analog signals. The acquired current SOC serves as the basis for subsequent energy management decisions, ensuring that the control strategy can be dynamically adjusted based on the latest battery charge level.

[0048] It should be further explained that the preset state of charge range includes multiple ranges arranged in ascending order of state of charge value, and each range corresponds to the coarse adjustment output power level of the fuel cell in the hybrid power system.

[0049] The preset state of charge (SOC) interval serves as the core logical structure for constructing a tiered energy management strategy for hybrid power systems, representing the multidimensional mapping relationship between the lithium battery SOC and the fuel cell system's output capability. This preset SOC interval consists of multiple intervals with SOC values ​​arranged sequentially from low to high, and can be organized internally using a piecewise function.

[0050] During the construction phase, based on the physical characteristics of lithium batteries (such as charge / discharge efficiency curves and lifespan degradation characteristics) and the power demand distribution of two-wheeled vehicles under different load conditions, several key state-of-charge (SOC) thresholds are set. These thresholds divide the complete SOC range of the lithium battery (e.g., 0% to 100%) into multiple consecutive, non-overlapping intervals. For example, the intervals can be set as: a low charge interval (less than 50%), a low-to-medium charge interval (50% to 60%), a medium charge interval (60% to 70%), a target balance interval (70% to 80%), and a high charge interval (above 80%). This orderly arrangement from low to high forms a clear energy state hierarchy, enabling the control system to quickly locate the current battery energy state. Each interval corresponds to the coarse-tuning output power level of the fuel cell in the hybrid power system, thereby realizing the specific execution of coarse-tuning control.

[0051] This one-to-one correspondence means that each preset state of charge (SOC) range is uniquely assigned a fuel cell output power level. Typical output current values ​​for the fuel cell at different safety levels are determined, forming a discrete set of power levels, such as shutdown, low power sustaining, medium power output, high power output, and maximum power output. A mapping algorithm maps low SOC ranges (e.g., SOC < 50%) to the maximum power output level to ensure rapid system recharging; low-to-medium SOC ranges (e.g., 50%-60%) to the high power output level; medium SOC ranges (e.g., 60%-70%) to the medium power output level; target balance ranges (e.g., 70%-80%) to the basic balance power level; and high SOC ranges (e.g., SOC > 80%) to the shutdown or low power level to prevent overcharging. These mapping relationships are ultimately stored as a lookup table or mapping function between preset SOC ranges and coarse-tuned output power levels for direct use by the runtime control system. This structured range and gear mapping enables smooth switching of fuel cell output power under different states of charge, ensuring that the lithium battery is always within a reasonable power buffer zone and avoiding drastic fluctuations in fuel cell power, thereby extending the lifespan of the fuel cell stack and improving the overall vehicle's operational stability.

[0052] Of course, regarding the specific division of the preset state of charge intervals, the state of charge of the lithium battery is defined into five independent intervals according to the state of charge value from low to high. Each interval is configured with a specific fuel cell operation strategy to achieve fine control of the energy flow of the hybrid power system.

[0053] The first zone: A state of charge (SCC) value of less than 50% corresponds to the fuel cell operating at maximum power. For emergency recharging scenarios where the lithium battery is low on charge, a SCC value of less than 50% indicates that the remaining charge of the lithium battery is low and lacks sufficient charge buffering capacity. In this case, controlling the fuel cell to operate at maximum power (e.g., the fuel cell's rated power) aims to quickly replenish the lithium battery charge, preventing the vehicle from running out of power or experiencing a power interruption, thereby ensuring the continuous range of the two-wheeled vehicle.

[0054] The second range: a state of charge (SOC) of 50% to 60%, corresponding to the fuel cell operating at its highest power. Within this relatively low SOC range (50% to 60%), the fuel cell system's output power is set to exceed the motor's power consumption. In this mode, the energy provided by the fuel cell meets the motor's drive requirements while continuously charging the lithium battery, causing the lithium battery's SOC to steadily rise to the target range, preventing the lithium battery from remaining in a low-charge state for extended periods.

[0055] The third range: 60%~80% state of charge (SBC), which is the fine-tuning range. When the SBC is between 60% and 80%, the system enters the main operating range for normal two-wheeled vehicle operation, i.e., the fine-tuning range, and activates the aforementioned PID closed-loop control strategy. In this stage, the target SBC is used as the control objective. The deviation between the current SBC and the target SBC is calculated to determine the PID adjustment amount, which is then used to correct the base output current. This dynamic adjustment method effectively suppresses lithium battery voltage fluctuations caused by motor acceleration or deceleration during riding, ensuring the SBC remains within a reasonable range of approximately 75%, providing sufficient power buffer.

[0056] The fourth range: A state of charge (SOC) of 80% to 85% corresponds to the fuel cell operating at its second power, which is less than the first power and less than the average operating power of the two-wheeled vehicle's motors. To prevent overcharging of the lithium battery, the fuel cell is controlled to operate at its second power within the SOC transition range of 80% to 85%. This second power is less than both the first power and the average operating power of the two-wheeled vehicle's motors. In this state, the energy output of the fuel cell is insufficient to fully cover the motor's operating consumption; the shortfall is supplemented by the lithium battery's discharge. By utilizing the motor to consume part of the lithium battery's charge, the rate of increase in the lithium battery's SOC is slowed, preventing it from reaching full charge too quickly, thus avoiding frequent start-stop cycles caused by a fully charged lithium battery. The fifth range: A SOC greater than 85%, corresponding to the fuel cell system shutting down. When the SOC exceeds 85%, the lithium battery's charge is high; continuing to charge not only affects battery life but also does not improve system efficiency. At this time, the fuel cell system is shut down, ceasing energy output to the lithium battery or motor, and the vehicle relies entirely on the lithium battery for power. This strategy effectively avoids the risk of overcharging lithium batteries and utilizes the high energy reserves of lithium batteries to meet subsequent driving needs until the state of charge drops to the next range, thus forming a complete energy management closed loop.

[0057] Step S102: Determine the coarse-adjustment output power level of the fuel cell in the hybrid power system based on the preset state of charge range into which the current state of charge falls.

[0058] Specifically, for example, a preset state of charge (SOC) range divides the lithium battery's SOC value into multiple consecutive numerical ranges in ascending order. Each range corresponds to a specific coarse-adjustment output power level for the fuel cell. This coarse-adjustment output power level can refer to the baseline power operating level maintained by the fuel cell system under specific operating conditions, determining the magnitude of the base output current. The control unit compares the real-time acquired current SOC with the pre-stored range boundary values ​​in the memory, identifies the specific range it belongs to, and then calls the corresponding power level identifier for that range. Through this range mapping mechanism, it can quickly respond to macroscopic changes in the lithium battery's charge level, achieving step-wise adjustments to the fuel cell's output power, thereby avoiding over-discharging or overcharging of the lithium battery and maintaining the energy balance of the hybrid power system.

[0059] Step S103: When the current state of charge falls into the fine adjustment range, start PID closed-loop adjustment, take the target state of charge as the control target, calculate the PID adjustment amount according to the deviation between the current state of charge and the target state of charge, correct the basic output current corresponding to the coarse adjustment output power level according to the PID adjustment amount, obtain the target output current after fine adjustment, and control the power output of the fuel cell with the target output current to make the current state of charge approach the target state of charge.

[0060] Specifically, the fine-tuning range is a region within a preset state-of-charge (SOC) range used for high-precision control, typically located within the optimal operating range of the lithium battery's SOC. When the current SOC is detected to be within this fine-tuning range, the proportional-integral-derivative (PID) closed-loop control algorithm is automatically activated. The system sets the target SOC as the desired input value for PID control and calculates the difference between the current SOC and the target SOC as the deviation. Based on this deviation, the PID adjustment is derived through proportional, integral, and derivative operations to eliminate steady-state errors and suppress system oscillations. This PID adjustment is then superimposed on the base output current determined by the coarse-tuned output power level to generate the finely tuned target output current.

[0061] This calculation process can be represented as: I DC =I 预设 +ΔI SOC Among them, I DC For the target output current; I 预设 This is the base output current corresponding to the coarse adjustment output power level; ΔI SOC This is the correction amount calculated using the PID algorithm based on the deviation between the current state of charge and the target state of charge.

[0062] The control unit can convert the target output current into corresponding control commands and send them to the DC-DC converter or controller of the fuel cell to adjust the power output of the fuel cell. Through this closed-loop feedback mechanism, the output capability of the fuel cell is dynamically fine-tuned, so that the state of charge of the lithium battery is stably converged to near the target state of charge, effectively avoiding frequent start-stop of the fuel cell and extending the service life of the lithium battery.

[0063] It is important to note that the mathematical calculation model for the finely adjusted target output current achieves precise control of the fuel cell output power by linearly superimposing the base output current corresponding to the coarse-adjusted output power level with the correction amount calculated based on the PID algorithm.

[0064] The target output current mentioned above employs a composite control architecture of base output current + dynamic correction current, rather than being determined entirely by a single controller. The base output current represents a reference current value pre-set based on the current state of charge (SOC) range of the lithium battery. Its value originates from the operating point corresponding to the coarse-adjustment output power level determined in the preceding steps, reflecting the basic operating power requirements of the energy management strategy under different SOC states. For example, when the SOC is between 50% and 60%, the base output current corresponds to the current value when the fuel cell operates at higher power; when the SOC is in the fine-adjustment range of 60% to 80%, the base output current corresponds to the base current value used to maintain balance. This design ensures that the control command has a definite initial reference at all times, avoiding excessive oscillation or response lag characteristic of pure proportional control when deviations are large.

[0065] Correction amount ΔI SOC Used to eliminate static and dynamic errors between the current and target states of charge, its physical essence is a fine-tuning increment of the base output current. This correction amount ΔI SOC The calculation logic is based on the PID control algorithm. This process can be formalized as the following decision function: .

[0066] In this calculation formula, Indicates the target state of charge, for example, set to 75%; This indicates the current state of charge, collected in real time. The amount of deviation in the state of charge; Indicates time; , and These represent the proportionality coefficient, integral coefficient, and differential coefficient, respectively. Proportional term Used for rapid response to instantaneous deviations in the state of charge; a positive correction current is generated when the current state of charge is below the target value, and a negative correction current is generated otherwise; integral term. Used to eliminate steady-state errors, by accumulating historical deviations, it ensures that the state of charge can stably converge to near the target value during long-term operation; differential term It is used to predict the trend of changes in the state of charge, suppress overshoot, and prevent overcharging or over-discharging during the regulation process.

[0067] The result calculated using the above formula is the final target output current command applied to the fuel cell system. Considering the need to prevent excessive power from causing stack overload damage or insufficient power from causing system failure in practical applications, the target output current needs to be limited after calculation. After this current command is sent to the fuel cell controller, the stack's output power is adjusted so that the lithium battery's current state of charge dynamically follows the target state of charge, thereby achieving a dynamic balance between hydrogen consumption and electrical energy utilization.

[0068] It should be further noted that, to improve safety, the method provided in this application embodiment may further include setting an upper limit and a lower limit for the target output current in advance, and performing limit control on the power output of the fuel cell. Specifically, setting the upper and lower limits for the target output current in advance can be done during system initialization or parameter configuration phases, setting boundary values, i.e., the upper and lower limits, to constrain the fuel cell output current.

[0069] These two thresholds (i.e., the upper and lower limits) constitute the hard constraint channel for the safe operation of fuel cells. Their setting is based on factors including the polarization curve characteristics of the fuel cell stack, the hydrothermal management requirements of the membrane electrode assembly (MEA), and the minimum sustaining power of parasitic loads. For example, the upper limit can be set slightly below the rated current of the stack to prevent voltage collapse or membrane dehydration due to overload; the lower limit can be set as the minimum current value sufficient to maintain the normal operation of auxiliary systems such as the air compressor, avoiding reverse polarity or liquid accumulation in the stack due to excessively low current. By configuring preset upper and lower limits for the target output current, it is ensured that any subsequently calculated target output current command is forcibly limited to the safe range allowed by the physical components, thereby mitigating the risk of abnormal current output by the PID algorithm due to integral saturation or parameter disturbances under extreme operating conditions.

[0070] Thus, controlling the fuel cell power output with a target output current can specifically involve comparing the target output current with upper and lower limits. During real-time control of the fuel cell power output, the calculated target output current is compared in real-time with preset boundary values. This comparison is a prerequisite for implementing limiting control, aiming to determine the safe range of the current command. This process categorizes the target output current into three scenarios: greater than the upper limit, less than the lower limit, or within the normal range between the upper and lower limits. By introducing this comparison step, the system can accurately identify whether the current command has exceeded the limits in each control cycle, providing a logical basis for subsequent targeted limiting strategies and ensuring that the control command undergoes rigorous safety verification before being sent to the fuel cell controller.

[0071] In this way, when the target output current exceeds the upper limit, the power output of the fuel cell is controlled at the upper limit. When the comparison result shows that the target output current exceeds the preset safety upper limit, an upper limit clamping operation is forcibly executed. Specifically, the system discards the originally calculated PID control target current and directly adopts the preset target output current upper limit as the final output command. This processing mechanism can effectively cut off the current surge path caused by a large drop in SOC or excessive accumulation of integral terms, preventing irreversible physical damage such as a sharp drop in voltage, deterioration of cell voltage consistency, or even membrane perforation caused by instantaneous overload in the fuel cell stack. By limiting the control current to the safety upper limit, the core components of the stack are protected from the thermal stress impact of high current density, thereby extending the service life of the fuel cell system and maintaining the overall stability of the hybrid power system.

[0072] When the target output current is below the lower limit, the power output of the fuel cell is controlled by the lower limit. When the comparison result indicates that the target output current is lower than the preset safety lower limit, a lower limit clamping operation is performed. At this time, the system ignores the excessively low current command and directly uses the preset target output current lower limit as the control benchmark. This strategy is mainly used to avoid the risk of current pullback caused by excessively high SOC or sudden changes in the differential term, and to prevent the fuel cell output current from being too low to drive auxiliary loads such as the air compressor and hydrogen circulation pump, thereby causing failure modes such as cathode starvation, anode liquid accumulation, or partial reverse polarity. By setting and executing lower limit control, it is ensured that the fuel cell is always maintained above the minimum power level that can sustain the self-sustaining operation of the auxiliary system, avoiding life loss caused by frequent shutdowns and restarts, and ensuring the continuous operation capability of the system under low load demand.

[0073] When the target output current is greater than or equal to the lower limit and less than or equal to the upper limit, the power output of the fuel cell is controlled by the target output current. When the comparison and judgment result confirms that the target output current is within the preset upper and lower limit range, the current command is determined to meet the safe operation requirements and is directly used as the final execution command. Within this range, the fuel cell can accurately respond to the power demand calculated by the PID algorithm, without touching the overload boundary that would cause performance degradation, nor touching the underload bottom line that would affect system operation. By maintaining this closed-loop control path, the system can give full play to the fine adjustment of the state of charge by the PID algorithm, so that the actual state of charge of the lithium battery smoothly approaches the target state of charge, realizing the optimized distribution of energy flow between the lithium battery and the fuel cell, and ensuring the efficient and stable operation of the hybrid power system.

[0074] The aforementioned strategy, which sets upper and lower current limits and performs segmented comparison control, constructs a safety barrier for fuel cell power output. The preset upper and lower limits act as rigid constraints, effectively shielding against irrational or abnormal current commands that may occur during PID regulation. Through the synergistic effect of logical judgment and amplitude-limiting output, the actual operating current of the fuel cell is strictly locked within a reliable range determined by its physical characteristics. This protection mechanism not only prevents performance collapse due to overload or shutdown due to underload in the fuel cell stack, but also provides a solid underlying support for the fine-tuning of the lithium battery's state of charge by maintaining the system's continuous and stable operation, thereby improving the overall robustness and safety of the energy management system for hydrogen-powered two-wheeled vehicles.

[0075] It should be further explained that the protective control strategy for the remaining hydrogen supply also includes: real-time acquisition of the current hydrogen pressure value of the solid-state hydrogen storage tank in the hybrid power system. Specifically, the current hydrogen pressure value of the solid-state hydrogen storage tank is a key physical parameter characterizing the fuel supply reserve of the fuel cell system. In solid-state hydrogen storage technology, hydrogen is stored inside the material in an adsorbed or compounded form. As hydrogen is released, the pressure inside the tank exhibits a non-linear decreasing trend. This pressure data is acquired in real time using high-precision pressure sensors deployed at the outlet or pipeline of the solid-state hydrogen storage tank. The data acquisition process can, for example, be transmitted to the energy management unit via the controller area network bus or analog input channel according to a preset sampling period (e.g., reading once every 100 milliseconds). This parameter directly reflects the current sufficiency of hydrogen available for the fuel cell stack reaction and is a direct basis for determining whether the system is about to enter a hydrogen-deficient state.

[0076] When the current hydrogen pressure is below a preset pressure threshold and the duration exceeds a preset time threshold, the fuel cell system is controlled to reduce its load to a low-power operating mode to consume the remaining hydrogen. This decision-making logic aims to distinguish between instantaneous fluctuations and the actual residual hydrogen state through the dual constraints of pressure and time, thereby maximizing hydrogen utilization while ensuring safety. The preset pressure threshold defines the minimum pressure limit for available hydrogen supply, and its value is closely related to the physical properties of the solid hydrogen storage material and the gas intake requirements of the fuel cell stack. For example, according to experimental test data, the pressure of the solid hydrogen storage cylinder can be maintained above 0.5 bar during most of the hydrogen release process, only dropping sharply to around 0.2 bar in the last approximately 10g of hydrogen. Based on this characteristic, the preset pressure threshold can be set, for example, to 0.3 bar, ensuring that the gas supply is close to depletion while avoiding premature triggering of protection.

[0077] Given that pressure signals can fluctuate instantaneously due to factors such as vehicle bumps and airflow disturbances, simply reducing load based on pressure falling below a threshold could lead to frequent malfunctions during normal operation. Therefore, a preset time threshold is introduced as a confirmation condition to filter out transient interference and ensure that the system is only considered to be in a residual hydrogen state when the low-pressure state persists. For example, this threshold can be set to 3-10 seconds (e.g., 3 seconds, 5 seconds, 7 seconds, 10 seconds, etc.), meaning that hydrogen is only confirmed to be nearly depleted if the pressure value is continuously below 0.3 bar for more than 5 seconds. After meeting the above dual pressure and time conditions, the fuel cell system is controlled to reduce load to a low-power operating mode. The low-power operating mode is a special energy output state where the output power is limited to a level far below the rated power, such as the minimum power value required to maintain the normal operation of the fuel cell auxiliary system. By reducing load, the fuel cell consumes the remaining small amount of hydrogen at an extremely low rate, avoiding irreversible damage such as reverse polarity of the stack or drying of the membrane electrode assembly due to insufficient gas supply pressure under high load demand. At the same time, this treatment method can make full use of the residual hydrogen in the pipeline and hydrogen storage materials, avoiding fuel waste, until the hydrogen is completely exhausted or the system shuts down automatically.

[0078] It should be further explained that in the parameter configuration instructions for the aforementioned pressure judgment mechanism, the preset pressure threshold is set to 0.25 bar to 0.35 bar; the preset time threshold is set to 3 to 10 seconds. Specifically, the preset pressure threshold is a key criterion for determining whether the solid-state hydrogen storage cylinder has entered a state of residual hydrogen consumption. This numerical range is set based on the hydrogen release characteristic curve of the solid-state hydrogen storage cylinder under actual operating conditions. Test data shows that during the hydrogen release process of the solid-state hydrogen storage cylinder, most of the hydrogen can be maintained at a relatively high pressure level, but when the hydrogen storage is nearly exhausted (e.g., the last approximately 10g of hydrogen), the pressure inside the cylinder will drop sharply (e.g., from 0.5 bar to around 0.2 bar). The preset pressure threshold of 0.25 bar to 0.35 bar is located in this critical region of sharp pressure drop. Setting this threshold within this range can accurately capture the inflection point when the hydrogen storage cylinder is about to be exhausted, ensuring that there is still enough hydrogen to support the operation of the fuel cell stack and triggering the load reduction logic, thus avoiding unplanned shutdowns of the fuel cell stack due to delayed pressure judgment when hydrogen is exhausted. For example, a preset pressure threshold of 0.3 bar, the median of this range, can reliably identify the residual hydrogen state while avoiding misjudgments caused by normal fluctuations in the pressure sensor. A preset time threshold works in conjunction with the preset pressure threshold to form an anti-interference mechanism. Since hydrogen storage tanks may be affected by factors such as bumps and temperature changes during actual operation, causing instantaneous fluctuations in pressure readings, a preset time threshold of 3-10 seconds introduces a time constraint. This requires that the current hydrogen pressure value be below the preset pressure threshold for a certain duration before it is considered a valid residual hydrogen signal. This logic effectively filters out instantaneous false low-pressure signals, preventing frequent load reduction actions in the fuel cell system caused by occasional fluctuations, thereby ensuring the system's operational stability. For example, a preset time threshold of 5 seconds means that only when the pressure is below 0.3 bar for more than 5 seconds is the system confirmed to enter low-power operation mode.

[0079] By limiting the preset pressure threshold to 0.25 bar to 0.35 bar and the preset time threshold to 3 to 10 seconds, the method provided in this application constructs a robust residual hydrogen identification window. This parameter configuration method, based on engineering analysis of the physical characteristics of hydrogen release, ensures accurate capture of the residual hydrogen state and eliminates noise interference through a time lag mechanism. This allows the hydrogen-powered two-wheeler to smoothly transition to a low-power operation mode at the end of its range, maximizing the utilization of remaining hydrogen energy and improving the overall energy efficiency of the vehicle.

[0080] It should be further explained that the actual voltage of the lithium battery is acquired in real time, and the feedforward compensation is calculated based on the rate of change of the actual voltage. The feedforward compensation is then superimposed on the target output current to obtain the new target output current, and the power output of the fuel cell is controlled by the new target output current.

[0081] Specifically, the real-time acquired actual voltage of the lithium battery is a direct physical quantity characterizing the instantaneous load state of the power battery in a hybrid power system. Unlike the State of Charge (SOC), which reflects the long-term remaining charge of the battery, the actual voltage of the lithium battery is more sensitive to sudden load changes and can reflect the impact of the motor on the battery during acceleration or braking in real time. In actual driving conditions, for example, when a two-wheeled vehicle accelerates, the high current discharge of the motor causes the actual voltage of the lithium battery to drop rapidly; when the two-wheeled vehicle decelerates or goes downhill, the motor is in a generating state, causing the actual voltage of the lithium battery to rise rapidly. Since acquiring the lithium battery current value through communication often has a certain lag, it is difficult to capture such rapid power fluctuations in a timely manner by simply relying on PID closed-loop regulation based on SOC deviation. By directly acquiring the terminal voltage data at both ends of the lithium battery through a high-precision sampling circuit (such as a voltage sensor), a voltage signal sequence containing rich dynamic information can be obtained. The time resolution of this signal sequence needs to be sufficient to capture voltage transients; for example, the sampling period can be set to 10 milliseconds to 50 milliseconds.

[0082] To address the hysteresis inherent in feedback control, a feedforward compensation mechanism based on the actual voltage change rate is introduced. This process first differentiates the acquired actual lithium battery voltage sequence to obtain the voltage change rate over time. The polarity of the voltage change rate directly corresponds to the battery's charge / discharge state: a negative rate indicates high-current discharge (corresponding to acceleration), while a positive rate indicates high-current charging (corresponding to braking or deceleration). Based on the magnitude of the voltage change rate, the feedforward compensation amount used to correct the fuel cell output current is calculated. This calculation process can be formalized as a linear relationship or a nonlinear mapping function. ,in, This is the feedforward compensation amount. This is the feedforward gain coefficient. The rate of change of the actual voltage. Gain coefficient. Calibration can be performed based on system power matching requirements and the dynamic response capability of the fuel cell. Its physical meaning is to convert the voltage change rate into a proportional factor for the required compensation current. When a sharp voltage drop is detected (i.e.,...) When the value is a large negative value, the calculated feedforward compensation is positive, which means that the output power of the fuel cell needs to be increased to share the load of the lithium battery; conversely, when the voltage rises sharply, the feedforward compensation is negative, which means that the output power of the fuel cell needs to be reduced to avoid overcharging of the lithium battery.

[0083] The feedforward compensation is superimposed on the target output current, thus integrating feedforward control with the original closed-loop feedback control. The target output current can refer to the current command calculated by PID closed-loop regulation in step S3 of the above embodiment, used to maintain the SOC approaching the target value. This superposition process is logically represented as an algebraic addition operation, i.e., generating a new control command. By combining the feedforward compensation reflecting instantaneous load changes with the PID regulation reflecting long-term energy balance, the new target output current includes both the basic component for maintaining SOC stability and the dynamic correction component for responding to sudden changes in operating conditions. This composite control structure differs from single feedback control; it uses the measurable disturbance signal of voltage change rate to intervene in the system output in advance, thereby widening the system bandwidth without changing the parameters of the PID main controller.

[0084] Controlling the fuel cell's power output with a new target output current involves issuing and executing the revised control commands. The new target output current serves as a reference value for the fuel cell controller (such as a DC / DC converter). The controller adjusts the duty cycle of the power electronics based on this reference value, thereby changing the fuel cell stack's output current to quickly track the new target value. This dynamic adjustment process allows the fuel cell's power output to closely follow the instantaneous power demand of the vehicle's motor. For example, during vehicle acceleration, due to feedforward compensation, the fuel cell's output current rises significantly faster than with PID feedback alone, effectively suppressing lithium battery voltage drops and preventing over-discharge. During deceleration, the fuel cell's output current quickly recedes, working in conjunction with regenerative braking to prevent overcharging of the lithium battery. Through this coordinated feedforward and feedback control strategy, the entire energy management system's adaptability to complex road conditions and its dynamic response performance are significantly improved.

[0085] It needs further explanation that determining the motor state and adjusting the feedforward compensation based on the positive or negative voltage change rate can be implemented by determining that the motor is in a deceleration or regenerative braking state when a positive change rate is detected and exceeds a preset change rate threshold, and reducing the feedforward compensation to decrease the fuel cell's output power. Specifically, the actual voltage change rate of the lithium battery is a key indicator reflecting the vehicle's operating conditions. When a positive voltage change rate is detected and its absolute value exceeds a preset change rate threshold, it typically indicates that the motor is in a deceleration or regenerative braking state. At this time, the motor switches to power generation mode and feeds energy back to the lithium battery, causing a sharp rise in the lithium battery's terminal voltage. If the original control strategy is maintained, the feedforward compensation introduced based on the aforementioned embodiment may lead to an undesirable increase in the fuel cell's output power, resulting in system overcharging or energy waste. Therefore, by monitoring the positive polarity change of the voltage change rate, the vehicle's deceleration or braking intention can be accurately identified, and the operation of reducing the feedforward compensation can be executed. This operation specifically includes proportionally reducing the coefficient of the feedforward compensation or directly setting the feedforward compensation to zero to offset the energy feedback effect brought about by regenerative braking. This measure can reduce the output power of the fuel cell and avoid superposition and conflict with the power generation of the motor, thereby ensuring the stability of the bus voltage.

[0086] Furthermore, when a negative rate of change is detected and its absolute value exceeds a preset rate of change threshold, the motor is determined to be in an acceleration state, and the feedforward compensation is increased to improve the output power of the fuel cell. Specifically, for example, when a negative rate of change in voltage is detected and its absolute value exceeds a preset rate of change threshold, it indicates that the motor is in an acceleration state. Under this condition, the vehicle requires a large driving torque, leading to a large current discharge of the lithium battery and a rapid voltage drop. To prevent excessive discharge of the lithium battery, which could affect its lifespan and power output, the acceleration demand of the motor can be identified promptly by detecting a sudden change in the negative polarity of the voltage rate of change. For this high-load demand scenario, a strategy of increasing the feedforward compensation is adopted, such as adding a positive increment to the original feedforward calculation or increasing the feedforward gain coefficient, so that the new target output current superimposed on the target output current increases accordingly. This rapid response mechanism can promptly improve the output power of the fuel cell, supplement the discharge gap of the lithium battery, and maintain the relative stability of the lithium battery's state of charge while supporting the motor's acceleration performance.

[0087] Through the synergistic effect of the two steps described above, a mapping relationship is established between the voltage change rate and the vehicle's operating conditions (acceleration, deceleration, or regenerative braking). Compared to a single fixed feedforward compensation, this dynamic adjustment mechanism based on the direction of the voltage change rate can accurately match the energy supply and demand characteristics of different riding modes. It avoids ineffective or even reverse power output during regenerative braking and provides timely power support during acceleration, thus effectively solving the control delay problem caused by communication lag and optimizing the energy distribution efficiency and system stability of hydrogen-powered two-wheelers under transient conditions.

[0088] The aforementioned technical solution constructs a hierarchical energy management architecture by combining coarse-tuning range judgment with fine PID closed-loop adjustment. The coarse-tuning output power level ensures a macroscopic balance of lithium battery charge under different load demands, while the fine-tuning PID closed-loop adjustment utilizes real-time deviation feedback to dynamically correct the fuel cell output current. This synergistic effect enables the hybrid system to maintain both rapid response speed and high-precision steady-state control capabilities when dealing with fluctuations in riding conditions, thereby ensuring power supply while improving the overall energy efficiency and operational stability of the system.

[0089] In another optional embodiment, this application also provides a hydrogen-powered two-wheeled vehicle. The hydrogen-powered two-wheeled vehicle includes a frame, a hybrid power system mounted on the frame, the hybrid power system including a fuel cell, a lithium battery, and a control system. The hybrid power system is capable of providing electrical energy to the drive motor of the two-wheeled vehicle; the control system is electrically connected to the fuel cell system, the lithium battery, and the drive motor, and is configured to execute the energy management method for the hydrogen-powered two-wheeled vehicle as provided in the embodiments of this application.

[0090] Specifically, the control system collects the current state of charge (SOC) of the lithium battery in real time through voltage and current sensors, and dynamically adjusts the output power level of the fuel cell system according to a preset SOC range strategy. When the SOC of the lithium battery falls into the fine adjustment range, the control system activates the PID closed-loop regulation algorithm, uses the target SOC as the control target, calculates the PID regulation amount, and corrects the basic output current of the fuel cell to obtain the finely adjusted target output current. This precisely controls the power output of the fuel cell, keeping the SOC of the lithium battery stable within the target range.

[0091] Furthermore, this hydrogen-powered two-wheeler also includes a solid-state hydrogen storage tank, and the control system is further configured to monitor the hydrogen pressure in the tank in real time. When the hydrogen pressure is detected to be lower than a preset pressure threshold for a duration exceeding a preset time threshold, the control system controls the fuel cell system to enter a low-power operation mode to consume the remaining hydrogen and ensure hydrogen safety. Simultaneously, the control system can also calculate feedforward compensation based on the actual voltage change rate of the lithium battery and add it to the target output current to cope with sudden load changes during motor acceleration or deceleration regenerative braking, thereby improving the vehicle's dynamic response performance and energy efficiency.

[0092] The hydrogen-powered two-wheeled vehicle provided in this embodiment integrates the aforementioned energy management method into the vehicle control system, achieving efficient collaborative work between the fuel cell and the lithium battery, effectively extending the driving range, improving energy utilization, and ensuring the stability and safety of the vehicle under different operating conditions.

[0093] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An energy management method for a hydrogen-powered two-wheeled vehicle, characterized in that, include: Real-time acquisition of the current state of charge of the lithium battery in the hybrid power system; Based on the preset state of charge range into which the current state of charge falls, the coarse-adjustment output power level of the fuel cell in the hybrid power system is determined. When the current state of charge falls into the fine adjustment range, PID closed-loop regulation is initiated. The target state of charge is used as the control target. The PID adjustment amount is calculated based on the deviation between the current state of charge and the target state of charge. The base output current corresponding to the coarse adjustment output power level is corrected based on the PID adjustment amount to obtain the finely adjusted target output current. The power output of the fuel cell is controlled by the target output current to make the current state of charge approach the target state of charge.

2. The method according to claim 1, characterized in that, The preset state of charge range includes multiple ranges arranged in ascending order of state of charge value, and each range corresponds to the coarse-tuned output power level of the fuel cell in the hybrid power system.

3. The method according to claim 2, characterized in that, The multiple intervals specifically include: First zone: State of charge value is less than 50%, corresponding to the fuel cell operating at maximum power; Second range: State of charge value of 50%~60%, corresponding to the fuel cell operating at first power; The third range is defined as a state of charge of 60% to 80%, which is the fine adjustment range. The fourth range: the state of charge is 80%~85%, corresponding to the fuel cell operating at the second power, which is less than the first power and less than the average power of the two-wheeled vehicle motor. Fifth interval: The state of charge value is greater than 85%, corresponding to the shutdown of the fuel cell system.

4. The method according to claim 1, characterized in that, The finely adjusted target output current is calculated according to the following formula: I DC =I 预设 +ΔI SOC ; Among them, I DC For the target output current; I 预设 The base output current corresponding to the coarse-adjustment output power level; ΔI SOC This is the correction amount calculated using the PID algorithm based on the deviation between the current state of charge and the target state of charge.

5. The method according to claim 1, characterized in that, The method further includes: Pre-set upper and lower limits for the target output current; and, Controlling the power output of the fuel cell using the target output current specifically includes: Compare the target output current with the upper and lower limits; If the target output current is greater than the upper limit value, the power output of the fuel cell is controlled at the upper limit value; When the target output current is below the lower limit value, the power output of the fuel cell is controlled at the lower limit value; When the target output current is greater than or equal to the lower limit and less than or equal to the upper limit, the power output of the fuel cell is controlled by the target output current.

6. The method according to claim 1, characterized in that, The method further includes: The current hydrogen pressure value of the solid hydrogen storage cylinder in the hybrid power system is obtained in real time. When the current hydrogen pressure value is lower than a preset pressure threshold and the duration exceeds a preset time threshold, the fuel cell system is controlled to reduce its load to a low-power operation mode to consume the remaining hydrogen.

7. The method according to claim 6, characterized in that, The preset pressure threshold is 0.25 bar to 0.35 bar; the preset time threshold is 3 to 10 seconds.

8. The method according to claim 1, characterized in that, The method further includes: acquiring the actual voltage of the lithium battery in real time, calculating the feedforward compensation amount based on the rate of change of the actual voltage, superimposing the feedforward compensation amount onto the target output current to obtain a new target output current, and controlling the power output of the fuel cell with the new target output current.

9. The method according to claim 8, characterized in that, When the rate of change is detected to be positive and exceeds a preset rate of change threshold, it is determined that the motor is in a deceleration or regenerative braking state, and the feedforward compensation is reduced to reduce the output power of the fuel cell. or, When the rate of change is detected to be negative and its absolute value exceeds the preset rate of change threshold, it is determined that the motor is in an acceleration state, and the feedforward compensation amount is increased to improve the output power of the fuel cell.

10. A hydrogen-powered two-wheeled vehicle, characterized in that, The hydrogen-powered two-wheeler manages its energy using the method described in any one of claims 1 to 9.

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