CN114572057A - Fuel cell energy control method, device, equipment and vehicle - Google Patents

Abstract

The application provides a fuel cell energy control method, a device, equipment and a vehicle, firstly acquiring a vehicle demand energy deviation value and a real-time state of charge value of a power cell, then acquiring a vehicle demand total energy fuzzy value according to the vehicle demand energy deviation value and a fuzzy parameter, wherein the fuzzy parameter is acquired according to the real-time state of charge value and an optimal charge and discharge state of charge value of the power cell, and finally acquiring the output power of the fuel cell according to the vehicle demand total energy fuzzy value, a vehicle allowable charge power value and the highest power value of the fuel cell in different power range intervals. Based on the comprehensive consideration of the fuel cell characteristic, the power cell characteristic and the whole vehicle requirement of the whole vehicle, the output power of the fuel cell is accurately obtained on the premise of reasonably controlling the variable load time of the fuel cell, so that the aims of effectively controlling the throughput of the power cell to ensure the service life of the cell and meet the power requirement of the whole vehicle are achieved, and the efficiency of the fuel cell can be provided to reduce the hydrogen consumption of the whole vehicle.

Description

Fuel cell energy control method, device, equipment and vehicle

technical field

The present application relates to the technical field of automobiles, and in particular, to a fuel cell energy control method, device, equipment and vehicle.

Background technique

Fuel cells such as hydrogen fuel cells are the core key components of the entire vehicle, and the rational use of fuel cells has become a key issue in fuel cell vehicle research. The four operating conditions that have an impact on the life of the fuel cell during the operation of the fuel cell vehicle are the variable load condition, the start-stop condition, the idling condition and the high-power condition. Frequent load changing conditions have the greatest impact on fuel cell life among all vehicle operating conditions.

At present, the fuel cell energy control strategies implemented by fuel cell manufacturers and vehicle manufacturers generally include the following. The first is the SOC (State of Charge, state of charge) ladder control strategy. Specifically, the fuel cell vehicle energy management uses the battery system SOC as a single input, and divides it into several intervals. For example, generally based on the SOC value The size is divided into several intervals of high SOC, high SOC, moderate SOC, low SOC, and very low SOC. When the SOC is high, the fuel cell does not turn on. When the SOC is high, the fuel cell outputs less power. When the SOC is moderate, the fuel cell outputs moderate power. When the SOC is low, the fuel cell outputs more power. When the SOC is very low, the fuel cell outputs maximum power. The second is the real-time power following strategy. Specifically, the real-time power follows the vehicle demand power, or the vehicle demand power is filtered by an algorithm, and then the filtered vehicle demand power value is output, and then the fuel cell is directly controlled to follow the output. The third is the fuzzy control strategy. Specifically, the fuel cell vehicle energy management uses the battery SOC, vehicle demand power, vehicle speed, etc. as the fuzzy inputs to formulate complex fuzzy rules, and through fuzzy reasoning and de-fuzzification processing, get the fuel battery output power.

However, the first strategy keeps the output power of the fuel cell at the same value for a long period of time because the SOC does not change abruptly. The throughput of the power battery is increased, so that the power battery cannot meet the designed service life of the vehicle. At the same time, a large part of the electrical energy output by the fuel cell cannot be directly output to the power motor system, but is first stored in the power battery and then passed through the power battery to the power motor system, which reduces the energy transfer efficiency and increases the hydrogen consumption of the vehicle. . Compared with the first strategy, the second strategy can basically directly transfer the output power of the fuel cell to the power motor system, which improves the energy transfer efficiency, reduces the throughput of the power battery, and improves the comprehensive life of the power battery. However, in this strategy, the fuel cell is basically under the condition of frequent load changes, which will cause the performance of the fuel cell to deteriorate sharply and reduce the life of the fuel cell. Compared with the first two strategies, the third strategy realizes the rational use of fuel cells and power batteries to a certain extent, and meets the power requirements of the vehicle. On the one hand, due to the fact that the fuel cell often has a small load change in actual working conditions, and this strategy cannot precisely control the load change time of the fuel cell, the control effect of this strategy is still not ideal. It can be seen that there is an urgent need for a fuel cell energy control strategy to overcome the above-mentioned defects in the prior art.

SUMMARY OF THE INVENTION

The present application provides a fuel cell energy control method, device, equipment and vehicle, which are used to provide a fuel cell energy control strategy. The output power of the fuel cell can be accurately obtained under the premise of the battery load changing time, so as to effectively control the throughput of the power battery to ensure the battery life and meet the power requirements of the vehicle, and also improve the efficiency of the fuel cell to reduce the hydrogen consumption of the vehicle.

In a first aspect, the present application provides a fuel cell energy control method, including:

Obtaining the deviation value of the demanded energy of the whole vehicle and the real-time state of charge value of the power battery, and the deviation value of the demanded energy of the whole vehicle is used to represent the actual energy of the power system of the whole vehicle within the preset variable load duration;

Obtaining the fuzzy value of total vehicle demand energy according to the deviation value of the vehicle demand energy and the fuzzy parameter, and the fuzzy parameter is obtained according to the real-time state of charge value and the optimal charge-discharge state of charge value of the power battery;

The output power of the fuel cell is obtained according to the fuzzy value of the total energy demanded by the entire vehicle, the allowable charging power value of the entire vehicle, and the highest power value of the fuel cell in different power ranges.

In a possible design, the fuzzy parameters are obtained according to the real-time state of charge value and the optimal charge-discharge state of charge value of the power battery, including:

respectively determine the first fuzzy mapping relationship and the second fuzzy mapping relationship according to the optimal charge-discharge state of charge value;

determining a first fuzzy parameter according to the real-time state-of-charge value and the first fuzzy mapping relationship;

determining a second fuzzy parameter according to the real-time state of charge value and the second fuzzy mapping relationship;

Wherein, the blur parameter includes the first blur parameter and the second blur parameter.

In a possible design, obtaining the fuzzy value of the total vehicle demand energy according to the vehicle demand energy deviation value and the fuzzy parameter, including:

The first fuzzy parameter and the second fuzzy parameter are used to perform fuzzy control on the deviation value of the required energy of the entire vehicle, so as to obtain the fuzzy value of the total required energy of the entire vehicle.

In a possible design, the first fuzzy parameter and the second fuzzy parameter are used to perform fuzzy control on the deviation value of the vehicle demanded energy to obtain the total vehicle demanded energy fuzzy value, including:

obtaining the product of the first fuzzy parameter and the deviation value of the vehicle demand energy to obtain a first total energy fuzzy value;

obtaining the product of the second fuzzy parameter and the deviation value of the vehicle demand energy to obtain a second total energy fuzzy value;

The sum of the first total energy fuzzy value and the second total energy fuzzy value is obtained to obtain the total vehicle demand fuzzy value.

In a possible design, the output power of the fuel cell is obtained according to the fuzzy value of the total energy demanded by the entire vehicle, the allowable charging power value of the entire vehicle, and the highest power value of the fuel cell in different power ranges, including:

obtaining the average value of the fuzzy value of the total vehicle demand energy in the preset variable load duration, and determining the average value as the required power characteristic value of the fuel cell;

Comparing the required power characteristic value and the vehicle allowable charging power value, and determining the smallest of the two as the output power reference value of the fuel cell;

The output power of the fuel cell is obtained according to the output power reference value and the highest power value of the fuel cell in different power ranges.

In a possible design, obtaining the output power of the fuel cell according to the output power reference value and the highest power value of the fuel cell in different power ranges includes:

obtaining the difference between the output power reference value and the highest power value in each power range interval;

The highest power value in the power range interval corresponding to the minimum difference value is determined as the output power of the fuel cell.

In a possible design, if equal difference values are obtained, the smallest of the highest power values in the power range interval corresponding to the equal difference values is determined as the output power of the fuel cell.

In a possible design, after obtaining the output power of the fuel cell,

The output power of the fuel cell is output through the CAN bus, and the output duration of the output power is controlled to be at least the preset variable load duration.

In a possible design, the obtaining the deviation value of the demanded energy of the whole vehicle includes:

Obtain the bus current and bus voltage of the motor controller through the CAN bus;

Obtain the motor power according to the busbar current and the busbar voltage, and obtain the first integral value of the motor power within the preset variable load duration;

The unit of measure for converting the first integral value is the unit of electricity, and the result of the conversion of the first integral value is determined as the deviation value of the demanded energy of the whole vehicle.

In a possible design, the obtaining the deviation value of the demanded energy of the whole vehicle includes:

Obtain the discharge current and discharge voltage of the power battery;

Obtain discharge power according to the discharge current and the discharge voltage, and obtain a second integral value of the discharge power within the preset variable load duration;

The unit of measure for converting the second integral value is the unit of electricity, and the result of the conversion of the second integral value is determined as the deviation value of the demanded energy of the entire vehicle.

In a possible design, the obtaining the deviation value of the demanded energy of the whole vehicle includes:

Obtaining the used power of the vehicle according to the real-time state-of-charge value and the preset charge-power mapping relationship;

obtaining the third integral value of the used power of the entire vehicle within the preset variable load duration;

The unit of measure for converting the third integral value is the unit of electricity, and the result of the conversion of the third integral value is determined as the deviation value of the vehicle demanded energy.

In a second aspect, the present application provides a fuel cell energy control device, comprising:

an obtaining module, used for obtaining the deviation value of energy demand of the whole vehicle and the real-time state of charge value of the power battery, the deviation value of energy demand of the whole vehicle is used to represent the actual energy of the power system of the whole vehicle within the preset variable load duration;

Fuzzy calculation module, used for obtaining the fuzzy value of total vehicle demand energy according to the vehicle demand energy deviation value and fuzzy parameters, and the fuzzy parameter is based on the real-time state-of-charge value of the power battery and the optimal charge-discharge charge The electrical state value is obtained;

The processing module is configured to obtain the output power of the fuel cell according to the fuzzy value of the total energy demanded by the entire vehicle, the allowable charging power value of the entire vehicle, and the highest power value of the fuel cell in different power ranges.

In a possible design, the fuzzy computing module is specifically used for:

respectively determine the first fuzzy mapping relationship and the second fuzzy mapping relationship according to the optimal charge-discharge state of charge value;

determining a first fuzzy parameter according to the real-time state-of-charge value and the first fuzzy mapping relationship;

determining a second fuzzy parameter according to the real-time state of charge value and the second fuzzy mapping relationship;

Wherein, the blur parameter includes the first blur parameter and the second blur parameter.

In a possible design, the fuzzy computing module is also used for:

The first fuzzy parameter and the second fuzzy parameter are used to perform fuzzy control on the deviation value of the required energy of the entire vehicle, so as to obtain the fuzzy value of the total required energy of the entire vehicle.

In a possible design, the fuzzy computing module is also specifically used for:

obtaining the product of the first fuzzy parameter and the deviation value of the vehicle demand energy to obtain a first total energy fuzzy value;

obtaining the product of the second fuzzy parameter and the deviation value of the vehicle demand energy to obtain a second total energy fuzzy value;

The sum of the first total energy fuzzy value and the second total energy fuzzy value is obtained to obtain the total vehicle demand fuzzy value.

In a possible design, the processing module includes:

a first processing sub-module, configured to obtain an average value of the fuzzy value of the total vehicle demand energy in the preset load changing duration, and determine the average value as the required power characteristic value of the fuel cell;

a second processing sub-module, configured to compare the required power characteristic value with the allowable charging power value of the entire vehicle, and determine the smallest of the two as the output power reference value of the fuel cell;

The third processing sub-module is configured to obtain the output power of the fuel cell according to the output power reference value and the highest power value of the fuel cell in different power ranges.

In a possible design, the third processing sub-module is specifically used for:

obtaining the difference between the output power reference value and the highest power value in each power range interval;

The highest power value in the power range interval corresponding to the minimum difference value is determined as the output power of the fuel cell.

In a possible design, if equal difference values are obtained, the third processing sub-module is also used to:

A minimum of the highest power values in the power range intervals corresponding to the equal difference values is determined as the output power of the fuel cell.

In a possible design, the fuel cell energy control device further includes: an output module; the output module is used for:

The output power of the fuel cell is output through the CAN bus, and the output duration of the output power is controlled to be at least the preset variable load duration.

In a possible design, the acquisition module is specifically used for:

Obtain the bus current and bus voltage of the motor controller through the CAN bus;

Obtain the motor power according to the busbar current and the busbar voltage, and obtain the first integral value of the motor power within the preset variable load duration;

The unit of measure for converting the first integral value is the unit of electricity, and the result of the conversion of the first integral value is determined as the deviation value of the demanded energy of the whole vehicle.

In a possible design, the acquisition module is specifically used for:

Obtain the discharge current and discharge voltage of the power battery;

Obtain discharge power according to the discharge current and the discharge voltage, and obtain a second integral value of the discharge power within the preset variable load duration;

The unit of measure for converting the second integral value is the unit of electricity, and the result of the conversion of the second integral value is determined as the deviation value of the demanded energy of the entire vehicle.

In a possible design, the acquisition module is specifically used for:

Obtaining the used power of the vehicle according to the real-time state-of-charge value and the preset charge-power mapping relationship;

obtaining the third integral value of the used power of the entire vehicle within the preset variable load duration;

The unit of measure for converting the third integral value is the unit of electricity, and the result of the conversion of the third integral value is determined as the deviation value of the vehicle demanded energy.

In a third aspect, the present application provides an electronic device, comprising: a processor, and a memory communicatively connected to the processor;

the memory stores computer-executable instructions;

The processor executes the computer-executed instructions stored in the memory to implement any one of the possible fuel cell energy control methods provided in the first aspect.

In a fourth aspect, the application provides a vehicle, comprising:

A fuel cell, a power cell, and any possible fuel cell energy control device provided by the second aspect.

The present application provides a fuel cell energy control method, device, equipment and vehicle, which obtains a vehicle demand energy deviation value and a real-time state-of-charge value of a power battery, wherein the vehicle demand energy deviation value is used to represent a preset load changing duration The energy of the vehicle power system inside the vehicle, and then the fuzzy value of the total vehicle demand energy is obtained according to the deviation value of the vehicle demand energy and the fuzzy parameters. Finally, the output power of the fuel cell is obtained according to the fuzzy value of the total energy demand of the whole vehicle, the allowable charging power value of the whole vehicle and the highest power value of the fuel cell in different power ranges. Based on the comprehensive consideration of the fuel cell characteristics, power battery characteristics and vehicle requirements of the whole vehicle, the output power of the fuel cell can be accurately obtained under the premise of reasonably controlling the load changing time of the fuel cell, so as to effectively control the throughput of the power battery to ensure the battery It can also provide fuel cell efficiency and reduce the hydrogen consumption of the vehicle.

Description of drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the accompanying drawings used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description These are some embodiments of the present application, and for those of ordinary skill in the art, other drawings can also be obtained from these drawings without any creative effort.

1 is a schematic diagram of an application scenario provided by an embodiment of the present application;

FIG. 2 is a schematic flowchart of a fuel cell energy control method provided by an embodiment of the present application;

3 is a schematic flowchart of another fuel cell energy control method provided by an embodiment of the present application;

FIG. 4 is a schematic flowchart of yet another fuel cell energy control method provided by an embodiment of the present application;

FIG. 5 is a schematic flowchart of another fuel cell energy control method provided by an embodiment of the present application;

FIG. 6 is a schematic flowchart of another fuel cell energy control method provided by an embodiment of the present application;

FIG. 7 is a schematic structural diagram of a fuel cell energy control device provided by an embodiment of the present application;

FIG. 8 is a schematic structural diagram of a processing module provided by an embodiment of the present application;

FIG. 9 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed ways

Exemplary embodiments will be described in detail herein, examples of which are illustrated in the accompanying drawings. When the following description refers to the drawings, the same numerals in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the illustrative examples below are not intended to represent all implementations consistent with this application. Rather, they are merely examples of methods and apparatus consistent with some aspects of the present application as recited in the appended claims.

The terms "first", "second", "third", "fourth", etc. (if any) in the description and claims of this application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to Describe a particular order or sequence. It is to be understood that the data so used may be interchanged under appropriate circumstances such that the embodiments of the application described herein can, for example, be practiced in sequences other than those illustrated or described herein. Furthermore, the terms "comprising" and "having" and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those expressly listed Rather, those steps or units may include other steps or units not expressly listed or inherent to these processes, methods, products or devices.

At present, several fuel cell energy control strategies implemented by fuel cell manufacturers and vehicle manufacturers all have defects to varying degrees. For example, the SOC ladder control strategy overly protects the fuel cell and increases the throughput of the power battery, so that the power battery cannot meet the designed service life of the whole vehicle. In addition, a large part of the electrical energy output by the fuel cell cannot be directly output to the power motor system, but is first stored in the power battery and then passed through the power battery to the power motor system, which reduces the energy transfer efficiency and increases the hydrogen consumption of the vehicle. For another example, although the real-time power following strategy improves the energy transfer efficiency and reduces the power battery throughput compared with the SOC step control strategy, thus improving the comprehensive life of the power battery, the fuel cell in this control strategy is based on the constant load changes. If it is made public, it is bound to have adverse consequences caused by frequent load changes. Another example is the fuzzy control strategy based on a variety of fuzzy input quantities, which overcomes some of the defects of the first two to a certain extent, but there are too many factors to be considered that make the control process load, and because the fuel cell is often random in actual working conditions. The occurrence of small amplitude load changes makes this strategy unable to reasonably control the load change time of the fuel cell, resulting in an unsatisfactory control effect. In addition, the implementation solutions of the above three control strategies do not consider the high-efficiency power point of the fuel cell, so that the efficiency of the fuel cell cannot be maximized.

In view of the above problems existing in the prior art, the present application provides a fuel cell energy control method, device, device and vehicle. The inventive concept of the fuel cell energy control method provided by the present application is: starting from the actual energy of the power system of the whole vehicle, and since the actual energy is represented by the deviation value of the energy demanded by the whole vehicle, the deviation value of the energy demanded by the whole vehicle is further calculated by fuzzy parameters. Adjust to get the fuzzy value of the total energy demand of the whole vehicle. Among them, the fuzzy parameters are obtained according to the real-time state of charge value of the power battery and the optimal charge and discharge state of charge value. Through the fuzzy parameters, the required power of the vehicle is related to the SOC of the power battery, so as to effectively control the throughput of the power battery and ensure the power purpose of battery life. Then, the output power of the fuel cell is finally obtained according to the fuzzy value of the total energy required by the vehicle, the allowable charging power value of the vehicle, and the highest power value of the fuel cell in different power ranges. When the output power of the fuel cell is obtained, the use of the fuzzy value of the total energy required by the whole vehicle can accurately obtain the output power of the fuel cell under the premise of ensuring a reasonable control of the load changing time of the fuel cell, so as to meet the power demand of the whole vehicle. The use of the allowable charging power value of the vehicle and the maximum power value of the fuel cell in different power ranges can obtain the optimal fuel cell configuration power, which can improve the efficiency of the fuel cell and reduce the hydrogen consumption of the vehicle.

Hereinafter, exemplary application scenarios of the embodiments of the present application are introduced.

FIG. 1 is a schematic diagram of an application scenario provided by an embodiment of the present application. As shown in FIG. 1 , a vehicle 100 is a motor vehicle equipped with a fuel cell 101 and a power battery 102 , and the electronic device 200 is configured to be able to execute the application provided by the embodiment of the present application. The fuel cell energy control method is based on the comprehensive consideration of the characteristics of the fuel cell 101 of the vehicle 100, the characteristics of the power battery 102 and the demand of the whole vehicle, and accurately obtains the fuel cell 101 under the premise of reasonably controlling the load changing time of the fuel cell 101. It can effectively control the throughput of the power battery 102 to ensure the life of the power battery 102 and meet the power demand of the vehicle, and can also improve the efficiency of the fuel cell 101 to reduce the hydrogen consumption of the vehicle.

The electronic device 200 may be a computer, a vehicle controller (Vehicle Management System, VMS), a TCU (Transmission Control Unit) automatic transmission control unit, a cloud server, etc. The embodiment of the present application does not limit the type of the electronic device 200. The electronic device 200 in 1 is shown by taking a computer as an example.

It should be noted that the above application scenarios are only schematic representations, and the fuel cell energy control method, device, device, and vehicle provided by the embodiments of the present application include but are not limited to the above application scenarios.

FIG. 2 is a schematic flowchart of a fuel cell energy control method provided by an embodiment of the present application.

As shown in FIG. 2 , the fuel cell energy control method provided by the embodiment of the present application includes:

S101: Acquire a demand energy deviation value of the entire vehicle and a real-time state-of-charge value of a power battery.

Among them, the deviation value of the vehicle demand energy is used to represent the actual energy of the vehicle power system within the preset load changing duration.

Estimate the actual energy of the vehicle power system within the preset variable load duration, and determine the estimated data as the vehicle demand energy deviation value, and the obtained vehicle demand energy deviation value is used to feed back the vehicle power demand. Among them, the setting of the preset variable load duration is to precisely control the variable load time. In addition, the real-time state of charge value of the power battery can be obtained through the battery management system.

For example, the power value of the power system of the whole vehicle is integrated within the preset load changing time period, and the deviation value of the demanded energy of the whole vehicle is determined according to the obtained integral value.

In a possible design, a possible implementation manner of step S101 is shown in FIG. 3 . FIG. 3 is a schematic flowchart of another fuel cell energy control method provided by an embodiment of the present application. As shown in Figure 3, the embodiment of the present application includes:

S201: Obtain the bus current and bus voltage of the motor controller through the CAN bus.

S202: Obtain the motor power according to the busbar current and the busbar voltage, and obtain the first integral value of the motor power within the preset load changing duration.

S203: Convert the unit of measure of the first integral value to the unit of electricity, and determine the result of the conversion of the first integral value as the deviation value of the energy demanded by the entire vehicle.

The vehicle controller first obtains the bus current and bus voltage on the motor controller through the CAN bus, and obtains the corresponding power according to the relationship between power, voltage and current, that is, multiply the bus current and the bus voltage, and the product obtained is the motor power. . Then, the integral of the motor power within the preset variable load duration is obtained, and the obtained integral value is defined as the first integral value. And in order to facilitate subsequent calculations, the unit of measure representing the power of the first integral value is converted into a unit of electricity, and then the result of the conversion of the first integral value is determined as the deviation value of the vehicle demand energy, so as to obtain the vehicle demand based on the motor power. Energy deviation value. Assuming that the preset variable load duration T is set to 3 minutes, the vehicle demand energy deviation value McuPwr_Integral is shown in the following formula (1):

Among them, U is the bus voltage, I is the bus current, T is the preset variable load duration, and 3600 is used for the conversion of the measurement unit.

Optionally, possible implementations of step S101 may further include:

Obtain the discharge current and discharge voltage of the power battery, and then multiply the discharge current and discharge voltage to obtain the discharge power according to the discharge current and discharge voltage, and the product obtained after multiplying is the discharge power. Further similar to step S202 and step S203, the discharge power is integrated within the preset variable load duration to obtain a corresponding integrated value, and the integrated value is defined as the second integrated value, that is, the discharge power is obtained within the preset variable load duration. Then convert the second integral value from the unit of measurement of power to energy, that is, the unit of electricity, and determine the result of the conversion of the second integral value as the deviation value of the energy demand of the whole vehicle, so as to obtain the discharge power based on the power battery. To the vehicle demand energy deviation value.

Optionally, in a possible implementation manner of step S101, estimation may also be performed on the basis of the acquired real-time state of charge value of the power battery, so as to obtain the deviation value of the energy demanded by the entire vehicle.

For example, on the basis of obtaining the real-time state of charge value, the used power of the vehicle can be obtained by looking up a table. For example, the inquired table includes the real-time state-of-charge value and the vehicle corresponding to the real-time state-of-charge value. The corresponding relationship between the used power, the corresponding relationship can be defined as a preset charge-to-power mapping relationship, so that the real-time state-of-charge value can be obtained according to the real-time state-of-charge value and the preset charge-to-power mapping relationship of the used power of the vehicle. Then, in a manner similar to steps S202 and S203, the used power of the whole vehicle is integrated within the preset variable load duration, the integrated value obtained by the integration is defined as the third integrated value, and the measurement of the third integrated value is converted. The unit is the unit of electricity, and the result of the conversion of the third integral value is determined as the deviation value of the demanded energy of the whole vehicle, so that the deviation value of the demanded energy of the whole vehicle is obtained based on the SOC of the power battery.

It should be noted that the specific value of the preset variable load duration can be set according to the actual working conditions, and the setting of the preset variable load duration can be realized by controlling the state machine.

S102: Obtain the fuzzy value of the total vehicle demand energy according to the vehicle demand energy deviation value and the fuzzy parameter.

Among them, the fuzzy parameters are obtained according to the real-time state of charge value and the optimal charge and discharge state of charge value of the power battery.

After obtaining the deviation value of the demand energy of the whole vehicle, the fuzzy control is carried out on the deviation value of the demand energy of the whole vehicle. For example, fuzzy parameters are used to adjust the deviation value of vehicle demand energy to realize fuzzy control. Among them, fuzzy control can be carried out by PI controller, and the parameters of PI controller can be defined as fuzzy parameters.

Among them, the fuzzy parameters can be obtained according to the real-time state of charge value of the power battery and the optimal charge and discharge state of charge value, so that in step S101, on the basis of feeding back the demanded power of the whole vehicle through the deviation value of the demanded energy of the whole vehicle, the fuzzy parameter The characteristics of the power battery are correlated, so that the fuzzy value of the total vehicle demand energy obtained according to the vehicle demand energy deviation value and the fuzzy parameters can take into account the vehicle power demand and the characteristics of the power battery, so as to achieve effective control of the power battery throughput. The throughput of the power battery within the design life cycle of the whole vehicle does not exceed the design value, and the life of the power battery is guaranteed.

In a possible design, a possible implementation of obtaining fuzzy parameters according to the real-time state-of-charge value and optimal charge-discharge state-of-charge value of the power battery is shown in Figure 4. FIG. 4 is a schematic flowchart of still another fuel cell energy control method provided by an embodiment of the present application. As shown in FIG. 4, the embodiment of the present application includes:

S301: Determine the first fuzzy mapping relationship and the second fuzzy mapping relationship according to the optimal charge and discharge state of charge values.

When the power battery leaves the factory, the optimal charge and discharge state of charge value of the power battery will be identified, which is assumed to be expressed as SOC_Optimzation, which is usually 70% of the maximum charge and discharge state of charge value. When the state of charge value of the power battery is at the optimum state of charge and discharge value, its charge and discharge capacity is optimal.

The first fuzzy relationship and the second fuzzy relationship are respectively constructed by using the optimal charging and discharging state of charge values.

Specifically, the first fuzzy relationship and the second fuzzy relationship are constructed by using the difference between the optimal charging and discharging state of charge value and the state of charge value. For example, a state of charge value that is 15% lower than the optimal charge and discharge state of charge value is expressed as SOC ₁ , a state of charge value that is 10% lower than the optimum charge and discharge state of charge value is expressed as SOC ₂ , and The state of charge value that is 5% lower than the optimal charge and discharge state of charge value is expressed as SOC ₃ , and the state of charge value that is the same as the optimum charge and discharge state of charge value is expressed as SOC ₀ , which is lower than the optimal charge and discharge state of charge value by SOC 0 The state of charge value that is 5% higher than the state of charge value is denoted as SOC ₄ , and the state of charge value that is 10% higher than the optimal charge and discharge state of charge value is denoted as SOC ₅ , thereby obtaining a series of optimal charge and discharge state of charge The difference between the value and the state of charge value is represented as a SOC difference.

The corresponding first control coefficient (control coefficient P) and the second control coefficient (control coefficient I) are set for each difference value, and the corresponding relationship between each difference value and its corresponding first control coefficient is the first control coefficient. Fuzzy mapping relationship, the formed corresponding relationship between each difference value and its corresponding second control coefficient is the second fuzzy mapping relationship. For example, the first fuzzy mapping relationship and the second fuzzy mapping relationship formed by the specific values of the first control coefficient and the second control coefficient set according to experience can be, for example, as shown in Table 1 below:

Table 1

SOC difference SOC₁ SOC₂ SOC₃ SOC₀ SOC₄ SOC₅ Control coefficient P 1.5 1.4 1.3 1.2 1 1 Control coefficient I 10 5 3 0 -2 -3

Among them, the value of the first control coefficient is usually set to a value greater than 1 but less than the optimal coefficient, the optimal coefficient is the ratio between 1 and the ratio of the optimal charge and discharge state of charge value, and the optimal charge and discharge charge The proportion of the electrical state value is, for example, 70%. The value of the second control coefficient is usually set according to the principle that the value of the second control coefficient is smaller when it is close to the optimal charge-discharge state of charge value, and the value is larger when it deviates from the optimal charge-discharge state of charge value.

S302: Determine the first fuzzy parameter according to the real-time state of charge value and the first fuzzy mapping relationship.

S303: Determine the second fuzzy parameter according to the real-time state of charge value and the second fuzzy mapping relationship.

Wherein, the fuzzy parameters in the above embodiments include a first fuzzy parameter and a second fuzzy parameter.

Using the linear difference method, the real-time state-of-charge value is input into the first fuzzy mapping relationship and the second fuzzy mapping relationship, and the corresponding outputs are the first fuzzy parameter and the second fuzzy parameter. It is assumed that the first fuzzy parameter is represented by P _Fuzzy , and the second fuzzy parameter is represented by I _Fuzzy .

After obtaining the first fuzzy parameter and the second fuzzy parameter, use the first fuzzy parameter and the second fuzzy parameter to carry out fuzzy control on the deviation value of the vehicle demand energy, and determine the obtained control result as the total vehicle demand energy fuzzy value, namely The fuzzy value of the total energy demand of the whole vehicle is obtained.

S103: Obtain the output power of the fuel cell according to the fuzzy value of the total energy demanded by the entire vehicle, the allowable charging power value of the entire vehicle, and the highest power value of the fuel cell in different power ranges.

After obtaining the fuzzy value of the total energy required by the vehicle, the output power of the fuel cell is obtained by combining the allowable charging power value of the vehicle and the highest power value of the fuel cell in different power ranges.

For example, by controlling the state machine to maintain the same vehicle demand power during the preset load changing duration, the vehicle demand power to be maintained can be obtained by obtaining the average value of the fuzzy value of the total vehicle demand energy during the preset load changing duration. Precise control of load changing time can be achieved by maintaining the same required power of the entire vehicle. Then, the output power of the fuel cell can be obtained by combining the allowable charging power of the vehicle and the highest power value of the fuel cell in different power ranges, and the optimal fuel cell configuration power can be determined, which can effectively improve the efficiency of the fuel cell and reduce the hydrogen of the vehicle. consumption.

It should be noted that the allowable charging power value of the entire vehicle can be obtained from the allowable charging power of the power battery, the allowable charging power of the motor, and the charging power of the entire vehicle. For example, the minimum value of the allowable charging power of the battery, the allowable charging power of the motor, and the charging power of the entire vehicle is determined as the allowable charging power value of the entire vehicle.

In the fuel cell energy control method provided by the embodiment of the present application, the deviation value of the energy demand of the whole vehicle and the real-time state-of-charge value of the power battery are obtained first, wherein the deviation value of the energy demand of the whole vehicle is used to represent the power of the whole vehicle within the preset load changing duration. system energy, and then obtain the fuzzy value of the total vehicle demand energy according to the deviation value of the vehicle demand energy and fuzzy parameters. The output power of the fuel cell is obtained from the fuzzy value of the total required energy, the allowable charging power value of the whole vehicle, and the highest power value of the fuel cell in different power ranges. Based on the comprehensive consideration of the fuel cell characteristics, power battery characteristics and vehicle requirements of the whole vehicle, the output power of the fuel cell can be accurately obtained under the premise of reasonably controlling the load changing time of the fuel cell, so as to effectively control the throughput of the power battery to ensure the battery It can also provide fuel cell efficiency and reduce the hydrogen consumption of the vehicle.

FIG. 5 is a schematic flowchart of yet another fuel cell energy control method provided by an embodiment of the present application. As shown in FIG. 5 , the fuel cell energy control method provided by the embodiment of the present application includes:

S401: Obtain the deviation value of the demanded energy of the whole vehicle and the real-time state-of-charge value of the power battery.

Among them, the deviation value of the vehicle demand energy is used to represent the actual energy of the vehicle power system within the preset load changing duration.

The implementation manner, principle and technical effect of step S401 are similar to the implementation manner, principle and technical effect of step S101, and the detailed content can be referred to the foregoing description, which will not be repeated here.

S402: Obtain a fuzzy parameter according to the real-time state-of-charge value of the power battery and the optimal charge-discharge state-of-charge value.

The fuzzy parameters include a first fuzzy parameter and a second fuzzy parameter.

The implementation manner, principle and technical effect of step S402 are similar to the implementation manner, principle and technical effect of the embodiment shown in FIG. 4 . For details, reference may be made to the foregoing description, which will not be repeated here.

S403: Obtain the product of the first fuzzy parameter and the deviation value of the energy demand of the entire vehicle to obtain the first total energy fuzzy value.

The product of the first fuzzy parameter and the deviation value of the vehicle demand energy is multiplied, and the obtained product is determined as the first total energy fuzzy value P_Pwr_Fuzzy, as shown in the following formula (2):

P_Pwr_Fuzzy=McuPwr_Integral*P _Fuzzy (2)

S404: Obtain the product of the second fuzzy parameter and the deviation value of the energy demand of the entire vehicle to obtain a second total energy fuzzy value.

Multiply the second fuzzy parameter and the vehicle demand energy deviation value, and determine the obtained product as the second total energy fuzzy value I_Pwr_Fuzzy, as shown in the following formula (3):

I_Pwr_Fuzzy=McuPwr_Integral*I _Fuzzy (3)

S405: Obtain the sum of the first total energy fuzzy value and the second total energy fuzzy value to obtain the total vehicle demand fuzzy value.

The first total energy fuzzy value and the second total energy fuzzy value are summed, that is, the sum of the first total energy fuzzy value and the second total energy fuzzy value is obtained, and the obtained sum is determined as the total vehicle demand fuzzy value Pwr_Demand_Fuzzy, as shown in the following formula (4):

Pwr_Demand_Fuzzy=P_Pwr_Fuzzy+I_Pwr_Fuzzy (4)

Steps S403 to S405 are the process of using the first fuzzy parameter and the second fuzzy parameter to perform fuzzy control on the deviation value of the vehicle demand energy, so as to obtain the total vehicle demand energy fuzzy value.

S406 : Obtain the average value of the fuzzy value of the total vehicle demanded energy in the preset variable load duration, and determine the average value as the required power characteristic value of the fuel cell.

Obtain the average value of the fuzzy value of the total vehicle demand energy within the preset variable load duration, that is, compare the total vehicle demand fuzzy value with the preset variable load duration, and the obtained ratio result is the average value, and the average value is determined. is the characteristic value Pwr_Demand of the required power of the fuel cell. The purpose of acquiring the average value and determining the average value as the demand power characteristic value is to keep the vehicle demand power represented by the demand power characteristic value for the preset load changing duration.

As described above, the measurement unit of the total vehicle demand energy fuzzy value is the energy measurement unit, which is compared with the preset load changing duration, and the measurement unit of the obtained demand power characteristic value is the power measurement unit.

S407: Compare the required power characteristic value and the vehicle allowable charging power value, and determine the smallest of the two as the output power reference value of the fuel cell.

The demand power characteristic value is compared with the vehicle's allowable charging power value, and the smallest of the two is determined as the fuel cell's output power reference value Pwr_Demand_Fcu (unit is kw). The value of the allowable charging power of the entire vehicle may be the minimum value among the allowable charging power of the battery, the allowable charging power of the motor, and the charging power of the entire vehicle.

S408: Obtain the output power of the fuel cell according to the output power reference value and the highest power value of the fuel cell in different power ranges.

According to the test test, the highest power value of the fuel cell in different power ranges can be obtained. The highest power values of each power range interval are 14kw, 22kw, 35kw, 42kw, 55kw and 65kw.

Compare the output power reference value with the highest power value of the above-mentioned different power range intervals, determine which power range interval the output power reference value is closer to the highest power value, and determine the closest highest power value in the power range interval as the fuel cell The output power of Pwr_Realy_Fcu.

In a possible design, a possible implementation manner of this step S408 is shown in FIG. 6 . FIG. 6 is a schematic flowchart of yet another fuel cell energy control method provided by an embodiment of the present application. As shown in Figure 6, the embodiment of the present application includes:

S501: Obtain the difference between the output power reference value and the highest power value in each power range interval.

Calculate the difference between the output power reference value and the highest power value in each power range interval.

S502: Determine the highest power value of the power range interval corresponding to the minimum difference value as the output power of the fuel cell.

The minimum value of each difference value is obtained to determine it as the minimum difference value, and the highest power value in the power interval corresponding to the minimum difference value is determined as the output power of the fuel cell.

For example, if the output power reference value is 20kw, the differences between 20kw and 14kw, 22kw, 35kw, 42kw, 55kw and 65kw are obtained respectively, and the obtained differences are 6kw, 2kw, 15kw, 22kw, 35kw and 45kw in turn. Obviously, 2kw is the smallest difference, which is the difference between 20kw and 22kw, the highest power value in the power range of 20kw to 30kw. Therefore, the highest power value in the power range of 20kw to 30kw corresponding to 2kw 22kw is determined as the output power of the fuel cell.

Among the obtained differences, there may also be equal differences. Optionally, if equal difference values are obtained, the smallest of the highest power values in the power range interval corresponding to the equal difference values is determined as the output power of the fuel cell.

For example, assuming that the output power reference value is 18kw, and the power ranges are 10kw~20kw, 20kw~30kw, 30kw~40kw, 40kw~50kw, 50kw~60kw and 60kw~70kw, the highest power value of each power range is 14kw, 22kw, 35kw, 42kw, 55kw and 65kw, where the difference between 18kw and 14kw and the difference between 18kw and 22kw are equal, then the minimum of the highest power values in the power range interval corresponding to the equal difference is determined as For the output power of the fuel cell, the smallest of the highest power values 14kw and 22kw in the power range of 10kw-20kw and 20kw-30kw is 14kw, that is, 14kw is determined as the output power with the output power reference value of 18kw.

Steps S406 to S408 are combined with the allowable charging power value of the vehicle and the highest power value of the fuel cell in different power ranges to obtain the output power of the fuel cell on the basis of the fuzzy value of the total energy demanded by the vehicle.

In the fuel cell energy control method provided by the embodiments of the present application, on the basis of obtaining the fuzzy value of the total energy demanded by the vehicle through fuzzy control, the fuzzy value of the total vehicle demanded energy is compared with the allowable charging power value of the vehicle and the highest value in different power ranges. Compare the power values to obtain the optimal fuel cell configuration power, and accurately output the output power of the fuel cell under the premise of ensuring the precise control of the fuel cell load changing time, and achieve the goal of improving the fuel cell efficiency and reducing the hydrogen consumption of the vehicle. Purpose.

Optionally, after the output power of the fuel cell is obtained in the above embodiments, the obtained output power of the fuel cell can also be output through the CAN bus, and the minimum stable output duration of the output power is controlled to be the preset variable load duration, that is, at least The fuel cell is controlled to output the output power within the preset variable load time period.

Optionally, if each preset variable load duration is regarded as a time period, if the demand power characteristic value determined by the vehicle controller in the next time period is the same as the demand power characteristic value of the current time period, then in the next time period The cycle is still output according to the output power of the fuel cell determined in the current cycle. On the contrary, if the determined characteristic value of the required power is different, the determined characteristic value of the required power is determined according to the fuel cell energy control method provided by the embodiment of the present application. corresponding output power.

FIG. 7 is a schematic structural diagram of a fuel cell energy control device according to an embodiment of the present application.

As shown in FIG. 7 , the fuel cell energy control device 600 provided in the embodiment of the present application includes:

The obtaining module 601 is used for obtaining the deviation value of the demanded energy of the whole vehicle and the real-time state-of-charge value of the power battery.

Among them, the deviation value of the vehicle demand energy is used to represent the actual energy of the vehicle power system within the preset load changing duration.

The fuzzy calculation module 602 is used for obtaining the fuzzy value of the total vehicle demand energy according to the vehicle demand energy deviation value and the fuzzy parameter.

Among them, the fuzzy parameters are obtained according to the real-time state of charge value and the optimal charge and discharge state of charge value of the power battery.

The processing module 603 is configured to obtain the output power of the fuel cell according to the fuzzy value of the total energy demanded by the entire vehicle, the allowable charging power value of the entire vehicle, and the highest power value of the fuel cell in different power ranges.

In a possible design, the fuzzy computing module 602 is specifically used for:

Determine the first fuzzy mapping relationship and the second fuzzy mapping relationship respectively according to the optimal charge-discharge state of charge value;

Determine the first fuzzy parameter according to the real-time state of charge value and the first fuzzy mapping relationship;

determining the second fuzzy parameter according to the real-time state of charge value and the second fuzzy mapping relationship;

The fuzzy parameters include a first fuzzy parameter and a second fuzzy parameter.

In a possible design, the fuzzy computing module 602 is also used to:

The first fuzzy parameter and the second fuzzy parameter are used to carry out fuzzy control on the deviation value of the energy demand of the whole vehicle, and the fuzzy value of the total energy demand of the whole vehicle is obtained.

In a possible design, the fuzzy computing module 602 is also specifically used for:

obtaining the product of the first fuzzy parameter and the deviation value of the energy demand of the whole vehicle to obtain the first total energy fuzzy value;

Obtain the product of the second fuzzy parameter and the deviation value of the vehicle demand energy to obtain the second total energy fuzzy value;

The sum of the first total energy fuzzy value and the second total energy fuzzy value is obtained to obtain the total vehicle demand fuzzy value.

FIG. 8 is a schematic structural diagram of a processing module according to an embodiment of the present application. As shown in FIG. 8 , the processing module 603 provided in this embodiment of the present application includes:

The first processing sub-module 6031 is used to obtain the average value of the fuzzy value of the total vehicle demand energy in the preset variable load duration, and determine the average value as the required power characteristic value of the fuel cell;

The second processing sub-module 6032 is used to compare the required power characteristic value and the vehicle allowable charging power value, and determine the minimum of the two as the output power reference value of the fuel cell;

The third processing sub-module 6033 is configured to obtain the output power of the fuel cell according to the output power reference value and the highest power value of the fuel cell in different power ranges.

In a possible design, the third processing sub-module 6033 is specifically used for:

Obtain the difference between the output power reference value and the highest power value in each power range interval;

The highest power value in the power range interval corresponding to the minimum difference value is determined as the output power of the fuel cell.

In a possible design, if equal difference values are obtained, the third processing sub-module 6033 is further used for:

The minimum of the highest power values in the power range intervals corresponding to the equal difference values is determined as the output power of the fuel cell.

In a possible design, the fuel cell energy control device further includes: an output module, where the output module is used for:

The output power of the fuel cell is output through the CAN bus, and the output duration of the output power is controlled to be at least a preset variable load duration.

In a possible design, the acquisition module 601 is specifically used for:

Obtain the bus current and bus voltage of the motor controller through the CAN bus;

Obtain the motor power according to the busbar current and busbar voltage, and obtain the first integral value of the motor power within the preset variable load duration;

The unit of measure for converting the first integral value is the unit of electricity, and the result of the conversion of the first integral value is determined as the deviation value of the energy demanded by the whole vehicle.

In a possible design, the acquisition module 601 is specifically used for:

Obtain the discharge current and discharge voltage of the power battery;

Obtain the discharge power according to the discharge current and the discharge voltage, and obtain the second integral value of the discharge power within the preset variable load duration;

The unit of measure for converting the second integral value is the unit of electricity, and the result of the conversion of the second integral value is determined as the deviation value of the demanded energy of the whole vehicle.

In a possible design, the acquisition module 601 is specifically used for:

Obtain the used power of the whole vehicle according to the real-time state of charge value and the preset charge and power mapping relationship;

Obtain the third integral value of the used power of the whole vehicle within the preset variable load duration;

The unit of measure for converting the third integral value is the unit of electricity, and the result of the conversion of the third integral value is determined as the deviation value of the demanded energy of the whole vehicle.

The in-vehicle voice interaction device provided in the embodiments of the present application can perform the corresponding steps of the in-vehicle voice interaction method in the above method embodiments, and the implementation principles and technical effects thereof are similar, and are not repeated here.

FIG. 9 is a schematic structural diagram of an electronic device according to an embodiment of the present application. As shown in FIG. 9 , the electronic device 700 may include: a processor 701 , and a memory 702 connected in communication with the processor 701 .

The memory 702 is used to store programs. Specifically, a program may include program code, which includes computer-executable instructions.

The memory 702 may include high-speed RAM memory, and may also include non-volatile memory (MoM-volatile memory), such as at least one disk memory.

The processor 701 is configured to execute the computer-executed instructions stored in the memory 702 to implement the fuel cell energy control method.

The processor 701 may be a central processing unit (CeMtral ProcessiMg UMit, referred to as CPU for short), or a specific integrated circuit (ApplicationM Specific IMtegrated Circuit, referred to as ASIC), or is configured to implement one or more of the embodiments of the present application. multiple integrated circuits.

Optionally, the memory 702 may be independent or integrated with the processor 701 . When the memory 702 is a device independent of the processor 701, the electronic device 700 may further include:

The bus 703 is used to connect the processor 701 and the memory 702 . The bus may be an industry standard architecture (abbreviated as ISA) bus, a peripheral component (PCI) bus, or an extended industry standard architecture (EISA) bus, or the like. The bus can be divided into address bus, data bus, control bus, etc., but it does not mean that there is only one bus or one type of bus.

Optionally, in terms of specific implementation, if the memory 702 and the processor 701 are integrated on one chip, the memory 702 and the processor 701 can communicate through an internal interface.

The application also provides a computer-readable storage medium, the computer-readable storage medium may include: U disk, mobile hard disk, read-only memory (ROM, Read-OMly Memory), random access memory (RAM, RaMdomAccessMemory), Various media that can store program codes, such as magnetic disks or optical discs, specifically, the computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used in the fuel cell energy control method in the above embodiment.

The present application also provides a computer program product, including computer-executable instructions, which implement the fuel cell energy control method in the foregoing embodiment when the computer-executable instructions are executed by a processor.

Other embodiments of the present application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses or adaptations of this application that follow the general principles of this application and include common knowledge or conventional techniques in the technical field not disclosed in this application . The specification and examples are to be regarded as exemplary only, with the true scope and spirit of the application being indicated by the claims.

It is to be understood that the present application is not limited to the precise structures described above and shown in the accompanying drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of this application is limited only by the appended claims.

Claims (14)

1. a fuel cell energy control method, is characterized in that, comprises: Obtaining the deviation value of the demanded energy of the whole vehicle and the real-time state of charge value of the power battery, and the deviation value of the demanded energy of the whole vehicle is used to represent the actual energy of the power system of the whole vehicle within the preset variable load duration; Obtaining a fuzzy value of total vehicle demand energy according to the deviation value of the vehicle demanded energy and a fuzzy parameter, and the fuzzy parameter is obtained according to the real-time state of charge value and the optimal charge-discharge state of charge value of the power battery; The output power of the fuel cell is obtained according to the fuzzy value of the total energy required by the entire vehicle, the allowable charging power value of the entire vehicle, and the highest power value of the fuel cell in different power ranges. 2. The fuel cell energy control method according to claim 1, wherein the obtaining the fuzzy parameter according to the real-time state of charge value and the optimal charge-discharge state of charge value of the power battery comprises: respectively determine the first fuzzy mapping relationship and the second fuzzy mapping relationship according to the optimal charge-discharge state of charge value; determining a first fuzzy parameter according to the real-time state-of-charge value and the first fuzzy mapping relationship; determining a second fuzzy parameter according to the real-time state of charge value and the second fuzzy mapping relationship; Wherein, the blur parameter includes the first blur parameter and the second blur parameter. 3 . The fuel cell energy control method according to claim 2 , wherein the obtaining the fuzzy value of the total vehicle demand energy according to the vehicle demand energy deviation value and the fuzzy parameter, comprising: 3 . The first fuzzy parameter and the second fuzzy parameter are used to perform fuzzy control on the deviation value of the required energy of the entire vehicle, so as to obtain the fuzzy value of the total required energy of the entire vehicle. 4 . The fuel cell energy control method according to claim 3 , wherein the first fuzzy parameter and the second fuzzy parameter are used to perform fuzzy control on the deviation value of the vehicle demand energy, and the obtained value is obtained. 5 . Describe the fuzzy value of the total energy demand of the whole vehicle, including: obtaining the product of the first fuzzy parameter and the deviation value of the vehicle demand energy to obtain a first total energy fuzzy value; obtaining the product of the second fuzzy parameter and the deviation value of the vehicle demand energy to obtain a second total energy fuzzy value; The sum of the first total energy fuzzy value and the second total energy fuzzy value is obtained to obtain the total vehicle demand fuzzy value. 5 . The fuel cell energy control method according to claim 4 , wherein the fuzzy value of total energy according to the demand of the whole vehicle, the allowable charging power value of the whole vehicle, and the maximum power value of the fuel cell in different power ranges are obtained. 6 . The output power to the fuel cell, including: obtaining the average value of the fuzzy value of the total vehicle demand energy in the preset variable load duration, and determining the average value as the required power characteristic value of the fuel cell; Comparing the required power characteristic value and the vehicle allowable charging power value, and determining the smallest of the two as the output power reference value of the fuel cell; The output power of the fuel cell is obtained according to the output power reference value and the highest power value of the fuel cell in different power ranges. 6 . The fuel cell energy control method according to claim 5 , wherein the output power of the fuel cell is obtained according to the output power reference value and the highest power value of the fuel cell in different power ranges. 7 . ,include: obtaining the difference between the output power reference value and the highest power value in each power range interval; The highest power value in the power range interval corresponding to the minimum difference value is determined as the output power of the fuel cell. 7 . The fuel cell energy control method according to claim 6 , wherein if equal difference values are obtained, the smallest of the highest power values in the power range interval corresponding to the equal difference values is determined. 8 . is the output power of the fuel cell. 8. The fuel cell energy control method according to any one of claims 1-7, wherein after obtaining the output power of the fuel cell, The output power of the fuel cell is output through the CAN bus, and the output duration of the output power is controlled to be at least the preset variable load duration. 9 . The fuel cell energy control method according to claim 8 , wherein the obtaining the deviation value of the energy demanded by the entire vehicle comprises: 10 . Obtain the bus current and bus voltage of the motor controller through the CAN bus; Obtain the motor power according to the busbar current and the busbar voltage, and obtain the first integral value of the motor power within the preset variable load duration; The unit of measure for converting the first integral value is the unit of electricity, and the result of the conversion of the first integral value is determined as the deviation value of the demanded energy of the whole vehicle. 10 . The fuel cell energy control method according to claim 8 , wherein the obtaining the deviation value of the energy demanded by the whole vehicle comprises: 10 . Obtain the discharge current and discharge voltage of the power battery; Obtain discharge power according to the discharge current and the discharge voltage, and obtain a second integral value of the discharge power within the preset variable load duration; The unit of measure for converting the second integral value is the unit of electricity, and the result of the conversion of the second integral value is determined as the deviation value of the demanded energy of the entire vehicle. 11 . The fuel cell energy control method according to claim 8 , wherein the obtaining the deviation value of the energy demanded by the whole vehicle comprises: 11 . Obtaining the used power of the vehicle according to the real-time state-of-charge value and the preset charge-power mapping relationship; obtaining the third integral value of the used power of the entire vehicle within the preset variable load duration; The unit of measure for converting the third integral value is the unit of electricity, and the result of the conversion of the third integral value is determined as the deviation value of the vehicle demanded energy. 12. A fuel cell energy control device, comprising: an obtaining module, used for obtaining the deviation value of the energy demand of the whole vehicle and the real-time state of charge value of the power battery, and the deviation value of the energy demand of the whole vehicle is used to represent the actual energy of the power system of the whole vehicle within the preset variable load duration; Fuzzy calculation module, used for obtaining the fuzzy value of total vehicle demand energy according to the vehicle demand energy deviation value and fuzzy parameters, and the fuzzy parameter is based on the real-time state-of-charge value of the power battery and the optimal charge and discharge load The electrical state value is obtained; The processing module is configured to obtain the output power of the fuel cell according to the fuzzy value of the total energy demanded by the entire vehicle, the allowable charging power value of the entire vehicle, and the highest power value of the fuel cell in different power ranges. 13. An electronic device, comprising: a processor, and a memory communicatively connected to the processor; the memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the fuel cell energy control method as claimed in any one of claims 1 to 11. 14. A vehicle comprising: A fuel cell, a power cell and the fuel cell energy control device according to claim 12 .

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