CN114572057A

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

Info

Publication number: CN114572057A
Application number: CN202210290801.0A
Authority: CN
Inventors: 刘豹; 王友臣; 周传树; 曹广辉; 陈省委; 张朔; 郭广涛; 钱亚男
Original assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Geely New Energy Commercial Vehicle Group Co Ltd; Zhejiang Geely New Energy Commercial Vehicle Development Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Geely New Energy Commercial Vehicle Group Co Ltd; Zhejiang Geely New Energy Commercial Vehicle Development Co Ltd
Priority date: 2022-03-23
Filing date: 2022-03-23
Publication date: 2022-06-03
Anticipated expiration: 2042-03-23
Also published as: CN114572057B

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

Background

The rational use of fuel cells, such as hydrogen fuel cells, as key components in the overall vehicle has become a key issue in the research of fuel cell vehicles. The four working conditions which affect the service life of the fuel cell during the operation of the fuel cell vehicle are a variable load working condition, a start-stop working condition, an idling working condition and a high-power working condition. The frequent variable load condition has the greatest impact on the service life of the fuel cell in all vehicle conditions.

At present, fuel cell manufacturers and vehicle manufacturers generally implement the following fuel cell energy control strategies. The first is a SOC (State of Charge) step control strategy, specifically, the energy management of the fuel cell vehicle adopts the SOC of the battery system as a single input quantity, and divides the SOC into several sections, for example, the sections are generally divided into a section with a very high SOC, a higher SOC, a moderate SOC, a lower SOC, and a very low SOC according to the SOC value. When the SOC is high, the fuel cell is not started. 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 a large power. When the SOC is low, the fuel cell outputs maximum power. The second type is a real-time power following strategy, and specifically, the real-time power follows the required power of the whole vehicle, or the required power of the whole vehicle is filtered by an algorithm and then the filtered required power value of the whole vehicle is output, so that the fuel cell is directly controlled to carry out following output. And the third is a fuzzy control strategy, specifically, the energy management of the fuel cell vehicle takes the battery SOC, the required power of the whole vehicle, the vehicle speed and the like as fuzzy input quantities, a complex fuzzy rule is formulated, and the output power of the fuel cell is obtained through fuzzy reasoning and defuzzification processing.

However, in the first strategy, the output power of the fuel cell keeps the same value output for a long time because the SOC does not change suddenly, the fuel cell does not change load frequently, which is beneficial to the service life of the fuel cell, but the fuel cell is protected excessively, the throughput of the power cell is increased, and the power cell cannot meet the design service life of the whole vehicle. Meanwhile, a large part of electric energy output by the fuel cell cannot be directly output to a power motor system, but is firstly stored in the power cell and then is transmitted to the power motor system through the power cell, so that the energy transfer efficiency is reduced, and the hydrogen consumption of the whole vehicle is increased. Compared with the first strategy, the second strategy can basically and directly transmit the output power of the fuel cell to the power motor system, so that the energy transmission efficiency is improved, and the throughput of the power cell is reduced, thereby prolonging the comprehensive service life of the power cell. However, in this strategy, the fuel cell is basically always in a condition of frequent load change, which causes the performance of the fuel cell to be sharply attenuated, and the service life of the fuel cell to be reduced. Compared with the former two strategies, the third strategy realizes reasonable use of the fuel cell and the power cell to a certain extent and meets the power requirement of the whole vehicle, but the realization of the strategy has too many factors to be considered on one hand, and on the other hand, the fuel cell can frequently generate small-amplitude variable load in actual working conditions, and the strategy can not accurately control the variable load time of the fuel cell, so that the control effect of the strategy is still not ideal. It can be seen that a need exists for a fuel cell energy control strategy that overcomes the above-identified deficiencies of the prior art.

Disclosure of Invention

The application provides a fuel cell energy control method, a device, equipment and a vehicle, which are used for providing a fuel cell energy control strategy, accurately obtaining the output power of a fuel cell on the premise of reasonably controlling the variable load time of the fuel cell by comprehensively considering the fuel cell characteristics, the power cell characteristics and the vehicle requirements of the vehicle, achieving the purpose of effectively controlling the throughput of the power cell to ensure the service life of the cell and meet the power requirements of the vehicle, and also providing the fuel cell efficiency to reduce the hydrogen consumption of the vehicle.

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

acquiring a required energy deviation value of the whole vehicle and a real-time state of charge value of a power battery, wherein the required energy deviation value of the whole vehicle is used for representing the actual energy of a power system of the whole vehicle within a preset variable load duration;

obtaining a total energy fuzzy value required by the whole vehicle according to the energy deviation value required by the whole vehicle and a fuzzy parameter, wherein the fuzzy parameter is obtained according to the real-time charge state value and the optimal charge-discharge state value of the power battery;

and obtaining the output power of the fuel cell according to the total energy fuzzy value required by the whole vehicle, the allowed charging power value of the whole vehicle and the maximum power value of the fuel cell in different power range intervals.

In one possible design, the obtaining the fuzzy parameter according to the real-time state of charge value and the optimal state of charge value of the power battery includes:

respectively determining a first fuzzy mapping relation and a second fuzzy mapping relation 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 relation;

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

wherein the blur parameters comprise the first blur parameter and the second blur parameter.

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

and carrying out fuzzy control on the deviation value of the total energy required by the whole vehicle by using the first fuzzy parameter and the second fuzzy parameter to obtain a fuzzy value of the total energy required by the whole vehicle.

In a possible design, the fuzzy control is performed on the vehicle demand energy deviation value by using the first fuzzy parameter and the second fuzzy parameter to obtain the vehicle demand total energy fuzzy value, which includes:

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

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

and acquiring the sum of the first total energy fuzzy value and the second total energy fuzzy value to obtain the total energy fuzzy value required by the whole vehicle.

In a possible design, the obtaining the output power of the fuel cell according to the fuzzy total energy value required by the whole vehicle, the allowed charging power value of the whole vehicle and the highest power value of the fuel cell in different power range intervals includes:

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

comparing the required power characteristic value with the vehicle allowable charging power value, and determining the minimum value of the required power characteristic value and the vehicle allowable charging power value as an output power reference value of the fuel cell;

and 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 range intervals.

In one possible design, the deriving 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 range intervals includes:

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

and determining the highest power value of the power range interval corresponding to the minimum difference value as the output power of the fuel cell.

In one possible design, if an equal difference is obtained, the minimum one of the highest power values of the power range interval corresponding to the equal difference is determined as the output power of the fuel cell.

In one possible design, after the output power of the fuel cell is obtained,

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

In one possible design, the obtaining the vehicle demand energy deviation value includes:

acquiring bus current and bus voltage of a motor controller through the CAN bus;

obtaining motor power according to the bus current and the bus voltage, and obtaining a first integral value of the motor power in the preset variable load time;

And converting the measurement unit of the first integral value into an electric quantity unit, and determining the result of the conversion of the first integral value into the whole vehicle demand energy deviation value.

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

obtaining discharge power according to the discharge current and the discharge voltage, and obtaining a second integral value of the discharge power in the preset variable load time;

and converting the measurement unit of the second integral value into an electric quantity unit, and determining the converted result of the second integral value as the deviation value of the required energy of the whole vehicle.

obtaining the used power of the whole vehicle according to the real-time state of charge value and a preset charge and power mapping relation;

acquiring a third integral value of the power used by the whole vehicle in the preset variable load time;

and converting the measurement unit of the third integral value into an electric quantity unit, and determining the converted result of the third integral value as the deviation value of the required energy of the whole vehicle.

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

The acquisition module is used for acquiring a required energy deviation value of the whole vehicle and a real-time state of charge value of a power battery, wherein the required energy deviation value of the whole vehicle is used for representing the actual energy of a power system of the whole vehicle within a preset variable load duration;

the fuzzy calculation module is used for obtaining a total energy fuzzy value required by the whole vehicle according to the energy deviation value required by the whole vehicle and a fuzzy parameter, and the fuzzy parameter is obtained according to the real-time charge state value and the optimal charge-discharge state value of the power battery;

and the processing module is used for obtaining the output power of the fuel cell according to the total energy fuzzy value required by the whole vehicle, the allowed charging power value of the whole vehicle and the highest power value of the fuel cell in different power range intervals.

In a possible design, the fuzzy computation module is specifically configured to:

In one possible design, the blur calculation module is further configured to:

In a possible design, the fuzzy computation module is further specifically configured to:

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

In one possible design, the processing module includes:

the first processing submodule is used for acquiring the average value of the total energy fuzzy value required by the whole vehicle in the preset variable load time length and determining the average value as the required power characteristic value of the fuel cell;

the second processing submodule is used for comparing the required power characteristic value with the vehicle allowable charging power value and determining the minimum one of the required power characteristic value and the vehicle allowable charging power value as an output power reference value of the fuel cell;

And the third processing submodule is used for 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 range intervals.

In a possible design, the third processing submodule is specifically configured to:

and determining the highest power value of the power range interval corresponding to the minimum difference as the output power of the fuel cell.

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

and determining the minimum one of the highest power values of the power range intervals corresponding to the equal difference values as the output power of the fuel cell.

In one possible design, the fuel cell energy control device further includes: an output module; the output module is configured to:

In one possible design, the obtaining module is specifically configured to:

Obtaining motor power according to the bus current and the bus voltage, and obtaining a first integral value of the motor power in the preset variable load duration;

In a possible design, the obtaining module is specifically configured to:

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

In one possible design, the obtaining module is specifically configured to:

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

the memory stores computer execution instructions;

the processor executes computer-executable instructions stored by the memory to implement any one of the possible fuel cell energy control methods as provided by the first aspect.

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

a fuel cell, a power cell and any one of the possible fuel cell energy control devices provided by the second aspect.

The application provides a fuel cell energy control method, a device, equipment and a vehicle, which are used for obtaining a finished automobile required energy deviation value and a real-time state of charge value of a power cell, wherein the finished automobile required energy deviation value is used for representing the energy of a finished automobile power system in a preset variable load duration, then obtaining a finished automobile required total energy fuzzy value according to the finished automobile required energy deviation value and a fuzzy parameter, the fuzzy parameter is obtained according to the real-time state of charge value and the optimal charge and discharge state of charge value of the power cell, and finally obtaining the output power of the fuel cell according to the finished automobile required total energy fuzzy value, the finished automobile allowed 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 characteristics, the power cell characteristics and the requirements 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, the throughput of the power cell is effectively controlled to ensure the service life of the cell and meet the power requirements of the whole vehicle, and the efficiency of the fuel cell can be provided to reduce the hydrogen consumption of the whole vehicle.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive exercise.

Fig. 1 is a schematic view of an application scenario provided in an embodiment of the present application;

fig. 2 is a schematic flowchart of a fuel cell energy control method according to an embodiment of the present disclosure;

FIG. 3 is a schematic flow chart diagram illustrating another method for controlling fuel cell power according to an embodiment of the present disclosure;

fig. 4 is a schematic flow chart of another fuel cell energy control method provided in an embodiment of the present application;

FIG. 5 is a schematic flow chart illustrating another method for controlling fuel cell power according to an embodiment of the present disclosure;

FIG. 6 is a schematic flow chart illustrating another method for controlling fuel cell power according to an embodiment of the present disclosure;

fig. 7 is a schematic structural diagram of a fuel cell energy control device according to an embodiment of the present disclosure;

Fig. 8 is a schematic structural diagram of a processing module according to 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 Description

Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. The following description refers to the accompanying drawings in which the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of methods and apparatus consistent with certain aspects of the present application, as detailed in the appended claims.

The terms "first," "second," "third," "fourth," and the like in the description and in the claims of the present application and in the above-described drawings (if any) 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 application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise 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.

At present, several fuel cell energy control strategies implemented by fuel cell manufacturers and vehicle manufacturers have defects of different degrees. For example, the SOC staircase control strategy over-protects the fuel cell, increasing the throughput of the power cell, so that the power cell cannot meet the design service life of the entire vehicle. Moreover, a large part of the electric energy output by the fuel cell cannot be directly output to a power motor system, but is firstly stored in the power cell and then transmitted to the power motor system through the power cell, so that the energy transfer efficiency is reduced, and the hydrogen consumption of the whole vehicle is increased. For another example, although the real-time power following strategy improves the energy transfer efficiency and reduces the throughput of the power battery compared with the SOC step control strategy, thereby prolonging the overall life of the power battery, the fuel battery in the control strategy is always in disclosure of frequent load change, and adverse consequences caused by the frequent load change are generated. For example, a fuzzy control strategy based on various fuzzy input quantities overcomes the defects of the fuzzy control strategy and the fuzzy control strategy to a certain extent, but too many factors are considered to cause the load of the control process, and the fuel cell can often randomly generate small-amplitude load variation in actual working conditions, so that the strategy can not reasonably control the load variation time of the fuel cell, and further the control effect is not ideal. In addition, the implementation of the above three control strategies does not take into account the high efficiency power point of the fuel cell, and thus cannot maximize the fuel cell efficiency.

In view of the above problems in the prior art, the present application provides a fuel cell energy control method, apparatus, device and vehicle. The invention conception of the fuel cell energy control method provided by the application is that: the actual energy of the power system of the whole vehicle is used as the actual energy, and the actual energy is represented by the deviation value of the required energy of the whole vehicle, so that the total energy fuzzy value required by the whole vehicle is obtained by further adjusting the deviation value of the required energy of the whole vehicle through fuzzy parameters. The fuzzy parameters are obtained according to the real-time charge state value and the optimal charge-discharge state value of the power battery, the required power of the whole vehicle is related to the SOC of the power battery through the fuzzy parameters, and the purposes of effectively controlling the throughput of the power battery and ensuring the service life of the power battery are achieved. And finally obtaining the output power of the fuel cell according to the total energy fuzzy value required by the whole vehicle, the allowed charging power value of the whole vehicle and the highest power value of the fuel cell in different power range intervals. When the output power of the fuel cell is obtained, the output power of the fuel cell can be accurately obtained by using the fuzzy total energy value required by the whole vehicle on the premise of ensuring that the load change time of the fuel cell is reasonably controlled, the power requirement of the whole vehicle is met, the optimal fuel cell configuration power can be obtained by using the allowable charging power value of the whole vehicle and the maximum power value of the fuel cell in different power range intervals, and the effects of improving the efficiency of the fuel cell and reducing the hydrogen consumption of the whole vehicle are achieved.

An exemplary application scenario of the embodiments of the present application is described below.

Fig. 1 is a schematic view of an application scenario provided by an embodiment of the present application, and as shown in fig. 1, a vehicle 100 is a motor vehicle configured with a fuel cell 101 and a power cell 102, and an electronic device 200 is configured to execute the fuel cell energy control method provided by the embodiment of the present application, based on comprehensive consideration of characteristics of the fuel cell 101, characteristics of the power cell 102, and a vehicle demand of the vehicle 100, on the premise of reasonably controlling a load change time of the fuel cell 101, output power of the fuel cell 101 is accurately obtained, so as to achieve the purpose of effectively controlling throughput of the power cell 102 to ensure a service life of the power cell 102 and meet the power demand of the vehicle, and also provide efficiency of the fuel cell 101 to reduce hydrogen consumption of the vehicle.

The electronic device 200 may be a computer, a Vehicle Management System (VMS), a tcu (transmission Control unit), an automatic transmission Control unit, a cloud server, and the like, and the embodiment of the present application does not limit the type of the electronic device 200, and the electronic device 200 in fig. 1 is illustrated by taking a computer as an example.

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

Fig. 2 is a schematic flowchart of a fuel cell energy control method according to an embodiment of the present disclosure.

As shown in fig. 2, a fuel cell energy control method provided in an embodiment of the present application includes:

s101: and acquiring a deviation value of the required energy of the whole vehicle and a real-time state of charge value of the power battery.

The deviation value of the required energy of the whole vehicle is used for representing the actual energy of a power system of the whole vehicle in a preset variable load duration.

And estimating the actual energy of the power system of the whole vehicle within a preset variable load duration, determining the estimated data as a deviation value of the required energy of the whole vehicle, and using the obtained deviation value of the required energy of the whole vehicle for feeding back the power requirement of the whole vehicle. The preset variable load time is set to accurately control the variable load time. In addition, the real-time state of charge value of the power battery can be acquired through the battery management system.

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

In one possible design, a possible implementation of step S101 is shown in fig. 3. Fig. 3 is a schematic flow chart of another fuel cell energy control method according to an embodiment of the present disclosure. As shown in fig. 3, the embodiment of the present application includes:

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

S202: and obtaining the motor power according to the bus current and the bus voltage, and obtaining a first integral value of the motor power in a preset variable load time period.

S203: and converting the measurement unit of the first integral value into an electric quantity unit, and determining the converted result of the first integral value into the deviation value of the required energy of the whole vehicle.

The vehicle control unit firstly obtains bus current and bus voltage on the motor controller through the CAN bus, obtains corresponding power according to the relation between the power and the voltage and the current, namely, the bus current is multiplied by the bus voltage, and the obtained product is the motor power. And then, acquiring the integral of the motor power in a preset variable load time period, and defining the acquired integral value as a first integral value. In order to facilitate subsequent calculation, the measurement unit of the first integral value, which represents power, is converted into an electric quantity unit, and the result obtained after the conversion of the first integral value is determined as the deviation value of the required energy of the whole vehicle, so that the deviation value of the required energy of the whole vehicle is obtained based on the power of the motor. Assuming that the preset variable load time period T is set to be 3 minutes, the vehicle demand energy deviation value McuPwr _ Integral is shown in the following formula (1):

U represents bus voltage, I represents bus current, T represents preset variable load duration, and 3600 is used for conversion of measurement units.

Optionally, possible implementations of step S101 may further include:

and acquiring the discharge current and the discharge voltage of the power battery, then multiplying the discharge current by the discharge voltage to obtain discharge power according to the discharge current and the discharge voltage, and obtaining the product after multiplication as the discharge power. Further, similar to step S202 and step S203, the discharging power is integrated within the preset variable load duration to obtain a corresponding integral value, the integral value is defined as a second integral value, that is, a second integral value of the discharging power within the preset variable load duration is obtained, the second integral value is converted into energy, that is, an electric quantity unit, by a measurement unit of the power, and a result obtained by converting the second integral value is determined as a deviation value of the energy required by the vehicle, so that the deviation value of the energy required by the vehicle is obtained based on the discharging power of the power battery.

Optionally, possible implementation manners of step S101 may also be estimated on the basis of the obtained real-time state of charge value of the power battery, so as to obtain the deviation value of the required energy of the entire vehicle.

For example, on the basis of obtaining the real-time state of charge value, the used power of the entire vehicle is obtained by looking up a table, for example, the queried table includes a corresponding relationship between the real-time state of charge value and the used power of the entire vehicle corresponding to the real-time state of charge value, and the corresponding relationship may be defined as a preset charge-power mapping relationship, so that the used power of the entire vehicle corresponding to the real-time state of charge value may be obtained according to the real-time state of charge value and the preset charge-power mapping relationship. And integrating the power used by the whole vehicle within a preset variable load time period in a similar manner to the steps S202 and S203, defining an integral value obtained by integration as a third integral value, converting a measurement unit of the third integral value into an electric quantity unit, and determining a result obtained by converting the third integral value as a whole vehicle required energy deviation value, so as to obtain a whole vehicle required energy deviation value based on the SOC of the power battery.

It should be noted that the specific value of the preset variable load time period may be set according to the actual working condition, and the setting of the preset variable load time period may be implemented by controlling the state machine.

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

The fuzzy parameter is obtained according to the real-time charge state value and the optimal charge-discharge state value of the power battery.

And after the deviation value of the required energy of the whole vehicle is obtained, carrying out fuzzy control on the deviation value of the required energy of the whole vehicle. For example, fuzzy parameters are adopted to adjust the deviation value of the vehicle demand energy so as to realize fuzzy control. The fuzzy control can be performed by a PI controller, and the parameter of the PI controller can be defined as a fuzzy parameter.

The fuzzy parameters can be obtained according to the real-time state of charge value and the optimal state of charge and discharge value of the power battery, so that the characteristics of the power battery can be correlated through the fuzzy parameters on the basis that the required power of the whole vehicle is fed back through the required energy deviation value of the whole vehicle in the step S101, the required total energy fuzzy value of the whole vehicle obtained according to the required energy deviation value of the whole vehicle and the fuzzy parameters can take the power requirement of the whole vehicle and the characteristics of the power battery into account, the throughput of the power battery is effectively controlled, the throughput of the power battery in the designed service cycle of the whole vehicle is not higher than the designed value, and the service life of the power battery is ensured.

In one possible design, a possible implementation manner of obtaining the fuzzy parameter according to the real-time state of charge value and the optimal state of charge value of the power battery is shown in fig. 4. Fig. 4 is a schematic flowchart of another fuel cell energy control method according to an embodiment of the present disclosure. As shown in fig. 4, the embodiment of the present application includes:

s301: and respectively determining a first fuzzy mapping relation and a second fuzzy mapping relation according to the optimal charge-discharge state of charge value.

When the power battery leaves the factory, the optimal state of charge and discharge of the power battery is identified, and the SOC _ Optimzation is assumed to be represented, and is usually 70% of the maximum state of charge and discharge. When the charge state value of the power battery is at the optimal charge-discharge charge state value, the charge-discharge capacity of the power battery is optimal.

And respectively constructing a first fuzzy relation and a second fuzzy relation by using the optimal charge-discharge state values.

Specifically, a first fuzzy relation and a second fuzzy relation are constructed by using the difference value between the optimal charge-discharge state-of-charge value and the state-of-charge value. For example, the SOC represented by a state of charge value 15% lower than the optimum charge/discharge state of charge value₁The SOC value is represented by a value 10% lower than the optimum charge/discharge SOC value ₂The value of the state of charge 5% lower than the optimum charge/discharge state of charge is represented as SOC₃Adopting SOC as the same as the optimal charge-discharge state of charge₀Indicates that a state of charge value 5% higher than the optimum charge-discharge state of charge value is expressed as SOC₄Expressing a state of charge value 10% higher than the optimum charge-discharge state of charge value as SOC₅Therefore, a series of optimal charging and discharging state-of-charge values and differences between the charging state values are obtained, such as SOC difference representation.

And setting a corresponding first control coefficient (control coefficient P) and a corresponding second control coefficient (control coefficient I) for each difference value, wherein the corresponding relation between each formed difference value and the corresponding first control coefficient is a first fuzzy mapping relation, and the corresponding relation between each formed difference value and the corresponding second control coefficient is a second fuzzy mapping relation. For example, the first fuzzy mapping relationship and the second fuzzy mapping relationship formed by specific values of the first control coefficient and the second control coefficient, which are set empirically, may be, for example, as shown in table 1 below:

TABLE 1

Difference value of SOC	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

The value of the first control coefficient is usually set to a value greater than 1 but smaller than an optimal coefficient, the optimal coefficient is a ratio between 1 and an optimal charge-discharge state value, and the optimal charge-discharge state value is 70%, for example. The value of the second control coefficient is generally set according to the principle that the smaller the value is when the second control coefficient is close to the optimal charge-discharge state value, the larger the value is when the second control coefficient is deviated from the optimal charge-discharge state value.

S302: and determining a first fuzzy parameter according to the real-time state of charge value and the first fuzzy mapping relation.

S303: and determining a second fuzzy parameter according to the real-time state of charge value and the second fuzzy mapping relation.

The blur parameters in the above embodiments include a first blur parameter and a second blur parameter.

And inputting the real-time charge state value serving as an input into the first fuzzy mapping relation and the second fuzzy mapping relation by adopting a linear difference method, wherein the corresponding obtained outputs are the first fuzzy parameter and the second fuzzy parameter. Assuming that the first blur parameter adopts P_FuzzyExpressing, the second blurring parameter is taken as I_FuzzyAnd (4) showing.

After the first fuzzy parameter and the second fuzzy parameter are obtained, fuzzy control is carried out on the total energy demand deviation value of the whole vehicle by using the first fuzzy parameter and the second fuzzy parameter, and the obtained control result is determined to be a total energy demand fuzzy value of the whole vehicle, namely the total energy demand fuzzy value of the whole vehicle.

S103: and obtaining the output power of the fuel cell according to the total energy fuzzy value required by the whole vehicle, the allowed charging power value of the whole vehicle and the maximum power value of the fuel cell in different power range intervals.

And after the total energy fuzzy value required by the whole vehicle is obtained, the output power of the fuel cell is obtained by combining the allowed charging power value of the whole vehicle and the maximum power value of the fuel cell in different power range intervals.

For example, the same vehicle required power is maintained in the preset variable load duration by controlling the state machine, and the vehicle required power to be maintained can be obtained by obtaining the average value of the total energy fuzzy value of the vehicle required in the preset variable load duration. The accurate control of the variable load time can be realized for the same required power of the whole vehicle. And then the output power of the fuel cell is obtained by combining the allowable charging power of the whole vehicle and the highest power value of the fuel cell in different power range intervals, so that the optimal configuration power of the fuel cell can be determined, the efficiency of the fuel cell is effectively improved, and the hydrogen consumption of the whole vehicle is reduced.

It should be noted that the vehicle allowable charging power value may be obtained according to the power battery allowable charging power, the motor allowable charging power, and the vehicle chargeable power. For example, the minimum value among the battery allowable charging power, the motor allowable charging power, and the entire vehicle chargeable power is determined as the entire vehicle allowable charging power value.

The method for controlling the energy of the fuel cell includes the steps of firstly obtaining a deviation value of required energy of a whole vehicle and a real-time state of charge value of the power cell, wherein the deviation value of the required energy of the whole vehicle is used for representing energy of a power system of the whole vehicle within a preset variable load duration, then obtaining a total energy fuzzy value of the required total energy of the whole vehicle according to the deviation value of the required energy of the whole vehicle and a fuzzy parameter, obtaining the fuzzy parameter according to the real-time state of charge value and an optimal charge and discharge state value of the power cell, and finally obtaining output power of the fuel cell according to the total energy fuzzy value of the required whole vehicle, an allowed charge power value of the whole vehicle and a maximum power value of the fuel cell in different power range intervals. Based on the comprehensive consideration of the fuel cell characteristics, the power cell characteristics and the requirements 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, the throughput of the power cell is effectively controlled to ensure the service life of the cell and meet the power requirements of the whole vehicle, and the efficiency of the fuel cell can be provided to reduce the hydrogen consumption of the whole vehicle.

Fig. 5 is a schematic flowchart of another fuel cell energy control method according to an embodiment of the present disclosure. As shown in fig. 5, the fuel cell energy control method provided in the embodiment of the present application includes:

s401: and acquiring a deviation value of the required energy of the whole vehicle and a real-time state of charge value of the power battery.

The required energy deviation value of the whole vehicle is used for representing the actual energy of a power system of the whole vehicle in the preset variable load duration.

The implementation manner, principle and technical effect of step S401 are similar to those of step S101, and the detailed content can refer to the foregoing description, and will not be described herein again.

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

Wherein the blur parameters comprise a first blur parameter and a second blur parameter.

The implementation manner, principle and technical effect of step S402 are similar to those of the embodiment shown in fig. 4, and the detailed content can refer to the foregoing description, which is not repeated herein.

S403: and obtaining a product of the first fuzzy parameter and the deviation value of the required energy of the whole vehicle to obtain a first total energy fuzzy value.

Performing product operation on the first Fuzzy parameter and the vehicle demand energy deviation value, and determining the obtained product as a first total energy Fuzzy value P _ Pwr _ Fuzzy, as shown in the following formula (2):

P_Pwr_Fuzzy＝McuPwr_Integral*P_Fuzzy (2)

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

And performing product operation on the second Fuzzy parameter and the finished automobile demand energy deviation value, and determining the obtained product as a second total energy Fuzzy value I _ Pwr _ Fuzzy, wherein the following formula (3) is shown:

I_Pwr_Fuzzy＝McuPwr_Integral*I_Fuzzy (3)

s405: and acquiring the sum of the first total energy fuzzy value and the second total energy fuzzy value to obtain the total energy fuzzy value required by the whole vehicle.

And (3) carrying out summation operation on the first total energy Fuzzy value and the second total energy Fuzzy value, namely obtaining the sum of the first total energy Fuzzy value and the second total energy Fuzzy value, and determining the sum as the total energy Fuzzy value Pwr _ Demand _ Fuzzy of the finished automobile Demand, wherein the following formula (4) shows:

Pwr_Demand_Fuzzy＝P_Pwr_Fuzzy+I_Pwr_Fuzzy (4)

and S403 to S405 are processes of carrying out fuzzy control on the vehicle demand energy deviation value by using the first fuzzy parameter and the second fuzzy parameter, so that a vehicle demand total energy fuzzy value is obtained.

S406: and obtaining the average value of the total energy fuzzy value required by the whole vehicle in the preset variable load time, and determining the average value as the required power characteristic value of the fuel cell.

And acquiring the average value of the total energy fuzzy value required by the whole vehicle in the preset variable load time length, namely comparing the total energy fuzzy value required by the whole vehicle with the preset variable load time length, wherein the obtained ratio result is the average value, and determining the average value as the required power characteristic value Pwr _ Demand of the fuel cell. The purpose of obtaining the average value and determining the average value as the required power characteristic value is to enable the required power of the whole vehicle represented by the required power characteristic value to be kept for the duration of the preset variable load duration.

As described above, the measurement unit of the total energy fuzzy value required by the entire vehicle is the measurement unit of energy, and the measurement unit of the required power characteristic value is obtained by comparing the measurement unit of energy with the preset variable load duration.

S407: and comparing the required power characteristic value with the vehicle allowable charging power value, and determining the minimum value of the two as the output power reference value of the fuel cell.

And comparing the required power characteristic value with the vehicle allowable charging power value, and determining the minimum value of the two as an output power reference value Pwr _ Demand _ Fcu (unit is kw) of the fuel cell. The vehicle allowable charging power value may be the minimum value among the battery allowable charging power, the motor allowable charging power, and the vehicle chargeable power.

S408: and 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 range intervals.

The highest power values of the fuel cell in different power range intervals can be obtained according to experimental tests, for example, the highest power values of the fuel cell in the power range intervals of 10kw to 20kw, 20kw to 30kw, 30kw to 40kw, 40kw to 50kw, 50kw to 60kw and 60kw to 70kw are 14kw, 22kw, 35kw, 42kw, 55kw and 65kw sequentially through the experimental tests.

And comparing the output power reference value with the highest power values of the different power range intervals, judging which power range interval the output power reference value is closer to, and determining the highest power value of the closest power range interval as the output power Pwr _ Realy _ Fcu of the fuel cell.

In one possible design, a possible implementation of this step S408 is shown in fig. 6. Fig. 6 is a schematic flow chart of another fuel cell energy control method according to an embodiment of the present disclosure. As shown in fig. 6, the embodiment of the present application includes:

s501: and obtaining the difference between the output power reference value and the highest power value of each power range interval.

And calculating the difference between the output power reference value and the highest power value of each power range interval.

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

And acquiring the minimum value of the difference values to determine the minimum difference value, and determining the highest power value of the power interval corresponding to the minimum difference value as the output power of the fuel cell.

For example, the reference value of the output power is 20kw, the differences between 20kw and 14kw, 22kw, 35kw, 42kw, 55kw, and 65kw are obtained, the obtained differences are sequentially 6kw, 2kw, 15kw, 22kw, 35kw, and 45kw, obviously 2kw is the minimum difference, and the 2kw is the difference between 20kw and the highest power value 22kw in the power range of 20kw to 30kw, so that the highest power value 22kw in the power range of 20kw to 30kw corresponding to 2kw is determined as the output power of the fuel cell.

Among the obtained differences, there may be an equal difference. Alternatively, if equal difference values are obtained, the minimum one of the highest power values of the power range intervals 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, each power range interval is 10kw to 20kw, 20kw to 30kw, 30kw to 40kw, 40kw to 50kw, 50kw to 60kw, and 60kw to 70kw, the highest power values of each power range interval are 14kw, 22kw, 35kw, 42kw, 55kw, and 65kw in this order, where the difference between 18kw and 14kw is equal to the difference between 18kw and 22kw, the minimum power value among the highest power values of the power range intervals corresponding to the equal difference is determined as the output power of the fuel cell, and the minimum power value among the highest power values 14kw and 22kw of the power range intervals between 10kw to 20kw and 20kw to 30kw is determined as 14kw, that is, 14kw is determined as the output power of which the output power reference value is 18 kw.

And step S406 to step S408 are to obtain the output power of the fuel cell by combining the allowable charging power value of the entire vehicle and the maximum power value of the fuel cell in different power range intervals on the basis of the fuzzy total energy value required by the entire vehicle.

According to the fuel cell energy control method provided by the embodiment of the application, on the basis of obtaining the total energy fuzzy value required by the whole vehicle through fuzzy control, the total energy fuzzy value required by the whole vehicle is compared with the allowed charging power value of the whole vehicle and the highest power value in different power range intervals to obtain the optimal fuel cell configuration power, on the premise of ensuring the accurate control of the variable load time of the fuel cell, the output power of the fuel cell is accurately output, and the purposes of improving the efficiency of the fuel cell and reducing the hydrogen consumption of the whole vehicle are achieved.

Optionally, after the output power of the fuel cell is obtained in the foregoing embodiments, the obtained output power of the fuel cell may also be output through the CAN bus, and the output power minimum stable output duration is controlled to be the preset load change duration, that is, the fuel cell is controlled to output the output power at least in the preset load change duration.

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

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 according to the embodiment of the present application includes:

the obtaining module 601 is configured to obtain a deviation value of energy required by the entire vehicle and a real-time state of charge value of the power battery.

And the fuzzy calculation module 602 is configured to obtain a total energy fuzzy value of the vehicle demand according to the vehicle demand energy deviation value and the fuzzy parameter.

And the processing module 603 is configured to obtain the output power of the fuel cell according to the total energy fuzzy value required by the entire vehicle, the allowed charging power value of the entire vehicle, and the highest power value of the fuel cell in different power range intervals.

In one possible design, the blur calculation module 602 is specifically configured to:

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

In one possible design, the blur calculation module 602 is further configured to:

and carrying out fuzzy control on the deviation value of the total energy required by the whole vehicle by using the first fuzzy parameter and the second fuzzy parameter to obtain a total energy required by the whole vehicle fuzzy value.

In one possible design, the blur calculation module 602 is further specifically configured to:

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

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

the first processing submodule 6031 is configured to obtain an average value of the total energy fuzzy value required by the entire vehicle in a preset variable load time period, and determine the average value as a required power characteristic value of the fuel cell;

A second processing submodule 6032, configured to compare the required power characteristic value with an allowable charging power value of the entire vehicle, and determine the minimum of the required power characteristic value and the allowable charging power value as an output power reference value of the fuel cell;

and a third processing submodule 6033, 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 range intervals.

In one possible design, the third processing sub-module 6033 is specifically configured to:

In one possible design, if equal difference values are obtained, the third processing sub-module 6033 is further configured to:

and determining the minimum of the highest power values of the power range intervals corresponding to the equal difference as the output power of the fuel cell.

In one possible design, the fuel cell power control apparatus further includes: an output module to:

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

In a possible design, the obtaining module 601 is specifically configured to:

acquiring bus current and bus voltage of a motor controller through a CAN bus;

obtaining motor power according to the bus current and the bus voltage, and obtaining a first integral value of the motor power in a preset variable load time;

and converting the measurement unit of the first integral value into an electric quantity unit, and determining the converted result of the first integral value into the deviation value of the required energy of the whole vehicle.

In one possible design, the obtaining module 601 is specifically configured to:

acquiring discharge current and discharge voltage of a power battery;

obtaining discharge power according to the discharge current and the discharge voltage, and obtaining a second integral value of the discharge power in a preset variable load time period;

and converting the measurement unit of the second integral value into an electric quantity unit, and determining the converted result of the second integral value into the deviation value of the required energy of the whole vehicle.

In one possible design, the obtaining module 601 is specifically configured to:

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

acquiring a third integral value of the used power of the whole vehicle in a preset variable load time length;

and converting the measurement unit of the third integral value into an electric quantity unit, and determining the converted result of the third integral value into the deviation value of the required energy of the whole vehicle.

The vehicle-mounted voice interaction device provided by the embodiment of the application can execute the corresponding steps of the vehicle-mounted voice interaction method in the embodiment of the method, the implementation principle and the technical effect are similar, and the details 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 communicatively coupled to the processor 701.

The memory 702 stores programs. In particular, the program may include program code comprising 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 computer executable instructions stored by the memory 702 to implement a fuel cell energy control method.

The processor 701 may be a Central Processing Unit (CPU), an Application Specific Integrated Circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

Alternatively, the memory 702 may be separate or integrated with the processor 701. When the memory 702 is a device separate from 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 (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (EISA) bus, or the like. Buses may be divided into address buses, data buses, control buses, etc., but do not represent only one bus or type of bus.

Alternatively, in a specific implementation, if the memory 702 and the processor 701 are implemented by being integrated on one chip, the memory 702 and the processor 701 may complete communication through an internal interface.

The present application also provides a computer-readable storage medium, which may include: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and in particular, the computer-readable storage medium stores therein computer-executable instructions for the fuel cell energy control method in the above-mentioned embodiment.

The present application also provides a computer program product comprising computer executable instructions that when executed by a processor implement the fuel cell energy control method of the above embodiments.

Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.

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

Claims

1. A fuel cell power control method, comprising:

acquiring a finished automobile required energy deviation value and a real-time charge state value of a power battery, wherein the finished automobile required energy deviation value is used for representing the actual energy of a finished automobile power system in a preset variable load duration;

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

and obtaining the output power of the fuel cell according to the total energy fuzzy value required by the whole vehicle, the allowed charging power value of the whole vehicle and the highest power value of the fuel cell in different power range intervals.

2. The fuel cell energy control method of claim 1, wherein the deriving the fuzzy parameter from the real-time state of charge value and the optimal state of charge value of the power cell comprises:

3. The fuel cell energy control method according to claim 2, wherein the obtaining of the overall vehicle required total energy fuzzy value according to the overall vehicle required energy deviation value and the fuzzy parameter comprises:

And carrying out fuzzy control on the vehicle demand energy deviation value by using the first fuzzy parameter and the second fuzzy parameter to obtain a vehicle demand total energy fuzzy value.

4. The fuel cell energy control method according to claim 3, wherein the fuzzy control on the vehicle demand energy deviation value by using the first fuzzy parameter and the second fuzzy parameter to obtain the vehicle demand total energy fuzzy value comprises:

5. The fuel cell energy control method according to claim 4, wherein the obtaining the output power of the fuel cell according to the total energy fuzzy value required by the whole vehicle, the allowed charging power value of the whole vehicle and the maximum power value of the fuel cell in different power range intervals comprises:

Acquiring the average value of the total energy fuzzy value required by the whole vehicle in the preset variable load time, and determining the average value as the required power characteristic value of the fuel cell;

comparing the required power characteristic value with the vehicle allowable charging power value, and determining the minimum one of the required power characteristic value and the vehicle allowable charging power value as an output power reference value of the fuel cell;

6. The fuel cell energy control method according to claim 5, wherein the deriving the output power of the fuel cell based on the output power reference value and a highest power value of the fuel cell between different power ranges comprises:

7. The fuel cell energy control method according to claim 6, wherein if an equal difference value is obtained, the smallest of the highest power values in the power range section corresponding to the equal difference value is determined as the output power of the fuel cell.

8. The fuel cell power control method according to any one of claims 1 to 7, wherein, after the output power of the fuel cell is obtained,

9. The fuel cell energy control method according to claim 8, wherein the obtaining of the deviation value of the vehicle demand energy comprises:

and converting the measurement unit of the first integral value into an electric quantity unit, and determining the converted result of the first integral value as the deviation value of the required energy of the whole vehicle.

10. The fuel cell energy control method according to claim 8, wherein the obtaining of the deviation value of the vehicle demand energy comprises:

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

And converting the measurement unit of the second integral value into an electric quantity unit, and determining the result of the conversion of the second integral value into the whole vehicle demand energy deviation value.

11. The fuel cell energy control method according to claim 8, wherein the obtaining of the deviation value of the vehicle demand energy comprises:

obtaining the used power of the whole vehicle according to the real-time charge state value and a preset charge and power mapping relation;

acquiring a third integral value of the power used by the whole vehicle in the preset variable load duration;

and converting the measurement unit of the third integral value into an electric quantity unit, and determining the result of the conversion of the third integral value into the whole vehicle demand energy deviation value.

12. A fuel cell energy control device, comprising:

the system comprises an acquisition module, a storage module and a control module, wherein the acquisition module is used for acquiring a vehicle demand energy deviation value and a real-time state of charge value of a power battery, and the vehicle demand energy deviation value is used for representing the actual energy of a vehicle power system in a preset variable load duration;

13. An electronic device, comprising: a processor, and a memory communicatively coupled to the processor;

the memory stores computer execution instructions;

the processor executes computer-executable instructions stored by the memory to implement the fuel cell energy control method of any one of claims 1 to 11.

14. A vehicle, characterized by comprising:

a fuel cell, a power cell and a fuel cell energy control device as claimed in claim 12.