CN112440765A - Control method of vehicle power output power and fuel cell electric vehicle - Google Patents
Control method of vehicle power output power and fuel cell electric vehicle Download PDFInfo
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- CN112440765A CN112440765A CN201910833271.8A CN201910833271A CN112440765A CN 112440765 A CN112440765 A CN 112440765A CN 201910833271 A CN201910833271 A CN 201910833271A CN 112440765 A CN112440765 A CN 112440765A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/31—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for starting of fuel cells
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Abstract
The invention discloses a control method of vehicle power output power and a fuel cell electric vehicle. The method comprises the following steps: acquiring the current running state of the vehicle; determining the power requirement of the vehicle according to the current running state, and executing corresponding control strategies according to the power requirement, wherein different types of power requirements respectively correspond to different control strategies, and each control strategy is provided with at least one power point; determining power output power according to the control strategy. The invention solves the technical problem that the service life of the fuel cell and the driving experience of a user are seriously influenced by the control mode of the vehicle power output provided by the related technology.
Description
Technical Field
The invention relates to the field of fuel cell electric automobiles, in particular to a control method of vehicle power output power and a fuel cell electric automobile.
Background
The fuel cell is the heart of a fuel cell automobile, is an important component of a power system, and the service life is closely related to the service condition of the fuel cell automobile. Fuel cells have the disadvantages of insufficient power, slow start and acceleration, poor dynamic response, low operating efficiency, etc., making it difficult to meet the power requirements of automobiles. The power battery has the defects of low energy density and short driving range, so that in order to ensure the safety and comfort of the fuel cell automobile, the hybrid power of the fuel cell and the power battery is adopted and is jointly used as a power source of the automobile to provide the power required by the automobile.
When the output power of the fuel cell is dynamically changed, the phenomena of internal local gas shortage, uneven pressure, alternation of dry and wet and the like can occur, and adverse effects such as membrane perforation, catalyst peeling and the like can be caused when the output power is dynamically changed for a long time, so that the service life of the cell is seriously influenced. Multiple test data show that when the output power is dynamically changed, the service life of the fuel cell is only one third of that of the fuel cell when the output power is kept in a steady state, so that the fuel cell is promoted to stably work under the condition that the power requirements of the whole vehicle are different, and the problem of short service life of the fuel cell can be effectively solved.
Based on energy structure safety and environmental protection pressure, the development of energy-saving and environment-friendly new energy automobiles is an urgent task of our country to seize the international competitive high point. The fuel cell automobile is used as a clean vehicle, is suitable for social requirements and the development requirement of national green GDP growth, and meets the basic national policy of resource saving and environmental protection. The technical perfection of fuel cell vehicles becomes an important target of each enterprise, and the power generation resources in many places are difficult to be fully utilized at present, which is easy to cause waste. Therefore, through reasonable utilization of the electricity, pollution-free hydrogen energy (blue hydrogen) is produced through the water electrolysis principle, and emission of pollutants such as CO2 is indirectly reduced through the use of a hydrogen fuel cell automobile.
Fuel cells are an important component of fuel cell vehicles. In the related art, the fuel cell outputs power by the driver stepping on an accelerator pedal to make a power request to the motor, and then the fuel cell outputs corresponding power by the power request of the motor. This approach takes a relatively large number of power points, changes power relatively frequently, and stops the fuel cell when the fuel cell vehicle is parked briefly (e.g., at a red light).
The fuel cell system is expensive to produce and operates on the principle that: hydrogen and oxygen enter the electric pile to generate electrochemical reaction. Different from an internal combustion engine, the electrochemical reaction process is slow, the electric energy can be generated only by fully contacting fuel hydrogen and oxygen, the power is further output, and the dynamic response is slow. Therefore, when the vehicle runs on different road conditions, the required power changes at any time, the output power of the fuel cell is difficult to respond to the instantaneous power demand of the whole vehicle in time, and good driving experience is lacked for a driver. In addition, the long-term dynamic output power of the fuel cell can also seriously affect the service life of the fuel cell. If the fuel cell uses multiple power points to dynamically change the output power, the reaction mechanism of the internal parts or materials of the stack is affected, resulting in a greatly reduced lifetime.
In view of the above problems, no effective solution has been proposed.
Disclosure of Invention
At least some embodiments of the present invention provide a method for controlling vehicle power output and a fuel cell electric vehicle, so as to solve at least the technical problem that the control manner of vehicle power output provided in the related art seriously affects the service life of a fuel cell and the driving experience of a user.
According to one embodiment of the present invention, there is provided a control method of vehicle power output, including:
acquiring the current running state of the vehicle; determining the power requirement of the vehicle according to the current running state, and executing corresponding control strategies according to the power requirement, wherein different types of power requirements respectively correspond to different control strategies, and each control strategy is provided with at least one power point; determining power output power according to the control strategy.
Optionally, determining a power requirement according to the current operating state, and executing a corresponding control strategy according to the power requirement includes: determining a first power requirement under the condition that the current running state is a normal running state; and executing a corresponding control strategy according to the first power requirement and the electric quantity value interval of the current residual electric quantity of the power battery management system.
Optionally, according to the first power requirement and the electric quantity value interval in which the current remaining electric quantity is located, executing the corresponding control strategy includes one of: executing a corresponding first control strategy according to a first power requirement and a first electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a first preset electric quantity value and the current residual electric quantity is larger than a second preset electric quantity value, and the first control strategy is used for controlling the energy storage assembly to keep power output and controlling the fuel cell to stop power output; executing a corresponding second control strategy according to the first power demand and a second electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a second preset electric quantity value and the current residual electric quantity is larger than a third preset electric quantity value, the second control strategy is used for controlling the energy storage assembly and the fuel cell to jointly keep power output and controlling the fuel cell to operate at a first power point; executing a corresponding third control strategy according to a third electric quantity value interval where the first power demand and the current residual electric quantity are located, wherein the current residual electric quantity is smaller than or equal to a third preset electric quantity value and the current residual electric quantity is larger than a fourth preset electric quantity value, the third control strategy is used for controlling the energy storage assembly and the fuel cell to jointly keep power output and controlling the fuel cell to operate at a second power point; and executing a corresponding fourth control strategy according to the first power requirement and a fourth electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a fourth preset electric quantity value and the current residual electric quantity is larger than or equal to a fifth preset electric quantity value, the fourth control strategy is used for controlling the energy storage assembly to be in a charging state and controlling the fuel cell to independently keep power output, and the fuel cell is controlled to operate at a third power point.
Optionally, determining a power requirement according to the current operating state, and executing a corresponding control strategy according to the power requirement includes: determining a second power requirement under the condition that the current operation state is a starting state and the current temperature of the fuel cell measured by the temperature sensor is lower than a preset temperature value, wherein the second power requirement is used for heating the current temperature of the fuel cell to the preset temperature value; and executing a corresponding fifth control strategy according to the second power demand, wherein the fifth control strategy is used for controlling the fuel cell to operate at a fourth power point so as to enable the fuel cell to reach an approximate short-circuit state.
Optionally, determining a power requirement according to the current operating state, and executing a corresponding control strategy according to the power requirement includes: determining a third power demand in a case where it is determined that the current operation state is the temporary stop state according to the traveling speed of the vehicle, wherein the third power demand is for maintaining the fuel cell in a standby state; and executing a corresponding sixth control strategy according to the third power demand, wherein the sixth control strategy is used for controlling the fuel cell to operate at a fifth power point so as to stop the power output of the fuel cell.
According to one embodiment of the present invention, there is also provided a control apparatus of vehicle power output, including:
the acquisition module is used for acquiring the current running state of the vehicle; the processing module is used for determining the power requirement of the vehicle according to the current running state and executing corresponding control strategies according to the power requirement, wherein different types of power requirements respectively correspond to different control strategies, and each control strategy is provided with at least one power point; a determination module to determine a power output power based on a control strategy.
Optionally, the processing module comprises: the device comprises a determining unit, a judging unit and a judging unit, wherein the determining unit is used for determining a first power demand under the condition that the current running state is a normal running state; and the processing unit is used for executing a corresponding control strategy according to the first power requirement and the electric quantity value interval of the current residual electric quantity of the power battery management system.
Optionally, the processing unit is configured to execute, according to the first power requirement and the electric quantity value interval in which the current remaining electric quantity is located, a corresponding control strategy including one of the following: executing a corresponding first control strategy according to a first power requirement and a first electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a first preset electric quantity value and the current residual electric quantity is larger than a second preset electric quantity value, and the first control strategy is used for controlling the energy storage assembly to keep power output and controlling the fuel cell to stop power output; executing a corresponding second control strategy according to the first power demand and a second electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a second preset electric quantity value and the current residual electric quantity is larger than a third preset electric quantity value, the second control strategy is used for controlling the energy storage assembly and the fuel cell to jointly keep power output and controlling the fuel cell to operate at a first power point; executing a corresponding third control strategy according to a third electric quantity value interval where the first power demand and the current residual electric quantity are located, wherein the current residual electric quantity is smaller than or equal to a third preset electric quantity value and the current residual electric quantity is larger than a fourth preset electric quantity value, the third control strategy is used for controlling the energy storage assembly and the fuel cell to jointly keep power output and controlling the fuel cell to operate at a second power point; and executing a corresponding fourth control strategy according to the first power requirement and a fourth electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a fourth preset electric quantity value and the current residual electric quantity is larger than or equal to a fifth preset electric quantity value, the fourth control strategy is used for controlling the energy storage assembly to be in a charging state and controlling the fuel cell to independently keep power output, and the fuel cell is controlled to operate at a third power point.
Optionally, the determining unit is further configured to determine a second power demand when the current operating state is the starting state and the current temperature of the fuel cell measured by the temperature sensor is lower than a preset temperature value, where the second power demand is used to raise the current temperature of the fuel cell to the preset temperature value; and the processing unit is further used for executing a corresponding fifth control strategy according to the second power requirement, wherein the fifth control strategy is used for controlling the fuel cell to operate at a fourth power point so as to enable the fuel cell to reach an approximate short-circuit state.
Optionally, the determining unit is further configured to determine a third power demand in a case where the current operation state is determined to be the temporary stop state according to the running speed of the vehicle, wherein the third power demand is used for keeping the fuel cell in the standby state; and the processing unit is further used for executing a corresponding sixth control strategy according to the third power demand, wherein the sixth control strategy is used for controlling the fuel cell to operate at a fifth power point so as to stop the power output of the fuel cell.
According to an embodiment of the invention, the vehicle control unit is used for running a program, wherein the program is used for executing any one of the above control methods of the vehicle power output when running.
According to an embodiment of the present invention, there is also provided a fuel cell electric vehicle including: the vehicle control unit comprises a vehicle control unit, a motor controller, a battery management system, a stack control system, a memory and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the vehicle control unit, and the one or more programs are used for executing the vehicle power output power control method in any item.
In at least some embodiments of the invention, the method comprises the steps of obtaining the current running state of the vehicle, determining the power demand of the vehicle according to the current running state, executing corresponding control strategies according to the power demand, respectively corresponding different types of power demands to different control strategies, and determining the power output power through the control strategies in a manner that at least one power point is configured in each control strategy, so that the power required by the vehicle is completed by the mutual cooperation of the fuel cell and the energy storage component (such as a power cell and a super capacitor), so that the advantages of the fuel cell and the power cell can be complemented, the fuel cell vehicle can stably and reliably run, and the purpose that the fuel cell vehicle can be started at the low temperature of-30 ℃ is achieved, thereby prolonging the service life of the fuel cell, reducing the production cost, increasing the driving range, and the driving range, The technical effects of prolonging the power performance of the whole vehicle and improving the driving experience are achieved, and the technical problems that the service life of a fuel cell and the driving experience of a user are seriously influenced by the control mode of the power output power of the vehicle provided by the related technology are solved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:
FIG. 1 is a schematic diagram of a fuel cell power request and power output path in a fuel cell electric vehicle according to an alternate embodiment of the present invention;
FIG. 2 is a flowchart of a method of controlling vehicle power output according to one embodiment of the present invention;
FIG. 3 is a schematic diagram of a control strategy for combining multi-point power output of a fuel cell system with rate capability characteristics for different SOC of a lithium ion power cell according to an alternative embodiment of the present invention;
FIG. 4 is a schematic diagram of a control strategy for a fuel cell system at low temperature in accordance with an alternative embodiment of the present invention;
fig. 5 is a block diagram of the structure of a control apparatus of vehicle power output according to one embodiment of the invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
In accordance with one embodiment of the present invention, there is provided an embodiment of a method for controlling vehicle power output, wherein the steps illustrated in the flowchart of the drawings may be performed in a computer system, such as a set of computer-executable instructions, and wherein, although a logical order is illustrated in the flowchart, in some cases, the steps illustrated or described may be performed in an order different than presented herein.
The method embodiment may be performed in a fuel cell electric vehicle. Fig. 1 is a schematic diagram of a fuel cell power request and power take off path in a fuel cell electric vehicle according to an alternative embodiment of the present invention, which provides a strategy for managing the power take off of the fuel cell and power cell of a fuel cell electric vehicle, as shown in fig. 1. According to the management strategy, a plurality of systems such as a Vehicle Control Unit (VCU), a Motor Controller (MCU), a power Battery Management System (BMS) and a galvanic pile control system (FCS) cooperate together to complete power request of automobile power.
The vehicle control unit may include, but is not limited to, a Central Processing Unit (CPU), a graphic vehicle control unit (GPU), a Digital Signal Processing (DSP) chip, a micro vehicle control unit (MCU), or a programmable logic device (FPGA), etc. Optionally, the fuel cell electric vehicle may further include: a memory for storing data, a transmission device for communication functions, and an input-output device. It will be understood by those skilled in the art that the above structural description is only illustrative and not intended to limit the structure of the fuel cell electric vehicle. For example, a fuel cell electric vehicle may also include more or fewer components than shown in the structural description above, or have a different configuration than described above.
The memory may be used to store computer programs, for example, software programs and modules of application software, such as a computer program corresponding to the control method of vehicle power output in the embodiment of the present invention, and the vehicle control unit executes various functional applications and data processing by running the computer program stored in the memory, so as to implement the control method of vehicle power output described above. The memory may include high speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory may further include memory remotely located from the vehicle controller, which may be connected to the fuel cell electric vehicle via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The transmission device is used to receive or transmit data via a network. Specific examples of the network described above may include a wireless network provided by a communication provider of a fuel cell electric vehicle. In one example, the transmission device includes a Network adapter (NIC) that can be connected to other Network devices through a base station to communicate with the internet. In one example, the transmission device may be a Radio Frequency (RF) module, which is used for communicating with the internet in a wireless manner.
In the present embodiment, a control method of vehicle power output of the fuel cell electric vehicle is provided, fig. 2 is a flowchart of the control method of vehicle power output according to one embodiment of the present invention, and as shown in fig. 2, the flowchart includes the following steps:
step S22, acquiring the current running state of the vehicle;
step S24, determining the power requirement of the vehicle according to the current running state, and executing corresponding control strategies according to the power requirement, wherein different types of power requirements respectively correspond to different control strategies, and each control strategy is provided with at least one power point;
step S26, determining power output according to the control strategy.
Through the steps, the current running state of the vehicle can be obtained, the power requirement of the vehicle is determined according to the current running state, the corresponding control strategies are executed according to the power requirements, the power requirements of different types respectively correspond to different control strategies, each control strategy is provided with at least one power point, the power output power is determined through the control strategies, the power required by the vehicle is completed by the mutual matching of the fuel cell and the energy storage component (such as a power cell and a super capacitor), so that the advantages between the fuel cell and the power cell can be complemented, the fuel cell vehicle can stably and reliably run, and the aim that the fuel cell vehicle can be started at the low temperature of-30 ℃ is fulfilled, thereby realizing the technical effects of prolonging the service life of the fuel cell, reducing the production cost, increasing the driving mileage, prolonging the power performance of the whole vehicle and improving the driving experience, and the technical problem that the service life of the fuel cell and the driving experience of a user are seriously influenced by the control mode of the vehicle power output provided by the related technology is solved.
Optionally, in step S24, determining the power requirement according to the current operating state, and executing the corresponding control strategy according to the power requirement may include the following steps:
step S241, determining a first power demand when the current operation state is the normal driving state;
step S242, executing a corresponding control strategy according to the first power requirement and the electric quantity value interval where the current remaining electric quantity of the power battery management system is located.
Considering that the fuel cell not only shortens the service life of the fuel cell stack when the output power is in long-term dynamic change, but also completes the power output by the oxidation-reduction reaction generated by the contact of hydrogen and oxygen, when the output power is unstable, extra loss is caused to the components of the fuel cell system, and considering the poor dynamic response of the fuel cell, in order to ensure that the driver can stably and safely drive, the driving process of the automobile needs to be more stable and safer by controlling the stable operation of the fuel cell, therefore, by adopting the hybrid power structure, the whole vehicle power is provided by the fuel cell and the energy storage component (such as a power cell or a super capacitor). When the fuel cell and the power cell form a mixed structure, the output power of the fuel cell does not need to be dynamically changed, only needs to be stabilized to a partial power point, and then the power cell is used for supplementing the power required by the whole vehicle, so that the service life of the fuel cell is obviously prolonged, and the production cost is reduced.
Still as shown in fig. 1, the MCU obtains the power requirement (i.e., the first power requirement) of the fuel cell vehicle according to the motion state of the fuel cell vehicle under the current operating conditions, and then transmits the power requirement to the VCU. After receiving the power demand from the MCU, the VCU detects the SOC of the BMS, and then transmits a control strategy corresponding to the power demand to the FCS in a message form according to the SOC and a communication protocol used between the VCU and the FCS. Finally, the FCS outputs the power that can meet the VCU requirements by implementing a control strategy. Therefore, the hybrid power structure formed by the fuel cell and the power cell can enable the fuel cell to stably work at a few output power points, so that the service life of the fuel cell is prolonged, and when the output power points are stable, the power difference required by the fuel cell and the whole vehicle is supplemented by the output power of the power cell, so that the dynamic requirement of the power of the vehicle is favorably met.
Optionally, in step S242, according to the electric quantity value interval where the first power demand and the current remaining electric quantity are located, executing the corresponding control strategy may include one of the following steps:
step S2421, according to a first power requirement and a first electric quantity value interval where the current residual electric quantity is located, executing a corresponding first control strategy, wherein the current residual electric quantity is smaller than or equal to a first preset electric quantity value and the current residual electric quantity is larger than a second preset electric quantity value, and the first control strategy is used for controlling an energy storage assembly to keep power output and controlling a fuel cell to stop power output;
step S2422, according to the first power requirement and a second electric quantity value interval where the current residual electric quantity is located, executing a corresponding second control strategy, wherein the current residual electric quantity is smaller than or equal to a second preset electric quantity value and the current residual electric quantity is larger than a third preset electric quantity value, the second control strategy is used for controlling the energy storage assembly and the fuel cell to jointly maintain power output and controlling the fuel cell to operate at a first power point;
step S2423, according to the first power requirement and a third electric quantity value interval where the current residual electric quantity is located, executing a corresponding third control strategy, wherein the current residual electric quantity is smaller than or equal to a third preset electric quantity value and the current residual electric quantity is larger than a fourth preset electric quantity value, the third control strategy is used for controlling the energy storage assembly and the fuel cell to jointly maintain power output and controlling the fuel cell to operate at a second power point;
step S2424, according to a fourth electric quantity value interval where the first power requirement and the current remaining electric quantity are located, executing a corresponding fourth control strategy, where the current remaining electric quantity is less than or equal to a fourth preset electric quantity value and the current remaining electric quantity is greater than or equal to a fifth preset electric quantity value, the fourth control strategy is used to control the energy storage assembly to be in a charging state and control the fuel cell to independently maintain power output, and control the fuel cell to operate at a third power point.
In an optional embodiment, theoretical calculation is carried out on power requirements of a CCBC working condition of an urban bus and a C-WTVC working condition of a bus traveling for more than ten years, and a brand-new control strategy combining multipoint power output of a fuel cell system and multiplying power characteristics of different SOCs of a lithium ion power cell is formulated according to a power output level of the existing fuel cell system and a power output level of the lithium ion power cell, so that the fuel cell system can be ensured to operate only at partial high-efficiency power output points, the requirement of a heat dissipation system is reduced, and hydrogen consumption is reduced. Meanwhile, the dynamic property also enables the vehicle to be rapidly accelerated through the coupling of the fuel cell system and the lithium ion power battery system, and the driving experience is completely and completely dredged for the driver.
Fig. 3 is a schematic diagram of a control strategy for combining multi-point power output of a fuel cell system with rate characteristics of different SOCs of a lithium ion power cell according to an alternative embodiment of the present invention, as shown in fig. 3, the control strategy comprises:
(1) when the SOC is less than or equal to 95 percent (equivalent to a second preset electric quantity value) and less than or equal to 100 percent (equivalent to a first preset electric quantity value), a corresponding first control strategy is executed in the first electric quantity value interval. The first control strategy is used for controlling the energy storage assembly to maintain power output and controlling the fuel cell to stop power output. That is, the power required by the motor and other components is provided by the power battery, and the fuel battery does not need to output power.
(2) And when the SOC is less than or equal to 80 percent (which is equal to a third preset electric quantity value) and less than or equal to 95 percent, executing a corresponding second control strategy in the second electric quantity value interval. The second control strategy is used to control the energy storage assembly and the fuel cell to collectively maintain power output. That is, the power required by the motor and other components is provided by both the power battery and the fuel cell, and the VCU has a power request of 13.7Kw (corresponding to the first power point) for the fuel cell; of course, if the power point has an adverse effect on the life of the stack, the power point may be eliminated;
(3) when 35% (equivalent to a fourth preset electric quantity value) < SOC is less than or equal to 80%, a corresponding third control strategy is executed in the third electric quantity value interval. The third control strategy is used to control the energy storage assembly and the fuel cell to collectively maintain power output. That is, the power required by the motor and other components is provided by both the power battery and the fuel cell, and the VCU has a 54.9Kw (corresponding to the second power point) power request for the fuel cell;
(4) and when the SOC is less than or equal to 0 percent (which is equal to a fifth preset electric quantity value) and less than or equal to 35 percent, executing a corresponding fourth control strategy in the fourth electric quantity value interval. The fourth control strategy is used to control the energy storage assembly to be in a charged state and the fuel cell to maintain power output alone. That is, the power required by the motor and other components is basically provided by the fuel cell, the power battery is in a charging state, the VCU has a 61.5Kw (corresponding to the third power point) power request for the fuel cell, but when the net power output of the fuel cell is 61.5Kw, the output can only be continued for 30min, and if the time is too long, the life of the fuel cell is greatly influenced.
By adopting the control strategy, the power performance of the whole vehicle is ensured, meanwhile, the high-efficiency area of the fuel cell with the rated output power of 60KW and the metal bipolar plate is selected, and the output power of the metal bipolar plate can be kept between 50 and 80 percent according to a large number of repeated experiments. The period during which the rated output power of the fuel cell decays to 90% when the fuel cell is stably outputting is three times as long as the period during which the rated output power of the fuel cell decays to 90% when the fuel cell is constantly changing power.
Optionally, in step S24, determining the power requirement according to the current operating state, and executing the corresponding control strategy according to the power requirement may include the following steps:
step S243, determining a second power requirement when the current operating state is the starting state and the current temperature of the fuel cell measured by the temperature sensor is lower than a preset temperature value, wherein the second power requirement is used for raising the current temperature of the fuel cell to the preset temperature value;
and step S244, executing a corresponding fifth control strategy according to the second power requirement, wherein the fifth control strategy is used for controlling the fuel cell to operate at a fourth power point, so that the fuel cell reaches an approximate short-circuit state.
When the current operation state is a starting state (namely starting from zero speed), and the current temperature of the fuel cell measured by the vehicle controller through the temperature sensor is lower than a preset temperature value (for example, low temperature of minus 30 ℃), the voltage of the fuel cell unit can be controlled to be very low (for example, 0.6V), the current reaches 50A, and a fourth power point approximate to short circuit of the fuel cell stack is obtained, so that the temperature of the fuel cell stack can be increased from minus 30 ℃ to more than 0 ℃ within 90S. Therefore, the fuel cell stack can be started quickly at-30 ℃ while saving fuel, increasing driving range and improving the power performance of the whole vehicle, and the normal service life of the fuel cell stack is ensured.
Fig. 4 is a schematic view of a control strategy of a fuel cell system in a low temperature state according to an alternative embodiment of the present invention, as shown in fig. 4, the control strategy including:
the method comprises the following steps of firstly, judging whether a starting mode adopted by a fuel cell electric automobile currently belongs to normal-temperature (above zero) starting;
and secondly, if the currently adopted starting mode of the fuel cell electric automobile is determined to belong to normal-temperature (above zero) starting, starting the fuel cell electric automobile according to a normal mode.
And thirdly, if the current adopted starting mode of the fuel cell electric automobile is determined to belong to low-temperature (below zero) starting, controlling the voltage of a fuel cell monomer to be very low (for example: 0.6V) and the current to reach 50A so as to enable the fuel cell to be approximately short-circuited, and rapidly heating from minus 30 ℃ to above 0 ℃, thereby starting the fuel cell electric automobile.
Therefore, the voltage of the single body is controlled to be very low, the current reaches 50A, the short circuit of the fuel cell stack is approximate, the temperature of the fuel cell stack can be increased to be higher than 0 ℃ from minus 30 ℃ within 90S, and therefore the purpose of using the fuel cell in running without the vehicle in extreme cold can be achieved while fuel is saved, the driving range is increased, the power performance of the whole vehicle is improved.
Optionally, in step S24, determining the power requirement according to the current operating state, and executing the corresponding control strategy according to the power requirement may include the following steps:
step S245 of determining a third power demand for maintaining the fuel cell in a standby state, in a case where it is determined that the current operation state is the temporary stop state according to the traveling speed of the vehicle;
and step S246, executing a corresponding sixth control strategy according to the third power demand, wherein the sixth control strategy is used for controlling the fuel cell to operate at the fifth power point so as to stop the power output of the fuel cell.
In order to avoid frequent start-up and shut-down of the fuel cell stack, in an alternative embodiment, a power point (corresponding to the fifth power point) where the voltage of a single fuel cell stack is 0.85V and the current is 0A is further provided. At which the fuel cell can be made to stop so as to extend the fuel cell life. As also shown in fig. 3 above, in the case where the current running state is determined to be a temporary stop state (e.g., waiting for a red light) according to the running speed of the vehicle, the third power demand is determined. The temporary stop state may be determined by the traveling speed of the fuel cell electric vehicle dropping sharply to zero and no power request being received. In order to avoid that the service life of the fuel cell is influenced by the frequent start-up and stop of the fuel cell, the third power requirement is used for keeping the fuel cell in a standby state, so that the start-up and stop times of the fuel cell are reduced through a power output-free working state, and the service life of the fuel cell is prolonged. That is, the fuel cell does not need to output power but is in a non-stop state because: frequent fuel cell start-up and shut-down can have a significant adverse effect on the life of the fuel cell. To achieve this, the following control strategy needs to be adopted: the voltage of the fuel cell stack single chip is 0.85V, and the current is at one power point of 0A. At which the fuel cell can be made to stop so as to extend the fuel cell life. The fuel cell automobile can realize the power-free output of the fuel cell in a mode of controlling the voltage of the single body to be 0.85V and the current to be 0A when the fuel cell is stopped for a short time, and the fuel cell does not need to be stopped, thereby reducing the loss of the automobile which is frequently started and stopped to the service life of the fuel cell and prolonging the service life of the fuel cell.
In addition, aiming at the economic problem of the vehicle, an energy-saving mechanism of a global optimization algorithm is disclosed based on the internal relation of instantaneous optimization, local optimization and the global optimization energy management algorithm of an equivalent hydrogen consumption model, so that a self-adaptive energy management strategy based on working condition prediction and power system state identification is provided. In an alternative embodiment, taking a passenger car as an example, table 1 is a power efficiency table of a single cell stack used by the passenger car, as shown in table 1:
TABLE 1
The power output is distributed in advance through the vehicle control unit, so that the lithium ion power battery system can follow the change of instantaneous power. When high power is required, the lithium ion power battery increases the output power to meet the acceleration requirement of the whole vehicle. When the power demand is smaller than the current output power of the fuel cell, the power output of the fuel cell system is kept unchanged, and the lithium ion power battery is switched from the discharging mode to the charging mode. Meanwhile, the passenger car parallelly connects the 70 ℃ hot water discharged by the fuel cell system to the carriage and the power cell system, thereby providing a comprehensive heat management system and a waste heat recovery device of the whole car based on the fuel cell, the power cell and the carriage heat dissipation system.
Aiming at the durability problem of the fuel cell, a large number of repeatability tests show that: the method comprises the steps of establishing a simulation model of the whole vehicle according to data accumulated under different working conditions, and providing a cooperative control strategy of the required power of the whole vehicle and an air system of a fuel cell engine, so as to avoid the condition of local oxygen deficiency of a fuel cell stack caused by time delay of a fuel cell air compressor due to quick change of instantaneous dynamic working conditions. The air compressor of the fuel cell system is accurately started in advance and closed in a delayed mode by arranging the fuel cell air circulation system and the control strategy. By setting a multi-mode whole-vehicle control strategy based on life prediction, the fuel cell stack is ensured to work in an efficient and long-life area. By the measures, the actual operation life of the vehicle is prolonged by 30%, and the predicted life can exceed 1 ten thousand hours.
Through the above description of the embodiments, those skilled in the art can clearly understand that the method according to the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but the former is a better implementation mode in many cases. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which is stored in a storage medium (e.g., ROM/RAM, magnetic disk, optical disk) and includes instructions for enabling a terminal device (e.g., a mobile phone, a computer, a server, or a network device) to execute the method according to the embodiments of the present invention.
In this embodiment, a control device for vehicle power output is also provided, which is used to implement the above embodiments and preferred embodiments, and the description of the above embodiments is omitted. As used below, the term "module" may be a combination of software and/or hardware that implements a predetermined function. Although the means described in the embodiments below are preferably implemented in software, an implementation in hardware, or a combination of software and hardware is also possible and contemplated.
Fig. 5 is a block diagram of a configuration of a control apparatus of vehicle power output according to an embodiment of the present invention, as shown in fig. 5, the apparatus including: an obtaining module 10, configured to obtain a current operating state of a vehicle; the processing module 20 is configured to determine a power requirement of the vehicle according to the current operating state, and execute a corresponding control strategy according to the power requirement, where different types of power requirements respectively correspond to different control strategies, and each control strategy is configured with at least one power point; a determination module 30 determines power output power according to a control strategy.
Optionally, the processing module 20 comprises: a determination unit (not shown in the drawings) for determining the first power demand in a case where the current operation state is the normal running state; and the processing unit (not shown in the figure) is used for executing a corresponding control strategy according to the first power requirement and the electric quantity value interval where the current residual electric quantity of the power battery management system is located.
Optionally, the processing unit (not shown in the figure) is configured to execute, according to the first power requirement and the electric quantity value interval in which the current remaining electric quantity is located, a corresponding control strategy including one of: executing a corresponding first control strategy according to a first power requirement and a first electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a first preset electric quantity value and the current residual electric quantity is larger than a second preset electric quantity value, and the first control strategy is used for controlling the energy storage assembly to keep power output and controlling the fuel cell to stop power output; executing a corresponding second control strategy according to the first power demand and a second electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a second preset electric quantity value and the current residual electric quantity is larger than a third preset electric quantity value, the second control strategy is used for controlling the energy storage assembly and the fuel cell to jointly keep power output and controlling the fuel cell to operate at a first power point; executing a corresponding third control strategy according to a third electric quantity value interval where the first power demand and the current residual electric quantity are located, wherein the current residual electric quantity is smaller than or equal to a third preset electric quantity value and the current residual electric quantity is larger than a fourth preset electric quantity value, the third control strategy is used for controlling the energy storage assembly and the fuel cell to jointly keep power output and controlling the fuel cell to operate at a second power point; and executing a corresponding fourth control strategy according to the first power requirement and a fourth electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a fourth preset electric quantity value and the current residual electric quantity is larger than or equal to a fifth preset electric quantity value, the fourth control strategy is used for controlling the energy storage assembly to be in a charging state and controlling the fuel cell to independently keep power output, and the fuel cell is controlled to operate at a third power point.
Optionally, the determining unit (not shown in the figure) is further configured to determine a second power demand when the current operating state is the starting state and the current temperature of the fuel cell measured by the temperature sensor is lower than a preset temperature value, where the second power demand is used to raise the current temperature of the fuel cell to the preset temperature value; and the processing unit (not shown in the figure) is also used for executing a corresponding fifth control strategy according to the second power demand, wherein the fifth control strategy is used for controlling the fuel cell to operate at a fourth power point so as to enable the fuel cell to reach an approximate short-circuit state.
Optionally, a determination unit (not shown in the figure) further configured to determine a third power demand in a case where it is determined that the current operation state is the temporary stop state according to the running speed of the vehicle, wherein the third power demand is used to keep the fuel cell in a standby state; and the processing unit (not shown in the figure) is further used for executing a corresponding sixth control strategy according to the third power demand, wherein the sixth control strategy is used for controlling the fuel cell to operate at a fifth power point so as to stop the power output of the fuel cell.
It should be noted that, the above modules may be implemented by software or hardware, and for the latter, the following may be implemented, but not limited to: the modules are all positioned in the same processor; alternatively, the modules are respectively located in different processors in any combination.
Embodiments of the present invention also provide a storage medium having a computer program stored therein, wherein the computer program is arranged to perform the steps of any of the above method embodiments when executed.
Alternatively, in the present embodiment, the storage medium may be configured to store a computer program for executing the steps of:
s1, acquiring the current running state of the vehicle;
s2, determining the power requirement of the vehicle according to the current running state, and executing corresponding control strategies according to the power requirement, wherein different types of power requirements respectively correspond to different control strategies, and each control strategy is provided with at least one power point;
and S3, determining the power output power according to the control strategy.
Optionally, in this embodiment, the storage medium may include, but is not limited to: various media capable of storing computer programs, such as a usb disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic disk, or an optical disk.
Embodiments of the present invention also provide a vehicle control unit configured to run a computer program to perform the steps of any of the above method embodiments.
Optionally, in this embodiment, the processor may be configured to execute the following steps by a computer program:
s1, acquiring the current running state of the vehicle;
s2, determining the power requirement of the vehicle according to the current running state, and executing corresponding control strategies according to the power requirement, wherein different types of power requirements respectively correspond to different control strategies, and each control strategy is provided with at least one power point;
and S3, determining the power output power according to the control strategy.
Optionally, the specific examples in this embodiment may refer to the examples described in the above embodiments and optional implementation manners, and this embodiment is not described herein again.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
In the above embodiments of the present invention, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.
In the embodiments provided in the present application, it should be understood that the disclosed technology can be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units may be a logical division, and in actual implementation, there may be another division, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, units or modules, and may be in an electrical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic or optical disk, and other various media capable of storing program codes.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.
Claims (10)
1. A control method of vehicle power output, characterized by comprising:
acquiring the current running state of the vehicle;
determining the power requirement of the vehicle according to the current running state, and executing corresponding control strategies according to the power requirement, wherein different types of power requirements respectively correspond to different control strategies, and each control strategy is provided with at least one power point;
determining a power output power in accordance with the control strategy.
2. The method of claim 1, wherein determining the power requirement based on the current operating state and implementing a corresponding control strategy in accordance with the power requirement comprises:
determining a first power requirement under the condition that the current running state is a normal running state;
and executing a corresponding control strategy according to the first power requirement and the electric quantity value interval of the current residual electric quantity of the power battery management system.
3. The method of claim 2, wherein executing the corresponding control strategy according to the electric quantity value interval in which the first power demand and the current remaining electric quantity are located comprises one of:
executing a corresponding first control strategy according to the first power demand and a first electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a first preset electric quantity value and larger than a second preset electric quantity value, and the first control strategy is used for controlling an energy storage assembly to keep power output and controlling a fuel cell to stop power output;
executing a corresponding second control strategy according to the first power requirement and a second electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a second preset electric quantity value and the current residual electric quantity is larger than a third preset electric quantity value, the second control strategy is used for controlling an energy storage assembly and a fuel cell to jointly maintain power output and controlling the fuel cell to operate at a first power point;
executing a corresponding third control strategy according to a third electric quantity value interval where the first power demand and the current residual electric quantity are located, wherein the current residual electric quantity is smaller than or equal to a third preset electric quantity value and the current residual electric quantity is larger than a fourth preset electric quantity value, the third control strategy is used for controlling an energy storage assembly and a fuel cell to jointly maintain power output and controlling the fuel cell to operate at a second power point;
and executing a corresponding fourth control strategy according to the first power requirement and a fourth electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a fourth preset electric quantity value and the current residual electric quantity is larger than or equal to a fifth preset electric quantity value, the fourth control strategy is used for controlling the energy storage assembly to be in a charging state, controlling the fuel cell to independently maintain power output, and controlling the fuel cell to operate at a third power point.
4. The method of claim 1, wherein determining the power requirement based on the current operating state and implementing a corresponding control strategy in accordance with the power requirement comprises:
determining a second power requirement under the condition that the current operation state is a starting state and the current temperature of the fuel cell measured by the temperature sensor is lower than a preset temperature value, wherein the second power requirement is used for heating the current temperature of the fuel cell to the preset temperature value;
and executing a corresponding fifth control strategy according to the second power demand, wherein the fifth control strategy is used for controlling the fuel cell to operate at a fourth power point so as to enable the fuel cell to reach an approximate short-circuit state.
5. The method of claim 1, wherein determining the power requirement based on the current operating state and implementing a corresponding control strategy in accordance with the power requirement comprises:
determining a third power demand for maintaining a fuel cell in a standby state in a case where it is determined that the current operation state is a temporary stop state according to a running speed of the vehicle;
and executing a corresponding sixth control strategy according to the third power demand, wherein the sixth control strategy is used for controlling the fuel cell to operate at a fifth power point so as to stop the power output of the fuel cell.
6. A control device of vehicle power output, characterized by comprising:
the acquisition module is used for acquiring the current running state of the vehicle;
the processing module is used for determining the power requirement of the vehicle according to the current running state and executing corresponding control strategies according to the power requirement, wherein different types of power requirements respectively correspond to different control strategies, and each control strategy is provided with at least one power point;
a determination module to determine a power output power based on the control strategy.
7. The apparatus of claim 6, wherein the processing module comprises:
the determining unit is used for determining a first power requirement under the condition that the current running state is a normal running state;
and the processing unit is used for executing a corresponding control strategy according to the first power requirement and the electric quantity value interval of the current residual electric quantity of the power battery management system.
8. The apparatus according to claim 7, wherein the processing unit is configured to execute, according to the first power requirement and the electric quantity value interval in which the current remaining electric quantity is located, a corresponding control strategy including one of:
executing a corresponding first control strategy according to the first power demand and a first electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a first preset electric quantity value and larger than a second preset electric quantity value, and the first control strategy is used for controlling an energy storage assembly to keep power output and controlling a fuel cell to stop power output;
executing a corresponding second control strategy according to the first power requirement and a second electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a second preset electric quantity value and the current residual electric quantity is larger than a third preset electric quantity value, the second control strategy is used for controlling an energy storage assembly and a fuel cell to jointly maintain power output and controlling the fuel cell to operate at a first power point;
executing a corresponding third control strategy according to a third electric quantity value interval where the first power demand and the current residual electric quantity are located, wherein the current residual electric quantity is smaller than or equal to a third preset electric quantity value and the current residual electric quantity is larger than a fourth preset electric quantity value, the third control strategy is used for controlling an energy storage assembly and a fuel cell to jointly maintain power output and controlling the fuel cell to operate at a second power point;
and executing a corresponding fourth control strategy according to the first power requirement and a fourth electric quantity value interval in which the current residual electric quantity is located, wherein the current residual electric quantity is smaller than or equal to a fourth preset electric quantity value and the current residual electric quantity is larger than or equal to a fifth preset electric quantity value, the fourth control strategy is used for controlling the energy storage assembly to be in a charging state, controlling the fuel cell to independently maintain power output, and controlling the fuel cell to operate at a third power point.
9. A vehicle control unit for carrying out a program, wherein the program is operative to carry out the method of controlling the power take-off of a vehicle according to any one of claims 1 to 5.
10. A fuel cell electric vehicle, comprising: a vehicle control unit, a motor controller, a battery management system, a stack control system, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the vehicle control unit, the one or more programs for performing the method of controlling vehicle power output of any of claims 1-5.
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