An energy regulation method for a hybrid electric-hydraulic vehicle based on real-time evaluation of multi-energy availability

Abstract

The present application relates to the field of new energy vehicle control technology, and discloses a kind of energy regulation and control method for electro-hydraulic hybrid vehicle of multiple energy availability real-time evaluation, which collects fuel cell, battery, hydraulic system, motor and vehicle operating state data;Fuel cell availability, battery discharge / charge availability, hydraulic system output / absorption availability and motor drive / feedback availability are calculated respectively;The maximum available drive power and the maximum available brake recovery power of the vehicle are reconstructed;In the drive mode, power is distributed according to the availability of each energy source, and in the braking mode, brake recovery power is distributed according to the absorption availability of the battery and the hydraulic system, and is compensated by mechanical braking.The present application can realize power dynamic reconstruction and continuous fault degradation control when the performance of energy components decays or has partial failure, improve vehicle power response, braking energy recovery coordination and operation safety.

Description

Technical Field

[0001] This invention relates to the field of energy control technology for new energy vehicles, and in particular to an energy regulation method for electro-hydraulic hybrid vehicles that provides real-time assessment of multi-energy availability. Background Technology

[0002] With the increasing severity of the global energy crisis and environmental pollution, new energy vehicles have become a strategic direction for the development of the automotive industry in various countries. In the commercial vehicle sector, fuel cell hybrid technology has attracted much attention due to its advantages of both zero emissions and long driving range. In practical applications, fuel cell hybrid vehicles typically use a combination of fuel cells and batteries for power supply. The fuel cell provides stable and continuous power, while the battery handles dynamic power regulation. To further improve the vehicle's acceleration performance and braking energy recovery efficiency, some heavy-duty commercial vehicles, construction machinery, and special-purpose vehicles have also integrated hydraulic accumulators and electro-hydraulic systems, forming a three-dimensional coupled electro-hydraulic hybrid system of fuel cell-battery-hydraulic system. This system has been demonstrated and applied in various vehicle types, including city buses, logistics delivery vehicles, port tractors, mining dump trucks, and sanitation vehicles.

[0003] In typical application scenarios, the power flow of an electro-hydraulic hybrid system exhibits multi-source and multi-directional characteristics. In drive mode, the fuel cell, battery, and hydraulic accumulator can supply power to the drive motor individually or in combination. The hydraulic accumulator is particularly suitable for transient high-power demand scenarios such as vehicle start-up and short-term acceleration. In braking mode, the drive motor can switch to regenerative braking mode, and the hydraulic system can quickly store the vehicle's braking energy in the form of hydraulic energy in the hydraulic accumulator, achieving efficient recovery and reuse of braking energy. This multi-energy collaborative working mode places higher demands on the real-time performance, accuracy, and coordination of vehicle energy management and control strategies.

[0004] In practical engineering applications, electro-hydraulic hybrid power systems include multiple energy and execution units such as fuel cells, batteries, hydraulic systems, and drive motors. During long-term operation, each unit inevitably experiences varying degrees of performance degradation or localized failures. For example, fuel cells may experience a decrease in output voltage and power output capacity due to membrane electrode aging, catalyst poisoning, or abnormal reactant gas supply; batteries may experience increased internal resistance or reduced usable capacity due to prolonged charge-discharge cycles; hydraulic systems may experience abnormal operating conditions such as accumulator leakage, excessively high hydraulic oil temperature, or insufficient flow; and drive motors and their inverters may experience limited output torque due to overheating or DC bus voltage fluctuations.

[0005] However, existing multi-energy management strategies suffer from the following technical shortcomings:

[0006] First, there is a lack of quantifiable assessment mechanisms for availability under abnormal operating conditions. Existing energy management strategies are mostly designed for normal operating conditions, focusing primarily on fuel economy, system efficiency, and power allocation optimization for individual energy devices. When a certain energy component experiences performance degradation or a partial failure, existing methods often directly disconnect the faulty component after a fixed threshold alarm, or simply limit its output power. These methods cannot quantitatively assess the remaining available capacity of the component under the current abnormal state, nor can they determine whether the component can still undertake some power output or energy absorption tasks, thus resulting in energy waste and unnecessary degradation of the overall system performance.

[0007] Second, it fails to distinguish the different capabilities of the same energy device under driving and braking conditions; existing technologies, when evaluating the capabilities of batteries and hydraulic systems, typically treat the output and absorption capabilities of energy storage devices as equal. However, in actual physical processes, batteries... At higher pressures, discharge capacity is sufficient but charging capacity is limited; similarly, hydraulic accumulators have sufficient output capacity but limited absorption capacity at higher pressures, and vice versa. Treating both capabilities equally will cause power distribution commands to exceed the actual physical capabilities of the components, leading to control deviations or even system instability.

[0008] Third, a systematic mapping relationship between the availability of multiple energy sources and the available power of the entire vehicle has not been established. In existing technologies, the status monitoring and power control of each energy component are often carried out independently, lacking a systematic method to integrate the availability of multiple components into the overall vehicle energy regulation framework. When any component in the fuel cell, battery, hydraulic system, or drive motor malfunctions, it is difficult to comprehensively assess the maximum available drive power and maximum available regenerative braking power at the vehicle level, leading to deterioration in power response and mismatch in regenerative braking.

[0009] Fourth, the power allocation strategy lacks dynamic response to the real-time availability of components; existing energy management strategies are usually based on fixed rules or offline optimization results for power allocation. When the state of a component changes, the power allocation ratio cannot be adaptively adjusted with the dynamic changes in the availability of the component, and real-time dynamic compensation between multiple energy sources cannot be achieved.

[0010] Therefore, those skilled in the art urgently need a technical solution that can monitor the operating status of fuel cells, batteries, hydraulic systems and drive motors in real time, quantify the current available capacity of each energy unit using a unified and continuous evaluation scale, and then dynamically reconstruct the maximum available power of the whole vehicle and achieve optimized allocation based on the available capacity of each unit. Summary of the Invention

[0011] The core technical problem solved by this invention is: how to establish an energy regulation method that can evaluate the current available capacity of each energy unit in real time, continuously and quantitatively, and thereby realize the dynamic reconstruction and optimized allocation of the vehicle's driving power and regenerative braking power, under the condition of performance degradation or partial failure of multiple energy components.

[0012] For those skilled in the art, solving the aforementioned core technical problems is of paramount importance:

[0013] First, key components such as fuel cells, batteries, and hydraulic accumulators are expensive. Directly disconnecting them when there is slight performance degradation or local failure will significantly increase the vehicle's operation and maintenance costs. If their remaining available capacity can be fully utilized, the effective service life of the components can be greatly extended and the total life cycle cost can be reduced.

[0014] Secondly, heavy commercial vehicles, mining vehicles and special operation vehicles usually operate in scenarios with drastic load changes and complex working conditions. The reliability of energy components directly affects vehicle uptime and operational safety. Fault degradation control capability is a key technical support to ensure the continuous and reliable operation of vehicles.

[0015] Furthermore, with the rapid growth in the number of new energy vehicles, vehicle operation safety and reliability have become the focus of industry attention. Energy management systems with fault tolerance capabilities have significant commercial value in enhancing the competitiveness of vehicle products.

[0016] Finally, solving this problem will break through the technical bottleneck that existing energy management strategies are only applicable to normal operating conditions, and extend multi-energy collaborative control from "efficiency optimization under healthy conditions" to "robust control throughout the entire life cycle", laying a theoretical foundation for the development of a new generation of intelligent vehicle energy management systems.

[0017] In order to solve the above-mentioned core technical problems, the present invention was designed with the aim of dealing with various abnormalities ranging from slight performance degradation to complete failure, achieving coordinated control of power distribution in driving mode and braking mode, and ultimately achieving the technical effect of ensuring vehicle power response, braking safety and smooth operation even under abnormal component conditions.

[0018] To achieve the above objectives, the specific technical solution of the present invention is a method for energy regulation of an electro-hydraulic hybrid electric vehicle based on real-time assessment of multi-energy availability, comprising the following steps:

[0019] Step S1: Collect operating status data of fuel cell, battery, hydraulic system, motor and vehicle as state variables of multi-energy unit;

[0020] Step S2: Calculate the availability of the fuel cell based on the fuel cell output voltage, temperature, hydrogen pressure, air supply state coefficient, and fuel cell power change rate.

[0021] Step S3, according to the battery Calculate battery discharge availability and battery charging availability using temperature and current.

[0022] Step S4: Calculate the hydraulic system output availability and hydraulic system absorption availability based on the hydraulic accumulator pressure, pressure change rate, hydraulic oil temperature, and accumulator flow rate.

[0023] Step S5: Calculate the motor drive / feedback availability based on motor temperature, inverter temperature, bus voltage, and motor torque output status;

[0024] Step S6: Calculate the maximum available drive power and the maximum available regenerative braking power of the vehicle based on the availability of the fuel cell, the discharge availability of the battery, the charging availability of the battery, the output availability of the hydraulic system, the absorption availability of the hydraulic system, and the drive / regenerative braking availability of the motor.

[0025] Step S7: In drive mode, power is allocated to the fuel cell, battery and hydraulic system according to the maximum available drive power of the vehicle;

[0026] Step S8: In braking mode, brake energy is distributed to the battery, hydraulic system and mechanical braking system according to the maximum available regenerative braking power of the vehicle.

[0027] Preferably, the data collected in step S1 includes:

[0028] Fuel cell output voltage, fuel cell temperature, hydrogen pressure, air supply state coefficient, fuel cell power change rate, and fuel cell current available power;

[0029] storage battery Battery temperature, battery current, battery voltage, current maximum allowable discharge current, and current maximum allowable charging current;

[0030] Hydraulic accumulator pressure, low-pressure side pressure, hydraulic accumulator pressure change rate, predicted pressure change rate, hydraulic oil temperature, absorbable flow rate, maximum flow rate of hydraulic system, hydraulic system efficiency, and pressure-flow correction coefficient.

[0031] Motor temperature, inverter temperature, DC bus voltage, currently available motor torque, and rated torque;

[0032] The vehicle operating status data includes the driver's required power and the vehicle's required braking power.

[0033] Preferably, the method uses lower limit state factors, upper limit state factors, and window state factors to normalize the evaluation of different state variables;

[0034] The lower limit state factor is used to evaluate state variables that are restricted when their values ​​are below the lower limit threshold, the upper limit state factor is used to evaluate state variables that are restricted when their values ​​are above the upper limit threshold, and the window state factor is used to evaluate state variables that are simultaneously constrained by both the lower and upper limit thresholds.

[0035] Preferably, the lower limit state factor Calculate as follows:

[0036]

[0037] In the formula, Let the state variable be the one to be evaluated. The lower limit of the fault threshold. This is the lower limit warning threshold.

[0038] Preferably, the upper limit type state factor Calculate as follows:

[0039]

[0040] In the formula, Let the state variable be the one to be evaluated. The upper limit warning threshold, This is the upper limit of the fault threshold.

[0041] Preferably, the window-type state factor Calculate as follows:

[0042]

[0043] In the formula, Let the state variable be the one to be evaluated. The lower limit of the fault threshold. This is the lower limit of the warning threshold. The upper limit warning threshold, This is the upper limit of the fault threshold.

[0044] Preferably, in step S2, the fuel cell availability... Calculate as follows:

[0045] Fuel cell output voltage state factor for:

[0046]

[0047] in, This refers to the output voltage of the fuel cell.

[0048] Fuel cell temperature state factor for:

[0049]

[0050] in, For fuel cell temperature;

[0051] Hydrogen pressure state factor for:

[0052]

[0053] in, This refers to the pressure of hydrogen gas.

[0054] Air supply status factor for:

[0055]

[0056] in, For air supply status coefficient;

[0057] Power change rate state factor for:

[0058]

[0059] in, The rate of change of fuel cell power;

[0060] fuel cell availability for:

[0061]

[0062] In the formula, This represents the current available power of the fuel cell. This refers to the rated power of the fuel cell.

[0063] Preferably, in step S3, the battery discharge availability... and the battery charging availability Calculate as follows:

[0064] storage battery Discharge state factor for:

[0065] ;

[0066] storage battery State of charge for:

[0067] ;

[0068] Battery temperature status factor for:

[0069]

[0070] in, Battery temperature;

[0071] Battery Discharge Status Factor for:

[0072]

[0073] in, This refers to the battery current.

[0074] Battery current state of charge factor for:

[0075] ;

[0076] Current allowable discharge power of the battery for:

[0077]

[0078] in, This refers to the battery voltage. This is the current maximum allowable discharge current;

[0079] Battery current allowable charging power for:

[0080]

[0081] in, This is the current maximum allowable charging current;

[0082] Battery discharge availability for:

[0083]

[0084] Battery charging availability for:

[0085]

[0086] In the formula, The rated discharge power of the battery. The rated charging power of the battery.

[0087] Preferably, in step S4, the hydraulic system output availability and the absorbability of the hydraulic system Calculate as follows:

[0088] Hydraulic accumulator pressure output state factor for:

[0089]

[0090] in, The pressure of the hydraulic accumulator;

[0091] Hydraulic accumulator pressure absorption state factor for:

[0092] ;

[0093] Hydraulic oil temperature condition factor for:

[0094]

[0095] in, Hydraulic oil temperature;

[0096] Hydraulic leakage condition factor for:

[0097]

[0098] in, The pressure change rate of the hydraulic accumulator. To predict the rate of change of pressure;

[0099] Accumulator flow state factor for:

[0100]

[0101] in, For absorbable flow;

[0102] The hydraulic system can currently output power for:

[0103]

[0104] in, For the efficiency of the hydraulic system, For low-pressure side pressure, This represents the maximum flow rate of the hydraulic system.

[0105] The hydraulic system can currently absorb power for:

[0106]

[0107] in, This is the pressure-flow correction factor. This refers to the maximum allowable pressure for the hydraulic accumulator.

[0108] Hydraulic system output availability for:

[0109]

[0110] Hydraulic system absorption availability for:

[0111]

[0112] In the formula, The rated output power of the hydraulic system, This is the rated power absorbed by the hydraulic system.

[0113] Preferably, the availability of motor drive / feedback in step S5 Calculate as follows:

[0114] Motor temperature condition factor for:

[0115]

[0116] in, Motor temperature;

[0117] Inverter temperature state factor for:

[0118]

[0119] in, Inverter temperature;

[0120] DC bus voltage state factor for:

[0121]

[0122] in, This is the DC bus voltage;

[0123] Motor drive / feedback availability for:

[0124]

[0125] In the formula, This represents the currently available motor torque. This is the rated torque.

[0126] Preferably, in step S6, the maximum available drive power of the vehicle is... and the maximum available regenerative braking power of the entire vehicle Calculate as follows:

[0127] Maximum available drive power of the whole vehicle for:

[0128] ;

[0129] Maximum available regenerative braking power of the whole vehicle for:

[0130] ;

[0131] In the formula, the maximum available driving power of the entire vehicle is... The maximum available regenerative braking power of the vehicle is the product of the total available drive power from upstream energy sources and the availability of the motor. The product of the total available power absorbed by upstream energy sources and the availability of the motor is used to uniformly constrain the available power of multiple upstream energy sources through the availability of the motor, so that the maximum available power of the vehicle is simultaneously limited by both the upstream energy supply capacity and the downstream motor execution capacity.

[0132] Preferably, in step S7, the power distribution in the driving mode is performed in the following manner:

[0133] Current maximum available power of fuel cells for:

[0134] ;

[0135] The battery's current maximum usable discharge power for:

[0136] ;

[0137] Current maximum available output power of hydraulic system for:

[0138] ;

[0139] Actual permissible output power of the whole vehicle for:

[0140]

[0141] in, Power required by the driver;

[0142] Fuel cell target output power for:

[0143] ;

[0144] Target discharge power of the battery for:

[0145] ;

[0146] Hydraulic system target output power for:

[0147] ;

[0148] The target power of each energy source is allocated according to the proportion of its current maximum available power to the total available power. When the availability of any energy source changes, its allocation ratio is automatically and adaptively adjusted.

[0149] Preferably, the power distribution in braking mode during step S8 is performed in the following manner:

[0150] The battery's current maximum chargeable power for:

[0151] ;

[0152] The current maximum power that the hydraulic system can absorb for:

[0153] ;

[0154] The actual regenerative braking power of the whole vehicle is:

[0155]

[0156] in, Braking power required for the entire vehicle;

[0157] Battery target regenerative braking power for:

[0158] ;

[0159] Hydraulic system target braking regeneration power for:

[0160] ;

[0161] Target braking power of mechanical braking system for:

[0162] ;

[0163] When the braking energy absorption capacity of the battery and hydraulic system is insufficient, the mechanical braking system will apply the target braking power. Perform compensatory braking.

[0164] Preferably, the method uses a preset sampling control period. Steps S1 to S8 are executed cyclically, and the preset sampling control period is... The value range is from 50ms to 200ms. In each sampling control cycle, the vehicle controller completes the state factor calculation, component availability assessment, vehicle maximum available power reconstruction and target power allocation, and outputs the corresponding control commands for fuel cell, battery, hydraulic system, motor and mechanical braking system.

[0165] Preferably, the threshold values ​​of each state variable in the fuel cell, battery, and hydraulic system (i.e., lower limit fault threshold, lower limit warning threshold, upper limit warning threshold, and upper limit fault threshold) are pre-calibrated based on the physical limit characteristics of each energy component;

[0166] The physical limiting characteristics include: the temperature range that the fuel cell membrane electrode can withstand, the safety boundary of the battery electrochemical window, the pressure bearing capacity of the hydraulic accumulator, and the operating temperature range of the sealing elements.

[0167] Preferably, the hydraulic leakage state factor By comparing the pressure change rate of hydraulic accumulators Compared with the predicted rate of pressure change based on the system model The deviation between the pressure change rate and the pressure variation rate is used to evaluate the seal integrity of the hydraulic system. Deviation from predicted pressure change rate And when it exceeds the warning threshold, The decline reflects the reduced energy absorption and release capacity of the hydraulic system due to internal leakage.

[0168] Preferably, when the fuel cell availability The battery discharge availability The battery charging availability The availability of the hydraulic system output The hydraulic system absorbs availability. and the aforementioned motor drive / feedback availability When any energy unit in the system drops to 0, the energy unit corresponding to that energy unit completely exits the power allocation process. The remaining energy units with an availability greater than 0 redistribute power according to the ratio of their current maximum available power to the total available power, thereby achieving continuous fault degradation control under the condition of complete failure of a single energy source.

[0169] Preferably, the availability of the fuel cell The battery discharge availability The battery charging availability The availability of the hydraulic system output The hydraulic system absorbs availability. and the aforementioned motor drive / feedback availability The values ​​range from 0 to 1, where 1 indicates that the component corresponding to availability is in a fully healthy state and has rated power output / absorption capacity, 0 indicates that the component corresponding to availability has completely lost its power output / absorption capacity, and values ​​between 0 and 1 indicate that the component corresponding to availability is in a state of performance degradation or output limitation to varying degrees, thereby realizing a continuous fault evaluation across the entire range from completely normal to completely failed.

[0170] Preferably, the method is applied to an electro-hydraulic hybrid vehicle, which includes: a fuel cell, a battery, a hydraulic accumulator, a drive motor, a vehicle controller, and a mechanical braking system;

[0171] The fuel cell is used to provide stable and continuous power;

[0172] The battery is used for dynamic power regulation and braking energy recovery;

[0173] The hydraulic accumulator and hydraulic system are used for short-term high-power output and rapid absorption of braking energy.

[0174] The drive motor is used to execute vehicle drive and regenerative braking commands;

[0175] The types of electro-hydraulic hybrid vehicles include: heavy commercial vehicles, engineering vehicles, mining vehicles, port operation vehicles, sanitation vehicles, and special operation vehicles.

[0176] Preferably, the present invention also discloses an energy regulation system for electro-hydraulic hybrid electric vehicles with real-time assessment of multi-energy availability. The system employs the method described above to achieve energy regulation, and the system includes:

[0177] The data acquisition module is used to collect operating status data from the fuel cell, battery, hydraulic system, motor, and vehicle.

[0178] The fuel cell availability assessment module is used to calculate the fuel cell availability based on the fuel cell output voltage, temperature, hydrogen pressure, air supply state coefficient, and fuel cell power change rate.

[0179] The battery availability assessment module is used to assess the availability of batteries. Calculate the battery discharge availability and battery charge availability using temperature and current respectively;

[0180] The hydraulic system availability assessment module is used to calculate the hydraulic system output availability and hydraulic system absorption availability based on hydraulic accumulator pressure, pressure change rate, hydraulic oil temperature and accumulator flow rate, respectively.

[0181] The motor availability assessment module is used to calculate the motor drive / feedback availability based on motor temperature, inverter temperature, bus voltage, and motor torque output status.

[0182] The vehicle power reconfiguration module is used to calculate the maximum available drive power and the maximum available regenerative braking power of the vehicle based on the availability of various energy sources and the availability of motors.

[0183] The drive power distribution module is used to distribute power to the fuel cell, battery and hydraulic system according to the maximum available drive power of the vehicle in drive mode;

[0184] The braking power distribution module is used to distribute braking energy among the battery, hydraulic system, and mechanical braking system according to the maximum available regenerative braking power of the vehicle during braking mode.

[0185] Preferably, the present invention also discloses a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is capable of implementing the steps of the method.

[0186] Compared with the prior art, the technical solution disclosed in this application has the following non-obvious technical features:

[0187] 1. This application constructs a three-layer normalized state factor system: Based on the physical characteristics and fault behavior patterns of different state variables, this application creatively constructs three normalized state factor calculation methods: lower limit type, upper limit type, and window type. This system can incorporate fuel cell voltage, temperature, hydrogen pressure, air supply coefficient, power change rate, and battery... Heterogeneous state parameters such as temperature, current, hydraulic accumulator pressure, pressure change rate, hydraulic oil temperature, flow rate, motor temperature, inverter temperature, and bus voltage are uniformly mapped to a continuous range of 0 to 1, enabling comprehensive evaluation of operating parameters with different dimensions and physical meanings within the same framework. Existing technologies lack technical guidance on using three different forms of normalization functions to classify and evaluate different physical quantities.

[0188] 2. The energy device in this application adopts a differentiated evaluation framework of "source-load bidirectional capability": This application breaks through the conventional thinking of treating the output capability and absorption capability of energy storage devices as equal in the prior art, and establishes the discharge availability and charging availability of the battery, and the output availability and absorption availability of the hydraulic system respectively. This framework innovatively recognizes that the physical constraints of the same energy device on the energy supply path and the energy absorption path are completely different (the battery is subject to...). High and low bidirectional constraints (hydraulic accumulators are subject to high and low pressure bidirectional constraints) must be evaluated independently to truly reflect their bidirectional regulation capabilities. Existing technologies do not disclose methods for evaluating the differentiated availability of the same energy device in two energy flow directions.

[0189] 3. This application adopts a vehicle power reconfiguration mechanism based on availability product coupling: This application proposes a vehicle maximum available power reconfiguration formula of "motor availability × Σ (availability of each energy source × rated power)," coupling the availability of upstream multiple energy sources with the availability of downstream execution units (motors) through a product. This mechanism embodies the systems engineering concept that "the weakest link in the energy chain determines the maximum capacity of the vehicle"—even if the upstream energy availability is high, if the motor's execution capability is limited, the vehicle's output capability will still be suppressed. This technical concept of unifying the modeling of the energy supply chain and the execution chain and cascading their coupling is not recorded in existing energy management strategies.

[0190] 4. This application implements a continuous fault degradation and availability ratio allocation strategy: Existing technologies typically use binary logic of "normal / fault" for control when components fail. This application, however, achieves continuous fault degradation control across the entire range (from completely normal, slightly degraded, moderately limited, to completely failed) by using a continuous availability range (0-1). In the power allocation stage, a proportional allocation strategy based on availability-weighted capacity is adopted, allowing the power allocation ratio to continuously and adaptively adjust with the dynamic changes in the availability of each energy source, rather than abruptly switching upon fault triggering. This "continuous, adaptive" fault degradation control approach differs from the "threshold triggering, abrupt switching" mode of existing technologies.

[0191] 5. This application ensures the integrity of the mathematical model and the clarity of its physical meaning: This application not only establishes a complete mathematical expression for availability calculation, but also ensures that each formula has a clear physical meaning: the lower limit type / upper limit type / window type state factors correspond to three types of physical quantities: "not too low", "not too high", and "needs to be within a reasonable range", respectively; the leakage state factor detects the sealing performance of the hydraulic system in real time through the pressure change rate deviation; the motor torque ratio term reflects the mechanical output capacity margin of the motor. The deep integration of mathematical expression and physical mechanism makes the technical solution of this invention highly interpretable and engineering feasible.

[0192] Compared with the prior art, the present invention has the following beneficial effects:

[0193] 1. This invention improves the accuracy and adaptability of energy management. By conducting real-time availability assessments of fuel cells, batteries, hydraulic systems, and drive motors, it can comprehensively reflect the current operating capabilities of multiple energy systems and execution units, avoiding reliance on fixed thresholds or single fault signals for control. This enables energy management strategies to adapt to the dynamic changes in component states as operating conditions and time progress.

[0194] 2. This invention improves operational safety under complex working conditions and local fault states. It reconstructs the maximum available driving power and maximum available regenerative braking power of the vehicle based on the real-time availability of each energy unit, so that the vehicle's driving output and regenerative braking are both constrained by the actual capacity of the current system, avoiding control failure or safety risks caused by power commands exceeding the actual capacity of the system.

[0195] 3. This invention improves vehicle power response and reduces the impact of single energy source limitation on overall vehicle power performance. In drive mode, power is allocated according to the current available capacity of fuel cell, battery and hydraulic system, which can make full use of the remaining power supply capacity of each energy unit and maintain the smoothness of vehicle power output through dynamic compensation between multiple energy sources.

[0196] 4. This invention improves the coordination of regenerative braking and braking stability. In braking mode, the regenerative braking power is allocated according to the current absorption capacity of the battery and hydraulic system and compensated by the mechanical braking system. This can achieve smooth degraded operation during the braking process and avoid abnormal brake pedal feel or reduced braking safety caused by sudden changes in regenerative braking capacity.

[0197] 5. This invention extends the service life of key components and reduces the total life cycle cost. By preserving the remaining usable capacity of components with declining performance instead of cutting them off directly, key components such as fuel cells, batteries, and hydraulic accumulators can continue to participate in system operation even in a state of slight performance decline, thus delaying component replacement cycles and reducing vehicle operation and maintenance costs. Attached Figure Description

[0198] Figure 1 This is a flowchart of the energy regulation method described in this invention;

[0199] Figure 2 This is a schematic diagram of the electro-hydraulic hybrid power system described in this invention;

[0200] Figure 3 This is a schematic diagram of the energy regulation system described in this invention. Detailed Implementation

[0201] The following is in conjunction with the appendix Figures 1 to 3 The main technical features and embodiments of the present invention are described in detail below;

[0202] In the technical solution of this invention, the lower limit state factor is a normalized evaluation function in the 0-1 range constructed by using a lower limit fault threshold and a lower limit warning threshold to address the state variable where performance is limited below a lower limit threshold. It is mainly used to evaluate physical quantities such as fuel cell voltage, hydrogen pressure, air supply coefficient, battery SOC (discharge direction), battery current (charging direction), hydraulic accumulator pressure (output direction), and accumulator flow rate. These physical quantities share the common characteristic that excessively low values ​​will lead to a severe decline in component performance or malfunction. This factor ensures that low-end abnormal states are accurately identified and quantified.

[0203] In the technical solution of this invention, the upper limit state factor is a normalized evaluation function in the 0-1 range constructed using an upper limit warning threshold and an upper limit fault threshold, targeting state variables where performance is limited when the value exceeds the upper limit threshold. It is mainly used to evaluate physical quantities such as fuel cell power change rate, battery SOC (charging direction), battery current (discharging direction), hydraulic accumulator pressure (absorption direction), motor temperature, and inverter temperature. These physical quantities share the common characteristic that excessively high values ​​will trigger protection mechanisms or accelerate aging. This factor ensures that high-end abnormal states are accurately identified and quantified.

[0204] In the technical solution of this invention, the window-type state factor is a normalized evaluation function in the 0-1 interval constructed by lower fault threshold, lower warning threshold, upper warning threshold, and upper fault threshold for state variables that are "constrained by both lower and upper thresholds". It is mainly used to evaluate fuel cell temperature, battery temperature, hydraulic oil temperature, and DC bus voltage. These physical quantities share the common characteristic that normal operation of components can only be guaranteed when they operate within a reasonable upper and lower limit window range; excessively low or high limits will lead to performance degradation. This factor ensures accurate differentiation between normal operating conditions within the window range and abnormal conditions outside the window.

[0205] In the technical solution of this invention, the availability of the fuel cell is obtained by taking the minimum value of six factors: output voltage state factor, temperature state factor, hydrogen pressure state factor, air supply state factor, power change rate state factor, and rated power ratio. This availability comprehensively reflects the remaining energy supply capacity of the fuel cell under the current operating state and is one of the core bases for power distribution in the drive mode. The logic of taking the minimum value reflects the "barrel effect"—the overall availability of the fuel cell is constrained by its weakest link.

[0206] In the technical solution of this invention, the battery discharge availability is determined by... The availability is calculated by taking the minimum value of four factors: discharge state factor, temperature state factor, current discharge state factor, and rated discharge power ratio. This availability comprehensively reflects the battery's remaining discharge capacity under driving conditions, unlike the independent assessment of charging availability, which allows the same battery to have different availability evaluation results under driving and braking conditions.

[0207] In the technical solution of this invention, the battery charging availability is determined by... The availability is calculated by taking the minimum value of four factors: the state of charge factor, the temperature state factor, the current state of charge factor, and the rated charging power ratio. This availability comprehensively reflects the battery's remaining charging capacity under regenerative braking conditions, and is distinct from the independent assessment of discharge availability, ensuring that the battery's power input during braking does not exceed its actual charging capacity.

[0208] In the technical solution of this invention, the hydraulic system output availability is obtained by taking the minimum value of four factors: accumulator pressure output state factor, oil temperature state factor, leakage state factor, and rated output power ratio. This availability comprehensively reflects the hydraulic system's residual pressure energy output capability under driving conditions, unlike the independently assessed absorption availability, thus constraining the hydraulic system's output power distribution to its actual energy supply capacity.

[0209] In the technical solution of this invention, the hydraulic system absorption availability is obtained by taking the minimum value of four factors: accumulator pressure absorption state factor, oil temperature state factor, flow rate state factor, and rated absorption power ratio. This availability comprehensively reflects the hydraulic system's ability to absorb residual pressure energy under braking recovery conditions, and is evaluated independently of output availability, ensuring that the hydraulic system's power absorption command in braking mode does not exceed its actual energy storage capacity.

[0210] In the technical solution of this invention, the hydraulic leakage state factor evaluates the sealing integrity of the hydraulic system by comparing the deviation between the actual pressure change rate of the hydraulic accumulator and the model-predicted pressure change rate, using an upper limit type state factor. It is mainly used to detect the presence of internal leakage in the hydraulic system in real time. Leakage leads to a decrease in the accumulator's pressure holding capacity and a reduction in energy storage and release efficiency. This factor is a key differentiating feature for hydraulic system availability assessment, reflecting targeted detection of hydraulic system-specific failure modes.

[0211] In the technical solution of this invention, the motor drive / feedback availability is obtained by taking the minimum value of four factors: motor temperature state factor, inverter temperature state factor, bus voltage state factor, and available torque ratio. It comprehensively reflects the drive motor's ability to execute upstream power commands in both drive and braking modes. As a product factor in the vehicle power reconfiguration formula, it embodies the system constraint that "even if upstream energy availability is high, if the motor's execution capability is limited, the vehicle output will still be limited."

[0212] In the technical solution of this invention, the maximum available driving power of the vehicle is obtained by multiplying the availability of the motor by the sum of the products of the availability and rated power of the three upstream energy sources (fuel cell, battery, and hydraulic system). It integrates the availability of multiple energy sources and the availability of execution units into the vehicle-level power assessment, so that the driving capability of the vehicle is subject to the dual constraints of upstream energy supply capability and downstream execution capability, which is the upper limit benchmark for power allocation of driving mode.

[0213] In the technical solution of this invention, the maximum available regenerative braking power of the entire vehicle is obtained by multiplying the motor availability by the sum of the products of the absorption availability and rated absorption power of the two upstream energy storage devices (battery and hydraulic system). This unified inclusion of the energy storage device absorption availability and the motor regenerative braking availability into the vehicle-level regenerative braking capability assessment serves as the upper limit benchmark for braking mode power allocation.

[0214] In the technical solution of this invention, the availability ratio power allocation strategy is a strategy in which the target power of each energy source is allocated according to the proportion of its current maximum available power to the total available power in both drive and braking modes. This strategy enables the power allocation ratio to be continuously and adaptively adjusted as the availability of each energy source changes dynamically, ensuring that energy sources with high availability bear more power and energy sources with low availability bear less power, and automatically reducing its allocation ratio to 0 and being compensated by other energy sources when any energy source completely fails.

[0215] In the technical solution of this invention, the mechanical braking compensation mechanism is that when the braking energy absorption capacity of the battery and hydraulic system is insufficient to meet the braking requirements of the entire vehicle, the mechanical braking system absorbs the remaining braking power. This mechanism primarily ensures that braking safety is the highest priority—when regenerative braking capacity is insufficient, mechanical braking unconditionally compensates, thus achieving a balance between energy recovery efficiency and braking safety.

[0216] refer to Figure 1 A flowchart of an energy regulation method for an electro-hydraulic hybrid electric vehicle (EMV) based on real-time multi-energy availability assessment according to one or more embodiments of this application is shown. The method is applied to the vehicle control unit (VCU) of an EMV, the system structure of which is as follows: Figure 2 As shown, the system includes a fuel cell, a battery, a hydraulic accumulator and hydraulic system, a drive motor and its inverter, a mechanical braking system, and a high-speed CAN communication network connecting these components. The vehicle controller uses the CAN bus to control the system at a preset sampling period. The method collects operating status data of each component and outputs corresponding power control commands to the fuel cell management system (FCMS), battery management system (BMS), hydraulic system controller (HSCU), motor controller (MCU), and mechanical brake controller (EBS). The method includes steps S1 to S8.

[0217] In one or more embodiments, step S1 configures the vehicle controller to collect operating status data from the fuel cell, battery, hydraulic system, motor, and the vehicle as a whole. Specifically, after the vehicle's high-voltage power-on is complete and the vehicle controller enters normal operating mode, the vehicle controller communicates via CAN to a preset sampling control cycle. (In this embodiment, 100ms is used; the preferred range is 50ms to 200ms.) The CAN messages reported by each subsystem are received cyclically, and the following data is extracted after parsing:

[0218] In one or more embodiments, fuel cell operating status data includes: fuel cell output voltage. (V) Fuel cell temperature (°C), hydrogen pressure (bar), air supply state coefficient (Dimensionless, range 0–1.2), Fuel cell power change rate (kW / s) and the current available power of the fuel cell (kW). Among them, the air supply state coefficient... The data is calculated in real time by the fuel cell management system based on the air compressor speed, throttle opening, and intake manifold pressure.

[0219] In one or more embodiments, the battery operating status data includes: battery state of charge. (Dimensionless, value range 0-1) Battery temperature (°C), Battery Current (A, positive for discharging, negative for charging), battery voltage (V) Current maximum allowable discharge current (A) and the current maximum allowable charging current (A). The current maximum allowable discharge / charge current is determined by the battery management system based on the battery's... Temperature and extreme values ​​of individual unit voltage are obtained by looking up a table.

[0220] In one or more embodiments, hydraulic system operating status data includes: hydraulic accumulator pressure. (MPa), Low-pressure side pressure (MPa), hydraulic accumulator pressure change rate (MPa / s), predicted pressure change rate (MPa / s), hydraulic oil temperature (°C), Absorbable flow rate (L / min), maximum flow rate of hydraulic system (L / min), hydraulic system efficiency (Dimensionless) and pressure-flow correction factor (Dimensionless). Among them, the predicted rate of change of pressure... The data is calculated in real time by the vehicle controller based on the physical model of the hydraulic system and the current pressure, temperature and flow status of the accumulator.

[0221] In one or more embodiments, the motor operating status data includes: motor temperature. (°C), Inverter temperature (°C), DC bus voltage (V) Current available motor torque (N·m) and rated torque (N·m). The currently available motor torque is obtained by the motor controller from the torque-temperature derating characteristic curve based on the motor temperature, inverter temperature, and DC bus voltage.

[0222] In one or more embodiments, the vehicle operating status data includes: driver power demand. (kW) and vehicle braking power requirements (kW). Among them, the driver's required power... The required braking power is calculated by the vehicle controller based on the accelerator pedal opening signal and the current vehicle speed using a drive demand analytical model. The braking demand is calculated by the vehicle controller based on the brake pedal opening signal and the current vehicle speed using a braking demand analysis model.

[0223] In one or more embodiments, step S2 calculates the fuel cell availability using the vehicle controller based on the fuel cell output voltage, temperature, hydrogen pressure, air supply state coefficient, and power change rate. Specifically, the vehicle controller first calls the pre-configured lower limit state factor calculation function. Upper limit state factor calculation function and window-type state factor calculation function Normalized evaluations were performed on each state variable of the fuel cell.

[0224] In one or more embodiments, the fuel cell output voltage state factor μ Ufc Calculated based on the lower bound state factor: ,in, The mathematical expression is:

[0225]

[0226] In the formula, Let the state variable be the one to be evaluated. The lower limit of the fault threshold. This is the lower limit warning threshold. The lower limit fault threshold for fuel cell output voltage. = 220V, lower limit warning threshold = 240V. Fuel cell temperature state factor. Calculated based on window-type state factors: Among them, the upper limit warning threshold for fuel cell temperature = 75℃, upper limit fault threshold = 90℃. Hydrogen pressure state factor. Calculated based on the lower bound state factor: Among them, the hydrogen pressure lower limit fault threshold =0.8 bar, lower limit warning threshold = 1.0 bar. Air supply state factor. Calculated based on the lower bound state factor: Among them, the lower limit of the air supply state coefficient fault threshold = 0.80, lower limit warning threshold = 1.00. Fuel cell power change rate state factor Calculated based on upper limit state factor: Among them, the upper limit warning threshold for the rate of change of power = 10kW / s, upper limit fault threshold = 20kW / s. The mathematical expression for the upper limit state factor is:

[0227]

[0228] Finally, fuel cell availability Calculate using the following formula:

[0229]

[0230] In the formula, The rated power of the fuel cell is 60kW in this embodiment. This represents the current available power of the fuel cell. Fuel cell availability. The value range is a continuous interval from 0 to 1, where 1 indicates that the fuel cell is in a fully healthy state and has rated power output capability, 0 indicates that the fuel cell has completely lost its power output capability, and values ​​between 0 and 1 indicate that the fuel cell is in a state of performance degradation or output limitation to varying degrees.

[0231] In one or more embodiments, step S3 is performed by the vehicle controller based on the battery. Calculate battery discharge availability based on temperature and current. and battery charging availability Specifically, batteries have different capacity constraints under discharge and charging conditions, so they need to be evaluated separately.

[0232] In one or more embodiments, the storage battery Discharge state factor Storage battery State of charge ,in Discharge lower limit fault threshold =0.20, lower limit warning threshold = 0.30, Charging limit warning threshold = 0.85, Upper limit fault threshold = 0.95. Battery temperature state factor. Among them, the lower limit of the battery temperature fault threshold =-20℃, lower limit warning threshold =0℃, upper limit warning threshold =45℃, upper limit fault threshold =55℃. Battery current discharge state factor. Battery current state of charge factor Among them, the upper limit warning threshold of discharge current = 220A, Upper limit fault threshold =300A, lower limit warning threshold for charging current =-180A, lower limit fault threshold =-250A.

[0233] Current allowable discharge power of the battery The battery's current allowable charging power Battery discharge availability and charging availability Calculate according to the following formulas:

[0234]

[0235]

[0236] In the formula, The rated discharge power of the battery (50kW in this embodiment). The rated charging power of the battery is 40kW in this embodiment.

[0237] In one or more embodiments, step S4 utilizes the vehicle controller to calculate the hydraulic system output availability based on hydraulic accumulator pressure, pressure change rate, hydraulic oil temperature, and accumulator flow rate. and hydraulic system absorption availability Specifically, the hydraulic accumulator pressure output state factor Hydraulic accumulator pressure absorption state factor The lower limit fault threshold of hydraulic accumulator output pressure =12MPa, lower limit warning threshold =18MPa, upper limit warning threshold for absorption pressure =28MPa, upper limit fault threshold =32MPa. Hydraulic oil temperature condition factor. Among them, the hydraulic oil temperature lower limit fault threshold =-20℃, lower limit warning threshold =0℃, upper limit warning threshold =70℃, upper limit fault threshold =85℃.

[0238] Hydraulic leakage condition factor ,in, The pressure change rate of the hydraulic accumulator (MPa / s). The warning threshold for the deviation of the predicted pressure change rate (MPa / s) calculated based on the physical model of the hydraulic system. =0.20MPa / s, fault threshold =0.50MPa / s. Accumulator flow state factor. Among them, the lower limit of absorbable flow fault threshold =40L / min, lower limit warning threshold =80L / min.

[0239] The hydraulic system can currently output power Current absorbable power ,in The maximum allowable pressure for the hydraulic accumulator is 32 MPa in this embodiment. Hydraulic system output availability. and absorption availability Calculate according to the following formulas:

[0240]

[0241]

[0242] In the formula, The rated output power of the hydraulic system (35kW in this embodiment). The rated power absorbed by the hydraulic system is 45kW in this embodiment.

[0243] In one or more embodiments, step S5 uses the vehicle controller to calculate the motor drive / feedback availability based on motor temperature, inverter temperature, bus voltage, and motor torque output status. Specifically, the motor temperature state factor Among them, the upper limit warning threshold for motor temperature =120℃, upper limit fault threshold =150℃; Inverter temperature state factor Among them, the upper limit warning threshold for inverter temperature =100℃, upper limit fault threshold =125℃; DC bus voltage state factor Among them, the DC bus voltage lower limit fault threshold =300V, lower limit warning threshold =330V, Upper limit warning threshold =430V, Upper fault threshold =450V. Motor drive / feedback availability. Calculate using the following formula:

[0244]

[0245] In the formula, This represents the currently available motor torque (N·m). Rated torque (200 N·m in this example). Motor drive / feedback availability. The value ranges from 0 to 1 in a continuous interval, and is used to characterize the capability margin of the drive motor in drive mode and regenerative braking mode.

[0246] In one or more embodiments, step S6 uses the vehicle controller to calculate the maximum available drive power of the vehicle based on the availability of the fuel cell, the battery discharge / charge availability, the hydraulic system output / absorption availability, and the motor drive / feedback availability. and the vehicle's maximum available regenerative braking power Specifically, the maximum available drive power of the entire vehicle. The maximum available regenerative braking power of the vehicle is the product of the total available drive power from upstream energy sources and the availability of the motor. The product of the total available absorbed power of upstream energy and the availability of the motor is calculated using the following formulas:

[0247]

[0248]

[0249] Therefore, by uniformly constraining the available power of multiple upstream energy sources through motor availability, the maximum available power of the vehicle is simultaneously limited by both the upstream energy supply / absorption capacity and the downstream motor execution capacity.

[0250] In one or more embodiments, step S7 utilizes the vehicle controller to allocate power to the fuel cell, battery, and hydraulic system in drive mode based on the vehicle's maximum available drive power. Specifically, it first determines the current maximum available power of the fuel cell. The current maximum usable discharge power of the battery The current maximum available output power of the hydraulic system Then determine the actual allowable output power of the entire vehicle. Finally, the target power is allocated according to the proportion of each energy source's current maximum available power to the total available power:

[0251]

[0252]

[0253]

[0254] In the formula, The target output power (kW) of the fuel cell in drive mode. The target discharge power (kW) of the battery in drive mode. The target output power (kW) of the hydraulic system in drive mode.

[0255] In one or more embodiments, step S8 utilizes the vehicle controller to distribute braking energy to the battery, hydraulic system, and mechanical braking system based on the maximum available regenerative braking power in braking mode. Specifically, it first determines the current maximum absorbable charging power of the battery. The maximum power that the hydraulic system can currently absorb. Then determine the actual regenerative braking power of the entire vehicle. Next, the regenerative braking power is allocated according to the absorption availability ratio of the battery and hydraulic system, and compensated by the mechanical braking system.

[0256]

[0257]

[0258]

[0259] In the formula, The target regenerative braking power (kW) of the battery in braking mode. The target braking recovery power (kW) of the hydraulic system in braking mode. This represents the target braking power (kW) of the mechanical braking system in braking mode. When the braking energy absorption capacity of the battery and hydraulic system is insufficient, the mechanical braking system will... Perform compensatory braking.

[0260] In one or more embodiments, the threshold values ​​of each state variable in steps S2 to S5—that is, the lower limit fault threshold values—are... Lower limit warning threshold Upper limit warning threshold and upper limit fault threshold —These parameters are pre-calibrated based on the physical limiting characteristics of each energy component. Specifically, these physical limiting characteristics include: the temperature tolerance range of the fuel cell membrane electrode assembly, the safety boundary of the battery electrochemical window, the pressure resistance of the hydraulic accumulator, and the operating temperature range of the sealing elements. These threshold parameters are obtained through bench testing during the vehicle off-line calibration phase and are stored in the non-volatile memory of the vehicle controller.

[0261] In one or more embodiments, when fuel cell availability Battery discharge availability Battery charging availability Hydraulic system output availability Hydraulic system absorption availability and motor drive / feedback availability When any energy unit's availability drops to 0, the corresponding energy unit completely exits power allocation. The remaining energy units with availability greater than 0 redistribute power according to their respective current maximum available power as a percentage of the total available power, thus achieving continuous fault degradation control under single-energy complete failure conditions. Specifically, with... Taking 0 as an example, the current maximum available power of the fuel cell in step S7. =0, the denominator in step S7 is adjusted accordingly. Target output power of fuel cells =0, the battery and hydraulic system proportionally redistribute the actual allowable output power of the vehicle.

[0262] In one or more embodiments, in response to any abnormal conditions such as sensor signal exceeding limits, CAN communication timeout, or data verification error occurring during any availability calculation process, the vehicle controller executes an error handling process, wherein the error handling process includes at least one of the following operations: using the availability value of the previous effective control cycle as the current availability, setting the corresponding availability to 0 and triggering a fault alarm, recording an error log to the non-volatile memory of the vehicle controller, controlling the vehicle to enter limp mode and illuminating the instrument panel fault indicator.

[0263] refer to Figure 3This paper illustrates a structural block diagram of an energy regulation system for an electro-hydraulic hybrid electric vehicle (EMV) based on one or more embodiments of this application, providing real-time assessment of multi-energy availability. The system is applied in the onboard domain controller of an EMV, which includes at least one processor, a memory coupled to the processor, and a CAN communication interface. The memory stores a computer program executable by the processor. The system includes: a data acquisition module, a fuel cell availability assessment module, a battery availability assessment module, a hydraulic system availability assessment module, a motor availability assessment module, a vehicle power reconfiguration module, a drive power distribution module, and a braking power distribution module.

[0264] In one or more embodiments, the data acquisition module is configured to acquire operating status data of the fuel cell, battery, hydraulic system, motor, and vehicle. Specifically, the module receives CAN messages sent by the fuel cell management system, battery management system, hydraulic system controller, and motor controller via a preset sampling control period Ts (100ms) through the CAN communication interface. After message parsing and data verification, the module extracts the fuel cell output voltage. Fuel cell temperature Hydrogen pressure Air supply state coefficient Fuel cell power change rate Current available power of fuel cells Storage batteries Battery temperature Battery current Battery voltage Current maximum allowable discharge current Current maximum allowable charging current Hydraulic accumulator pressure Low-pressure side pressure Hydraulic accumulator pressure change rate Predicting the rate of change of pressure Hydraulic oil temperature Absorbable flow Maximum flow rate of hydraulic system Hydraulic system efficiency Pressure-flow correction factor Motor temperature Inverter temperature DC bus voltage Current available motor torque Rated torque Driver power requirements Braking power required by the whole vehicle This module stores the above data in the shared data area of ​​the memory for use by other modules.

[0265] In one or more embodiments, the fuel cell availability assessment module is configured to calculate fuel cell availability based on fuel cell output voltage, temperature, hydrogen pressure, air supply state coefficient, and fuel cell power change rate. Specifically, this module includes a lower-limit state factor calculation submodule, an upper-limit state factor calculation submodule, and a window-type state factor calculation submodule. The lower-limit state factor calculation submodule is used to calculate... , , The window-type state factor calculation submodule is used to calculate... The upper limit state factor calculation submodule is used to calculate... This module also includes a submodule for normalizing the currently available power of the fuel cell, used for calculation. / Finally, the fuel cell availability assessment module outputs... .

[0266] In one or more embodiments, the battery availability assessment module is configured to assess battery availability based on the battery availability assessment module. Calculate the battery discharge availability using temperature and current respectively. and battery charging availability Specifically, this module includes The module includes a state factor calculation submodule, a temperature state factor calculation submodule, a current state factor calculation submodule, and a power ratio calculation submodule. The state factor calculation submodule calls the lower limit calculation function to calculate respectively. And call the upper bound type calculation function to calculate The temperature state factor calculation submodule calls a window-type calculation function to calculate... The current state factor calculation submodule calls the upper limit type calculation function to calculate... And call the lower bound calculation function to calculate Power ratio calculation submodule calculation / and / ,in , This module outputs:

[0267] and .

[0268] In one or more embodiments, the hydraulic system availability assessment module is configured to calculate the hydraulic system output availability based on hydraulic accumulator pressure, pressure change rate, hydraulic oil temperature, and accumulator flow rate. and hydraulic system absorption availability Specifically, this module includes submodules for calculating pressure state factors, oil temperature state factors, leakage state factors, flow rate state factors, and power ratio. The pressure state factor calculation submodule calls the lower limit calculation function to calculate... And call the upper bound type calculation function to calculate The oil temperature state factor calculation submodule calls a window-type calculation function to calculate... The leakage state factor calculation submodule calls the upper bound type calculation function to calculate... The flow state factor calculation submodule calls the lower limit calculation function to calculate... Power ratio calculation submodule calculation / and / ,in , This module outputs:

[0269] and

[0270] .

[0271] In one or more embodiments, the motor availability assessment module is configured to calculate the motor drive / feedback availability Amot based on motor temperature, inverter temperature, bus voltage, and motor torque output status. Specifically, this module includes a motor temperature status factor calculation submodule, an inverter temperature status factor calculation submodule, a DC bus voltage status factor calculation submodule, and a torque ratio calculation submodule. The motor temperature status factor calculation submodule calls an upper bound calculation function to calculate: The inverter temperature state factor calculation submodule calls an upper limit type calculation function to calculate... The DC bus voltage state factor calculation submodule calls a window-type calculation function to calculate... Torque ratio calculation submodule calculation / This module outputs:

[0272] .

[0273] In one or more embodiments, the vehicle power reconfiguration module is configured to calculate the maximum available drive power of the vehicle based on various energy availability and motor availability. and the vehicle's maximum available regenerative braking power Specifically, this module includes a drive power reconfiguration submodule and a braking power reconfiguration submodule. The drive power reconfiguration submodule is configured according to... Calculate the maximum available drive power of the vehicle; the braking power reconfiguration submodule is based on... Calculate the maximum available regenerative braking power for the entire vehicle.

[0274] In one or more embodiments, the drive power distribution module is configured to distribute power to the fuel cell, battery, and hydraulic system based on the maximum available drive power of the vehicle in drive mode. Specifically, the module includes a submodule for calculating the maximum available drive power of each energy source, a submodule for calculating the actual allowable output power of the vehicle, and a target power distribution submodule. The submodule for calculating the maximum available drive power of each energy source calculates... , , The actual allowable output power calculation submodule of the whole vehicle calculates... The target power allocation submodule calculates according to the proportional allocation strategy. , and .

[0275] In one or more embodiments, the braking power distribution module is configured to distribute braking energy among the battery, hydraulic system, and mechanical braking system based on the vehicle's maximum available regenerative braking power during braking. Specifically, the module includes a submodule for calculating the maximum absorbable power of each energy source, a submodule for calculating the actual regenerative braking power of the vehicle, and a target braking power distribution submodule. The submodule for calculating the maximum absorbable power of each energy source calculates... , The actual regenerative braking power calculation submodule for the whole vehicle is calculated. The target braking power allocation submodule calculates the allocation strategy according to the absorption availability ratio. , and .

[0276] In one or more embodiments, this application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, is capable of implementing the steps of the above-described method for real-time assessment of multi-energy availability in an electro-hydraulic hybrid electric vehicle energy regulation system.

[0277] Specifically, the computer-readable storage medium can be a non-volatile memory (such as EEPROM or Flash memory) inside the vehicle domain controller, or an external pluggable storage medium (such as an SD card, USB flash drive, or solid-state drive). The computer program is stored in the storage medium in the form of firmware or application program. When the vehicle is powered on and the processor of the vehicle controller (or domain controller) loads and executes the computer program, the processor is configured to perform the following operations cyclically according to a preset sampling control period Ts:

[0278] Collect operational status data from the fuel cell, battery, hydraulic system, motor, and vehicle; calculate fuel cell availability based on fuel cell output voltage, temperature, hydrogen pressure, air supply state coefficient, and fuel cell power change rate; and calculate the availability of the fuel cell based on the battery... The system calculates battery discharge and charging availability based on temperature and current; hydraulic system output and absorption availability based on hydraulic accumulator pressure, pressure change rate, hydraulic oil temperature, and accumulator flow rate; motor drive / regenerative availability based on motor temperature, inverter temperature, bus voltage, and motor torque output status; maximum available drive power and maximum available regenerative braking power for the entire vehicle based on the availability of each energy source and the motor; in drive mode, power is allocated to the fuel cell, battery, and hydraulic system based on the maximum available drive power; in braking mode, braking energy is allocated to the battery, hydraulic system, and mechanical braking system based on the maximum available regenerative braking power.

[0279] In one or more embodiments, the computer program further includes instructions for executing a preferred embodiment: when any availability drops to 0, the energy unit corresponding to that availability completely exits power allocation, and the remaining energy units with availability greater than 0 reallocate power according to the proportion of their current maximum available power to the total available power; in response to abnormal conditions such as sensor signal exceeding limits or communication timeout, an error handling process is executed, the error handling process including at least one of terminating the current operation, recording an error log, and system state rollback.

[0280] The above technical solutions only embody the preferred technical solutions of the present invention. Any modifications that may be made by those skilled in the art to certain parts thereof embody the principles of the present invention and fall within the protection scope of the present invention.

Claims

1. A method for energy regulation of an electro-hydraulic hybrid electric vehicle based on real-time assessment of multi-energy availability, characterized in that, Includes the following steps: Step S1: Collect operating status data of fuel cell, battery, hydraulic system, motor and vehicle as state variables of multi-energy unit; Step S2: Calculate the availability of the fuel cell based on the fuel cell output voltage, temperature, hydrogen pressure, air supply state coefficient, and fuel cell power change rate. Step S3, according to the battery Calculate battery discharge availability and battery charging availability using temperature and current. Step S4: Calculate the hydraulic system output availability and hydraulic system absorption availability based on the hydraulic accumulator pressure, pressure change rate, hydraulic oil temperature, and accumulator flow rate. Step S5: Calculate the motor drive / feedback availability based on motor temperature, inverter temperature, bus voltage, and motor torque output status; Step S6: Calculate the maximum available drive power and the maximum available regenerative braking power of the vehicle based on the availability of the fuel cell, the discharge availability of the battery, the charging availability of the battery, the output availability of the hydraulic system, the absorption availability of the hydraulic system, and the drive / regenerative braking availability of the motor. Step S7: In drive mode, power is allocated to the fuel cell, battery and hydraulic system according to the maximum available drive power of the vehicle; Step S8: In braking mode, brake energy is distributed to the battery, hydraulic system and mechanical braking system according to the maximum available regenerative braking power of the vehicle.

2. The method according to claim 1, characterized in that, The operational status data collected in step S1 includes: Fuel cell operating status data: fuel cell output voltage, fuel cell temperature, hydrogen pressure, air supply state coefficient, fuel cell power change rate, and current available power of the fuel cell; Battery operating status data: Battery Battery temperature, battery current, battery voltage, current maximum allowable discharge current, and current maximum allowable charging current; Hydraulic system operating status data: hydraulic accumulator pressure, low-pressure side pressure, hydraulic accumulator pressure change rate, predicted pressure change rate, hydraulic oil temperature, absorbable flow rate, maximum hydraulic system flow rate, hydraulic system efficiency, and pressure-flow correction coefficient. Motor operating status data: motor temperature, inverter temperature, DC bus voltage, current available motor torque, and rated torque; Vehicle operating status data: driver power demand and vehicle braking power demand.

3. The method according to claim 1, characterized in that, The method uses lower limit state factors, upper limit state factors, and window state factors to normalize the evaluation of different state variables. The lower limit state factor is used to evaluate state variables that are restricted when their values ​​are below the lower limit threshold, the upper limit state factor is used to evaluate state variables that are restricted when their values ​​are above the upper limit threshold, and the window state factor is used to evaluate state variables that are simultaneously constrained by both the lower and upper limit thresholds.

4. The method according to claim 3, characterized in that, The threshold values ​​of the state variables are pre-calibrated based on the physical limit characteristics of the corresponding energy components; The physical limiting characteristics include: the temperature range that the fuel cell membrane electrode can withstand, the safety boundary of the battery electrochemical window, the pressure bearing capacity of the hydraulic accumulator, and the operating temperature range of the sealing elements.

5. The method according to claim 1, characterized in that, In step S6, the maximum available driving power of the vehicle is the product of the total available driving power of the upstream energy source and the availability of the motor; the maximum available regenerative braking power of the vehicle is the product of the total available absorbed power of the upstream energy source and the availability of the motor. By utilizing motor availability to uniformly constrain the available power of multiple upstream energy sources, the maximum available power of the entire vehicle is simultaneously limited by both the upstream energy supply capacity and the downstream motor execution capacity.

6. The method according to claim 1, characterized in that, The method uses a preset sampling control period. Steps S1 to S8 are executed cyclically, and the preset sampling control period is... The value ranges from 50ms to 200ms.

7. The method according to claim 1, characterized in that, When any one of the following availability levels drops to 0: fuel cell availability, battery discharge availability, battery charging availability, hydraulic system output availability, hydraulic system absorption availability, and motor drive / feedback availability, the energy unit corresponding to that availability level completely exits power allocation. The remaining energy units with availability greater than 0 redistribute power according to the proportion of their current maximum available power to the total available power, thereby achieving continuous fault degradation control under the condition of complete single energy failure.

8. The method according to claim 1, characterized in that, The availability of the fuel cell, the battery discharge availability, the battery charge availability, the hydraulic system output availability, the hydraulic system absorption availability, and the motor drive / feedback availability are all within a continuous range of 0 to 1.

9. An energy regulation system for electro-hydraulic hybrid electric vehicles with real-time assessment of multi-energy availability, characterized in that, The system employs the method described in any one of claims 1 to 8, and the system comprises: The data acquisition module is used to collect operating status data from the fuel cell, battery, hydraulic system, motor, and vehicle. The fuel cell availability assessment module is used to calculate the fuel cell availability based on the fuel cell output voltage, temperature, hydrogen pressure, air supply state coefficient, and fuel cell power change rate. The battery availability assessment module is used to assess the availability of batteries. Calculate the battery discharge availability and battery charge availability using temperature and current respectively; The hydraulic system availability assessment module is used to calculate the hydraulic system output availability and hydraulic system absorption availability based on hydraulic accumulator pressure, pressure change rate, hydraulic oil temperature and accumulator flow rate, respectively. The motor availability assessment module is used to calculate the motor drive / feedback availability based on motor temperature, inverter temperature, bus voltage, and motor torque output status. The vehicle power reconfiguration module is used to calculate the maximum available drive power and the maximum available regenerative braking power of the vehicle based on the availability of various energy sources and the availability of motors. The drive power distribution module is used to distribute power to the fuel cell, battery and hydraulic system according to the maximum available drive power of the vehicle in drive mode; The braking power distribution module is used to distribute braking energy among the battery, hydraulic system, and mechanical braking system according to the maximum available regenerative braking power of the vehicle during braking mode.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it is able to implement the steps of the method as described in any one of claims 1 to 8.

Images