CN118024966A

CN118024966A - Energy management method and device for fuel cell automobile

Info

Publication number: CN118024966A
Application number: CN202311369131.2A
Authority: CN
Inventors: 刘云梅; 陈平; 韩立勇; 李从心; 杨�琅; 王靖
Original assignee: Ningbo Lvdong Hydrogen Technology Research Institute Co ltd; Spic Hydrogen Energy Technology Development Co Ltd
Current assignee: Ningbo Lvdong Hydrogen Technology Research Institute Co ltd; Spic Hydrogen Energy Technology Development Co Ltd
Priority date: 2023-10-20
Filing date: 2023-10-20
Publication date: 2024-05-14

Abstract

The application provides an energy management method and device of a fuel cell automobile, wherein the method comprises the following steps: detecting the SOC of a lithium battery of the fuel cell automobile in real time, and sending a starting instruction to the FCU when the real-time SOC of the lithium battery is smaller than the starting SOC; after starting up the FCS, calculating the required power of the current period to the FCS according to the average power of the whole vehicle in the adjacent last period and the charge-discharge power value required to be adjusted by the difference value between the actual SOC of the lithium battery and the target SOC in each period; and controlling the output power of the FCS according to the required power, and repeatedly adjusting the required power of the FCS based on the period until the FCS is shut down, wherein the output power of the FCS is adjusted in advance when the real-time SOC of the lithium battery reaches a preset buffer interval of starting and stopping the FCS until the real-time SOC of the lithium battery reaches a return adjustment value. The method can accurately and flexibly control the output power of the fuel cell system, meets the actual requirement of the whole vehicle, and ensures the safety of the fuel cell and the auxiliary energy device.

Description

Energy management method and device for fuel cell automobile

Technical Field

The present application relates to the technical field of fuel cell automobiles, and in particular, to an energy management method and apparatus for a fuel cell automobile.

Background

Currently, the popularity of fuel cell automobiles is increasing. Unlike electric vehicles, fuel cell vehicles are vehicles using fuel cells and other auxiliary energy devices as power sources, and are generally classified into two types, namely range-extending and main driving, according to different operation modes of the fuel cell system on the whole vehicle.

In practical application, the structure and control system of the fuel cell automobile are more and more complicated due to more and more types of fuel cell automobiles, smaller and less capacity of auxiliary energy devices equipped in the whole automobile, and the like. Moreover, the operating conditions that fuel cell vehicles need to be adapted to are also very complex. Therefore, it becomes important to develop an energy management strategy that satisfies the requirements of the whole vehicle in terms of both power and economy.

In the related art, the method for managing the energy of the fuel cell automobile is mainly divided into the following two types: firstly, according to different SOC values of an auxiliary power supply, the fuel cell is requested to output different powers in a stepwise manner; and secondly, establishing a simulation model to calculate the output power of the fuel cell system.

However, the fuel cell vehicle energy management method in the related art is not accurate in controlling the output power of the fuel cell system, and in some cases, the actual requirements of the whole vehicle under different working conditions cannot be met, which may affect the normal running of the whole vehicle. In addition, the energy management method can cause frequent start-up and stop of the fuel cell system or overcharge and overdischarge of the auxiliary energy device, and the service life of equipment is reduced.

Disclosure of Invention

The present application aims to solve at least one of the technical problems in the related art to some extent.

Therefore, a first object of the present application is to provide an energy management method for a fuel cell vehicle, which can flexibly control the output power of a fuel cell system within a certain range according to the current requirements of the vehicle so as to adapt to the actual requirements of the whole vehicle. And the over-charge and over-discharge of the auxiliary battery and the frequent start-stop of the fuel cell system are avoided, and the safety of the fuel cell and the auxiliary energy device is ensured.

A second object of the present application is to provide an energy management device for a fuel cell vehicle.

A third object of the present application is to propose a non-transitory computer readable storage medium.

To achieve the above object, a first aspect of the present application provides an energy management method for a fuel cell vehicle, comprising the steps of:

detecting the state of charge (SOC) of a lithium battery of the fuel cell automobile in real time, and sending a starting instruction to a fuel cell controller (FCU) when the real-time SOC of the lithium battery is smaller than a preset starting SOC;

After the fuel cell system FCS is started according to the starting instruction, calculating the required power of the current period to the FCS according to the average power of the whole vehicle and the charging and discharging power value required to be adjusted in the adjacent previous period in each period, wherein the charging and discharging power value required to be adjusted is determined according to the difference value between the actual SOC of the lithium battery and the target SOC;

Controlling the output power of the FCS according to the required power, and repeatedly adjusting the required power of the FCS based on the period until the FCS is controlled to be shut down after the shutdown condition of the FCS is met;

and when the real-time SOC of the lithium battery reaches a preset buffering interval of starting and stopping of the FCS, the output power of the FCS is adjusted in advance until the real-time SOC of the lithium battery reaches a preset return adjustment value.

Optionally, in an embodiment of the present application, the required power of the FCS in the current period is equal to a sum of the vehicle average power and the charge-discharge power value, and calculating the vehicle average power includes: taking the sum of the motor power consumption of the fuel cell automobile and the lithium battery braking recovery electric energy in any period as the whole automobile power consumption in any period; dividing the whole vehicle power consumption by the period length to obtain the whole vehicle average power in any period.

Optionally, in one embodiment of the present application, calculating the charge-discharge power value to be adjusted for the difference between the actual SOC and the target SOC of the lithium battery includes: calculating the difference value between the real-time SOC of the lithium battery at the last period end time and the target SOC; obtaining rated electric quantity of the lithium battery; and dividing the difference value by the period after multiplying the rated electric quantity to obtain an adjustment value of the required power of the lithium battery for the FCS in the next period.

Optionally, in one embodiment of the present application, the shutdown condition of the FCS includes: the real-time SOC of the lithium battery is larger than a preset shutdown SOC, a whole vehicle is stopped and the FCS fails, wherein the upper limit value of the SOC of the lithium battery is larger than the lower limit value of the shutdown SOC, the startup SOC and the lithium battery SOC.

Optionally, in an embodiment of the present application, when the real-time SOC of the lithium battery reaches a preset buffer interval of FCS start-stop, the adjusting the output power of the FCS in advance includes: when the real-time SOC of the lithium battery reaches a first buffer threshold value corresponding to the lower limit value of the SOC of the lithium battery, the output power of the FCS is increased until the real-time SOC of the lithium battery is increased to a first return adjustment value corresponding to the lower limit value of the SOC of the lithium battery; and when the real-time SOC of the lithium battery reaches a second buffer threshold value corresponding to the shutdown SOC, reducing the output power of the FCS until the real-time SOC of the lithium battery is reduced to a second return adjustment value corresponding to the shutdown SOC.

Optionally, in an embodiment of the present application, when the real-time SOC of the lithium battery reaches a preset buffer interval of FCS start-stop, the adjusting the output power of the FCS in advance further includes: and setting the values of the first buffer threshold value, the first return adjustment value, the second buffer threshold value and the second return adjustment value according to the capacity of the lithium battery, the output power variation range of the FCS and the variable load rate of the FCS.

Optionally, in an embodiment of the present application, when the real-time SOC of the lithium battery reaches a preset buffer interval of FCS start-stop, the adjusting the output power of the FCS in advance further includes: and determining the output power after FCS adjustment in the buffer interval according to the capacity of the lithium battery and the duration of the period.

Optionally, in one embodiment of the present application, the method further comprises: and determining the duration of the period according to the capacity of the lithium battery, the variable load rate of the FCS, the output power variation range of the FCS, the peak power duration of the FCS and the rated power of the motor of the fuel cell automobile.

To achieve the above object, a second aspect of the present application provides an energy management device for a fuel cell vehicle, comprising:

the detection module is used for detecting the state of charge (SOC) of the lithium battery of the fuel cell automobile in real time, inputting the SOC into the calculation module, and sending a starting instruction to the fuel cell controller (FCU) when the real-time SOC of the lithium battery is smaller than a preset starting SOC; the calculation module is used for calculating the required power of the current period to the FCS according to the average power of the whole vehicle and the charge-discharge power value required to be adjusted in the adjacent previous period in each period after the fuel cell system FCS is started according to the starting instruction, wherein the charge-discharge power value required to be adjusted is determined according to the difference value between the actual SOC of the lithium battery and the target SOC;

And the control module is used for controlling the output power of the FCS according to the required power, and repeatedly adjusting the required power of the FCS based on the period until the shutdown condition of the FCS is met and then controlling the FCS to shutdown, wherein the output power of the FCS is adjusted in advance when the real-time SOC of the lithium battery reaches a preset buffering interval of starting and stopping the FCS until the real-time SOC of the lithium battery reaches a preset return adjustment value.

In order to achieve the above-described embodiments, a third aspect of the present application also proposes a non-transitory computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the energy management method of the fuel cell vehicle described in the first aspect.

The technical scheme provided by the embodiment of the application at least has the following beneficial effects: according to the application, the output power of the fuel cell system is adjusted according to the difference value between the actual SOC of the lithium battery and the target SOC, the SOC of the lithium battery can be maintained to fluctuate in a relatively small range in the whole process, the power requirements of the fuel cell automobile under different working conditions are ensured, and the conditions of overcharge, overdischarge and the like of the lithium battery can be avoided. The VCU does not need to grade the required power of the FCU in the application, and can flexibly change according to the requirements, so that the output power of the fuel cell system can change from idling to peak power, and the application can be more suitable for the actual requirements of the whole vehicle. The power required by the application for the battery system is adjusted once in one period, so that the influence of frequent load change of the fuel battery system on the performance and service life of the fuel battery can be avoided. The application controls the start-stop of the fuel cell system according to the SOC of the lithium battery, can reduce the start-stop times of the fuel cell system by increasing the buffer interval, further avoids the overcharge and overdischarge of the lithium battery, and improves the dynamic response capability and economy of the fuel cell system. The control logic algorithm is simple, is easy to realize in practical application, can be suitable for various working conditions such as lithium battery capacity, fuel battery system power, whole vehicle motor power change, auxiliary power supply performance decline and the like, and enriches the applicable range. Therefore, the application can accurately and flexibly control the output power of the fuel cell system to meet the actual requirement of the whole vehicle, ensure the service lives of the fuel cell and the auxiliary energy device and improve the safety of equipment.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The foregoing and/or additional aspects and advantages of the present application will become apparent and may be better understood from the following description of embodiments with reference to the accompanying drawings, in which,

FIG. 1 is a schematic diagram of a fuel cell vehicle powertrain according to an exemplary embodiment;

FIG. 2 is a flow chart of a method for energy management of a fuel cell vehicle according to an embodiment of the present application;

Fig. 3 is a flowchart of a method for calculating a charge/discharge power value to be adjusted according to an embodiment of the present application;

fig. 4 is a schematic diagram of a calculation method of a charge-discharge power value to be adjusted according to an embodiment of the present application;

fig. 5 is a schematic flow chart of a startup process of a fuel cell system according to an embodiment of the present application;

FIG. 6 is a schematic flow chart of a shutdown procedure of a fuel cell system according to an embodiment of the present application;

FIG. 7 is a flow chart of a specific method for energy management of a fuel cell vehicle according to an embodiment of the present application;

Fig. 8 is a schematic structural diagram of an energy management device of a fuel cell vehicle according to an embodiment of the present application.

Detailed Description

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.

It should be noted that, in the related embodiment, the power system of the fuel cell vehicle is shown in fig. 1, and the power system includes: a Vehicle Control Unit (VCU) 10, a fuel cell controller (FCU) 20, a Fuel Cell System (FCS) 30, a voltage conversion module (DC-DC) 40, an auxiliary power supply controller 50, an auxiliary power source 60, a drive controller 70, a motor 80, a plurality of wheels 90, and a transaxle 91. The connection relationship of the components is shown in fig. 1.

For the fuel cell vehicle power system shown in fig. 1, the method of energy management of the fuel cell vehicle in the related embodiment is mainly divided into the following two types: the first is to request the fuel cell to output different powers in a stepwise manner according to different SOC values of the auxiliary power supply; the second is to construct a simulation model and rely on the simulation model to calculate the output power of the fuel cell system.

However, there are three disadvantages to using the first approach in practice: the first is that the output power of the fuel cell system is fixed with a plurality of values, and the change of the output power of the system is difficult to adapt to the actual demands of the whole vehicle under different working conditions. And secondly, the SOC value of the auxiliary power supply has larger change, and the service life of the auxiliary power supply is reduced. Thirdly, if the capacity of the auxiliary power supply is smaller, and the power requirement of the motor of the fuel cell automobile is larger, the conditions of frequent change, frequent start and stop and the like of the output power of the fuel cell system are easy to occur, the service life of the fuel cell system is influenced, and even the condition of insufficient power performance of the whole automobile is caused more seriously.

However, the second method mainly faces the problem of obtaining the key parameters of the accurate vehicle, the fuel cell system and the auxiliary power source to improve the accuracy of the built model, and further causes two disadvantages of the method: the first is that the calculated amount is large, and the requirements on the calculation capability and the signal transmission capability of the VCU are high; secondly, the accuracy of the model cannot be ensured, and if the timeliness of calculation is poor or the simulation model is inaccurate, the obtained result has no reference significance. In addition, in the energy management method of the above related embodiment, there are some other problems as follows: first, when braking energy recovery is not considered, the change in the output power of the fuel cell system; secondly, the situation of avoiding the overcharge/overdischarge of the auxiliary battery by a more reasonable method is not considered; thirdly, when the size relation of the auxiliary power supply capacity, the power of the fuel cell system and the power required by the motor of the whole vehicle is not considered, whether a single energy management method is applicable to all working conditions or not; fourth, it is not explained how the judgment conditions for the fuel cell on/off or the initial data of the simulation model are obtained.

Therefore, the embodiment of the application provides an energy management method and device for a fuel cell automobile, which can recover braking energy and improve the reliability and safety of operation of a fuel cell system and an auxiliary power supply.

It should be further noted that, the execution main body of the energy management method of the fuel cell vehicle according to the embodiment of the present application may be the whole Vehicle Controller (VCU) 10 shown in fig. 1, where the VCU10 implements related functions by running a built-in logic algorithm, so as to implement the energy management method of the fuel cell vehicle provided by the present application.

The following describes an energy management method and apparatus for a fuel cell vehicle according to an embodiment of the present invention with reference to the accompanying drawings.

Fig. 2 is a flowchart of a method for energy management of a fuel cell vehicle according to an embodiment of the present application, as shown in fig. 2, the method includes the following steps:

step S101, detecting the state of charge of a lithium battery of the fuel cell automobile in real time, and sending a starting instruction to a fuel cell controller when the real-time state of charge of the lithium battery is smaller than a preset starting state of charge.

It should be noted that, the energy management method of the present application may be applied to both extended range and main drive fuel cell vehicles, and the present application selects a lithium battery as the auxiliary power source 60 in fig. 1, and may also select other types of auxiliary power sources such as super capacitors in practical applications, which is not limited in this aspect of the present application.

Specifically, during the running process of the fuel cell automobile, the State of Charge (SOC) of the lithium battery of the fuel cell automobile is detected in real time through the electric quantity detection device, when the real-time SOC of the lithium battery is smaller than the preset starting SOC, the VCU sends a starting instruction to the FCU, the starting process of the fuel cell system is started to be executed, and further the FCU issues corresponding control instructions to each component in the fuel cell system FCS to control the FCS to start running.

Step S102, after the fuel cell system is started according to a starting instruction, the required power of the current period to the fuel cell system is calculated according to the average power of the whole vehicle and the charge-discharge power value required to be adjusted in the last period in each period, wherein the charge-discharge power value required to be adjusted is determined according to the difference value between the actual charge state and the target charge state of the lithium battery.

Specifically, the present application adjusts the required power of the fuel cell system at intervals of a certain period (i.e., a predetermined period T, in min) during the operation of the fuel cell system after the start-up of the fuel cell system, that is, the VCU transmits the required power to the FCU once in each period, and the required power may be any value ranging from zero to the Peak Power (PP) of the FCS. Further, the FCU outputs a corresponding output power value according to the received demand power, and repeatedly performs the operation in units of cycles.

When the output power of the FCS is regulated in each period, various factors such as battery capacity, motor requirement of the whole vehicle, and difference value between the current actual SOC and the target SOC of the lithium battery are taken into consideration to calculate the output power of the fuel battery system in the current period, so that the SOC of the lithium battery can be always kept in a relatively small range to fluctuate. Therefore, the application not only can ensure the power requirement of the fuel cell automobile in each period, but also can avoid the condition of overcharging or overdischarging of the lithium battery.

In specific implementation, when calculating the required power sent by the VCU to the FCU in each period, the average power of the whole vehicle in the previous period is counted, then the charging power value required to be adjusted in the period to fill the difference between the actual SOC (SOC _R) and the target SOC (SOC _T) in the previous period is calculated, and the required power of the current period to the FCS is calculated according to the two power values. The charging power value to be adjusted is a power value required to be correspondingly increased or decreased by the lithium battery to the required power of the fuel cell system in the current period because the actual SOC of the lithium battery in the previous period deviates from the target SOC. The target SOC is an ideal SOC of the lithium battery during operation of the fuel cell vehicle, and the value is a fixed value that can be predetermined based on factors such as the condition of the lithium battery.

In one embodiment of the present application, the current period is equal to the sum of the average power of the whole vehicle and the charge-discharge power value to be adjusted in the previous period, and a specific implementation process of calculating the required power is described below. The method for calculating the average power of the whole vehicle comprises the following steps of: taking the sum of the motor power consumption of the fuel cell automobile and the lithium battery braking recovery electric energy in any period as the whole automobile power consumption in any period; dividing the power consumption of the whole vehicle by the period duration to obtain the average power of the whole vehicle in any period.

Specifically, in a certain period, the VCU counts the power consumption (positive power) of the motor and the braking recovery electric energy (negative value, representing charging) of the lithium battery, the sum of the two parts is the power consumption of the whole vehicle of the VCU in the period, and the average power of the whole vehicle in the period can be obtained by dividing the power consumption by the time period T. Therefore, the embodiment of the application increases the situation of recovering the braking energy of the lithium battery and improves the overall operation efficiency of the fuel cell automobile.

Further, a charge-discharge power value to be adjusted is calculated. In order to more clearly illustrate the specific implementation process of the present application for calculating the charge/discharge power required to be adjusted as a result of the actual SOC of the lithium battery deviating from the target SOC (SOC _T), an exemplary description is given below of a calculation method and implementation principle set forth in one embodiment of the present application.

Fig. 3 is a flowchart of a method for calculating a charge/discharge power value to be adjusted according to an embodiment of the present application, and fig. 4 is a schematic diagram of a method for calculating a charge/discharge power value to be adjusted according to an embodiment of the present application. As shown in fig. 3, the method comprises the steps of:

Step S301, calculating the difference between the real-time SOC of the lithium battery at the last period end time and the target SOC.

Specifically, the real-time SOC of the lithium battery at the last end of the last cycle is detected, and a predetermined target SOC of the lithium battery is obtained. Assuming that the target SOC of the whole vehicle is X, when the SOC is detected to be Y after the last period is finished, the change condition of the SOC is Y-X by calculating the difference value of the target SOC and the SOC, wherein the difference value may be a positive value, a negative value or zero. And when the difference value is zero, the electric quantity of the lithium battery is unchanged after the period is ended.

Step S302, obtaining the rated electric quantity of the lithium battery.

Specifically, since the rated power of the lithium battery of the whole vehicle is a known fixed value, the rated power of the lithium battery is determined to be Z in kWh by referring to characteristic parameter data of the lithium battery provided by a lithium battery manufacturer.

In step S303, the difference is multiplied by the rated power and divided by the period to obtain the adjustment value of the required power of the lithium battery for FCS in the next period.

Specifically, in order to restore the actual SOC of the lithium battery to the target SOC in the current cycle, the electric power demand of the fuel cell system FCS needs to be increased or decreased ((Y-X)/100×z) kWh when the recovery of the braking energy of the lithium battery in the next cycle is not considered. I.e. the difference is divided by 100 and then multiplied by the rated power Z. Since X and Y are state of charge values of the lithium battery, and the values of X and Y are expressed in percentage form, when calculating other values such as rated power, it is necessary to divide the values by 100 and then perform subsequent calculations.

Wherein, when the Y-X value is positive, the required electric energy/power is reduced; conversely, the required electrical energy/power is increased. Furthermore, the required power of the lithium battery for the fuel electricity in the next period is obtained through formula conversion, and the required power is required to be correspondingly increased or decreased ((Y-X)/100 xZ)/(T/60) kW.

Therefore, the application calculates that the required power of the VCU to the FCU in the current period is the sum of the average power of the whole vehicle and the charge-discharge power value to be adjusted in the last period, and the sum is shown in fig. 4. Further, in the subsequent operation, the calculation of the required power may be performed once in each period T in the above-described manner.

Step S103, controlling the output power of the fuel cell system according to the required power, and repeatedly adjusting the required power of the fuel cell system based on the period until the shutdown condition of the fuel cell system is met, and controlling the fuel cell system to shutdown, wherein when the real-time state of charge of the lithium battery reaches a preset buffer zone for starting and stopping the fuel cell system, the output power of the fuel cell system is adjusted in advance until the real-time state of charge of the lithium battery reaches a preset return adjustment value.

Specifically, after receiving the required power, the fuel cell controller FCU generates a corresponding instruction and sends the corresponding instruction to each component in the fuel cell system, and the fuel cell system responds to the control instruction and outputs power outwards according to the required power. And, as described above, in each period T during the operation of the fuel cell system, the calculation of the required power is performed once in the above manner, and the required power corresponding to the period is sent again to the fuel cell controller FCU to control the output power of the fuel cell system, and so on, until after the shutdown condition of the fuel cell system is satisfied, the VCU sends a shutdown instruction to the FCU.

Thus, the present application realizes energy management control in the entire process of startup, operation, and shutdown of the fuel cell system FCS.

As one example, the entire start-up flow of the fuel cell system FCS is shown in fig. 5, and when the state of charge SOC of the lithium battery is smaller than the start-up SOC (SOC _SR), the calculation module in the VCU operates to start calculating the required power for the fuel cell system. Then, the whole vehicle controller VCU sends an opening command and the power required during startup to the fuel cell controller FCU, where the power required during startup may also be determined according to the calculation mode of the power required for FCS in each period. The fuel cell controller then issues corresponding control commands to all components of the fuel cell system, including a start-up operation command and a command to output corresponding power. Further, the fuel cell system outputs the maximum allowable output power at the current time or outputs the target power required by the whole VCU after a certain time in response to the received control command.

In this example, in the initial period of time when the fuel cell system is just started, since the state parameters such as temperature and humidity have not reached the optimal state, it may happen that the required power delivered by the VCU is greater than the current maximum allowable output power of the FCS, that is, the required power calculated by the calculation module that does not support the output VCU in the current state of the FCS. In this case, the output power of the FCS is the maximum allowable output power at the current time. Further, after the fuel cell system is operated for a certain period of time, when the maximum allowable output power is equal to or greater than the VCU required power, the FCS outputs the target power required by the VCU, that is, the required power of the VCU for the current period calculated as described above.

As another example thereof, a shutdown flow of the fuel cell system FCS is shown in fig. 6. According to the manner described in the above embodiment, in the process of transmitting the required power to the FCU to control the output power of the FCS in each cycle, the real-time SOC of the lithium battery, the running state of the vehicle, and the running state of the FCS are detected in real time, and when the real-time SOC of the lithium battery is greater than the preset shutdown SOC, the whole vehicle is stopped, and the FCS fails seriously, the whole vehicle controller VCU transmits a shutdown instruction to the fuel cell controller FCU. The fuel cell controller FCU then issues corresponding control commands to all components of the fuel cell system FCS, which commands are used to control the individual components of the FCS to stop functioning. And the fuel cell system FCS is shut down.

In order to further avoid the situation that the lithium battery is overcharged and overdischarged, the shutdown SOC in the above example is greater than the start-up SOC, that is, the upper limit value (SOC _H) > shutdown SOC (SOC _SP) > start-up SOC (SOC _SR) > lower limit value (SOC _L) of the lithium battery SOC. The upper limit SOC _H of the lithium battery SOC and the lower limit SOC _L of the lithium battery may be obtained from data provided by the lithium battery provider.

Based on the above embodiments, in order to further avoid damage to the fuel cell system caused by frequent start-up and shut-down of the fuel cell system and over-charge and over-discharge of the lithium battery, in one implementation of the present application, in the start-up and shut-down procedure of the fuel cell system, a buffer zone for FCS start-up and shut-down is further provided. The buffer interval is determined by the SOCs of a plurality of lithium batteries, and when detecting that the real-time SOCs of the lithium batteries reach different buffer intervals of the preset FCS start-stop, the output power of the FCS is adjusted in advance until the real-time SOCs of the lithium batteries reach the preset return adjustment value. After reaching the return adjustment value, the required power for the FCS is repeatedly adjusted in units of the period T in the manner described in the above embodiment.

Specifically, in this embodiment, when the real-time SOC of the lithium battery reaches a first buffer threshold corresponding to a lower limit value of the SOC of the lithium battery, the output power of the FCS is increased until the real-time SOC of the lithium battery increases to a first return adjustment value corresponding to the lower limit value of the SOC of the lithium battery; and when the real-time SOC of the lithium battery reaches a second buffer threshold corresponding to the shutdown SOC, reducing the output power of the FCS until the real-time SOC of the lithium battery is reduced to a second return adjustment value corresponding to the shutdown SOC.

As an example, when the SOC value of the lithium battery approaches the lower limit SOC _L (assuming that the SOC value is η at this time, i.e., the first buffer threshold value), the FCS output power should be determined in advance, the period T is broken, the FCS output power is adjusted in advance, the operation is performed at a higher power (ρkw is set), and when the SOC value of the lithium battery reaches a certain value (λ is set, i.e., the first return adjustment value), the algorithm for performing FCS output power adjustment once per period T is re-entered, so that the overdischarge of the lithium battery can be avoided. When the real-time SOC of the lithium battery approaches to SOC _SP (assuming that the SOC value is δ, i.e. the second buffer threshold value), a determination should be made in advance, the period T is broken, the output power of the FCS is adjusted in advance, and when the SOC value reaches a certain value (set to μ, i.e. the second return adjustment value) with lower power, for example, the idle power output (set to θkw), the routine algorithm for performing FCS output power adjustment once per period T is re-entered, so as to further reduce frequent shutdown of the fuel cell system. Wherein, SOC _H>SOC_SP>δ>μ≥SOC_T≥λ>η>SOC_L.

Thus, the start-up and shutdown of the fuel cell system FCS in the present application is determined according to the SOC of the lithium battery, but in this embodiment, a buffer interval is added when the SOC value of the start-up and shutdown is close to that of the fuel cell system, so as to reduce frequent start-up and shutdown of the fuel cell system and overcharge and overdischarge conditions of the lithium battery.

Specifically, considering that the SOC of the lithium battery should break the setting of the fixed period in advance when approaching to the SOC _L, the fuel cell system is adjusted in advance to output more power to further protect the lithium battery from overdischarge, and meanwhile, the dynamic performance of the fuel cell automobile is improved. In addition, when the SOC of the lithium battery is close to the SOC _SP, the setting of a fixed period is broken in advance, the fuel cell system is adjusted in advance to output smaller power so as to further protect the lithium battery from overcharge, and meanwhile, the start-stop times of the fuel cell system are reduced.

In this embodiment, when the output power of the FCS is adjusted in advance in the buffer interval, the values of the parameters such as the first buffer threshold, the first return adjustment value, the second buffer threshold, and the second return adjustment value, and the output power adjusted by the FCS should be set reasonably, so as to ensure the safety of the vehicle equipment and the economical efficiency of the vehicle running.

Specifically, in this embodiment, when the real-time SOC of the lithium battery reaches a preset buffer interval of FCS start-stop, the process of adjusting the output power of the FCS in advance further includes: and setting a first buffer threshold value, a first return adjustment value, a second buffer threshold value and a second return adjustment value according to the capacity of the lithium battery, the output power variation range of the FCS and the variable load rate of the FCS.

Specifically, the selection of the buffer interval (the values of δ, μ, η and λ) is related to the lithium battery capacity, the output power variation range and the load change rate of the FCS, and is particularly dependent on the situation, especially when the lithium battery capacity of the fuel cell automobile is smaller and smaller at the present stage, the rated power of the FCS is larger and larger, and if a certain fixed value is applied to the machine, the FCS power frequently fluctuates or the lithium battery is overcharged and discharged. Therefore, when setting the above parameters, the embodiments of the present application follow the following principles: the smaller the capacity of the lithium battery, the slower the variable load rate of the FCS, and the larger the output power range of the FCS, the more the distances among the SOCs _SP, delta and mu are pulled apart, and the more the distances among the eta, lambda and the SOCs _L are pulled apart, so that the frequent or start-stop of the overcharge or overdischarge of the lithium battery and the variable load of the FCS are avoided; and vice versa.

In this embodiment, when the real-time SOC of the lithium battery reaches a preset buffer interval of FCS start-stop, the process of adjusting the output power of the FCS in advance further includes: and determining the output power after FCS adjustment in the buffer interval according to the capacity of the lithium battery and the period duration.

Specifically, when the output power of the FCS is adjusted in the buffer interval, the selection of the output power of the FCS (the values of ρ and θ) is related to the capacity of the lithium battery and the period T, and should be determined according to the specific situation, but the following principles may be followed in the embodiments of the present application: the larger the capacity of the lithium battery is, the longer the period T is, the values of ρ and θ can be properly taken to be large; and vice versa.

In this embodiment, in addition to scientifically and reasonably setting the parameters in the buffer interval, in the algorithm of performing FCS output power adjustment once per period T, reasonable setting is also required for the duration of period T. In the present embodiment, the period duration may be determined based on the capacity of the lithium battery, the output power variation range of the variable load rate FCS of the FCS, the peak power duration of the FCS, and the motor rated power of the fuel cell vehicle.

Specifically, the period T is selected in relation to the lithium battery capacity, FCS load change rate, FCS power variation range, FCS system peak power duration, and fuel cell car motor power rating, and in this embodiment the following principles may be followed: the larger the lithium battery capacity is, the faster the FCS load change rate is, the larger the FCS power change range is, the longer the FCS peak power duration is, the larger the value of (lithium battery capacity + FCS rated power)/the rated power of the fuel cell automobile motor is, the longer the period T is; and vice versa.

In this embodiment, the lithium battery may be externally charged at a fixed time interval, for example, once every month, and needs to be completely filled, so as to calibrate the SOC of the lithium battery, and avoid the situation that the calculated value and the characteristic of the actual lithium battery deviate too much, resulting in overcharge or overdischarge of the lithium battery.

In summary, according to the energy management method of the fuel cell vehicle provided by the embodiment of the application, the output power of the fuel cell system is adjusted according to the difference between the actual SOC of the lithium battery and the target SOC, so that the SOC of the lithium battery can be maintained to be fluctuated in a relatively small range in the whole process, the power requirements of the fuel cell vehicle under different working conditions are ensured, and the conditions of overcharge, overdischarge and the like of the lithium battery can be avoided. In the method, the VCU does not need to grade the required power of the FCU, and the power can be flexibly changed according to the requirement, so that the output power of the fuel cell system can be changed from idling to peak power, and the method can be more suitable for the actual requirement of the whole vehicle. The power required by the application for the battery system is adjusted once in one period, so that the influence of frequent load change of the fuel battery system on the performance and service life of the fuel battery can be avoided. According to the method, the start-stop of the fuel cell system is controlled according to the SOC of the lithium battery, the start-stop times of the fuel cell system can be reduced by increasing the buffer interval, the overcharge and overdischarge of the lithium battery are further avoided, and the dynamic response capability and the economical efficiency of the fuel cell system are improved. The control logic algorithm is simple, is easy to realize in practical application, can be suitable for various working conditions such as lithium battery capacity, fuel battery system power, whole vehicle motor power change, auxiliary power supply performance decline and the like, and enriches the applicable range. Therefore, the method can accurately and flexibly control the output power of the fuel cell system to meet the actual requirement of the whole vehicle, ensure the service lives of the fuel cell and the auxiliary energy device, and improve the safety of equipment.

Based on the above embodiments, in order to more clearly and intuitively describe the energy management method of the fuel cell vehicle according to the present application, a complete and specific management process of the fuel cell system and the lithium battery is described below with a specific embodiment in practical application and a specific energy management method of the fuel cell vehicle according to the present application.

Fig. 7 is a flowchart of a specific energy management method of a fuel cell vehicle according to an embodiment of the present application, as shown in fig. 7, the method includes the following steps:

Step S701, detecting the charge state of the lithium battery in real time, and when certain conditions are met, sending a starting instruction to the fuel cell controller by the whole vehicle controller, and starting a calculation module to obtain a result which is the required power of the whole vehicle controller to the fuel cell controller, and starting timing.

In step S702, the fuel cell controller issues power up and power response instructions to all components of the fuel cell system.

In step S703, the fuel cell system outputs the required power or the maximum allowable output power at the current time after a certain time.

Step S704, after a period T, the detection module and the calculation module are started to obtain the required power of the whole vehicle controller to the fuel cell controller, and the whole vehicle controller sends the required power to the fuel cell controller and starts timing.

In step S705, the fuel cell controller issues a response instruction to all the components of the fuel cell system.

In step S706, the fuel cell system outputs the required power issued by the whole vehicle controller in response to the instruction of the fuel cell controller.

Step S707, repeating step S704 to step S706 until the lithium battery state of charge satisfies a certain condition, the whole vehicle is stopped or the fuel cell system fails seriously, and the whole vehicle controller sends a shutdown instruction to the fuel cell controller.

In step S708, the fuel cell controller issues a shutdown instruction to all components of the fuel cell system, and after the shutdown process is completed, the fuel cell system is shutdown.

Specific embodiments of energy management of a fuel cell vehicle using the above-described specific energy management method of a fuel cell vehicle will be described in detail.

In the embodiment, assuming a fuel cell vehicle, the rated power of the fuel cell system is 120kW, the peak power is 121kW, the peak power duration is 10min, the idle power is 12kW, the load rate is 15kW/s, the lithium battery capacity is 50kwh, the start-up SOC _SR is 65, the shutdown SOC _SP is 90, and the target SOC of the lithium battery is 70, taking every 5 minutes as a cycle; the method for managing the energy of the fuel cell automobile comprises the following steps:

After the whole vehicle is started, the VCU detects the SOC of the lithium battery in real time, and when the SOC value is lower than 65, the VCU sends a starting instruction to the FCU.

Meanwhile, the calculation module starts to calculate the target power of the fuel cell after the fuel cell is started, and the calculation is divided into two parts: one part is 5 minutes before starting, the average power of the whole vehicle is assumed to be 30kW; the other part is an actual SOC (65), the charging and discharging power required to be adjusted deviates from a target SOC (70), and the specific calculation method is (70-65)/100 x 50 kwh/(5/60) h=30 kW; the required power of the FCU for the next cycle VCU is 30+30=60 kW.

After the FCU receives the starting command of the VCU and the 60kW of required power, the FCU issues the starting command to all the components of the FCS, and after the fuel cell system starts successfully, the FCU starts responding to the command of 60kW of output power of the system. At this time, since the fuel cell system is just started, when the temperature and humidity do not reach the optimum conditions for the operation of the fuel cell system, the output power of the fuel cell system is the current maximum allowable output power (determined by the fuel cell system manufacturer according to the current control parameters); otherwise, the FCS responds to the target power requested by the VCU at a variable load rate of 15kW/s, and after the target power is reached, the output power is maintained unchanged until the period is completed after 5 minutes.

And in the next period, the above work is repeatedly circulated, namely the calculation module calculates the average power of the whole vehicle in the previous period and the charge and discharge power required to be adjusted after the actual SOC deviates from the target value, and the sum of the average power and the charge and discharge power is the required power of the VCU in the next period to the FCU.

The cycle judgment condition is broken, namely, the whole vehicle is stopped, the lithium battery SOC is larger than 90, and the fuel cell system has serious faults, and under the three conditions, the VCU sends a shutdown instruction to the FCU to stop the FCS.

By the method, the SOC of the lithium battery can fluctuate in a small range near the target value 70, the condition of overcharge/overdischarge of the lithium battery is avoided, and meanwhile, the fuel cell system can respond to the motor power requirement of the whole vehicle in time and can also avoid frequent on-off.

Further, in the above example, the energy management method may be optimized, so as to further avoid frequent startup and shutdown of the fuel cell system, and the specific method is as follows: when the lithium battery SOC is close to 90 (a fuel cell system shutdown instruction), a period of 5 minutes is broken, and the output power of the fuel cell system is adjusted in advance. The method can be set when the SOC reaches 85% and the SOC is in an increasing trend (derivative is derived from the historical change curve of the SOC, and the derivative is positive at the current moment to indicate that the SOC is in the increasing trend), the fuel cell system operates at idle power, or a calculation module is started, and the sum of the average power of the whole vehicle and the charge and discharge power required to be adjusted after the actual SOC deviates from a target value in the previous period is used as the target power adjusted by the FCU. When the SOC becomes 75, the cycle of adjusting the output power of the fuel cell system every 5 minutes is re-entered.

Furthermore, in the above example 1, the energy management method may be optimized to further avoid the situation of charging and discharging the lithium battery, and the specific method is as follows: in practical applications, to protect the lithium battery from damage caused by overdischarge, the SOC is generally prevented from operating at a lower position below 10 (specific values may refer to data given by a lithium battery provider), and the output power of the fuel cell system may be adjusted in advance at a position where the SOC approaches 10, such as 20, and the SOC is in a decreasing trend (derivative of the SOC history curve is derived, and derivative is negative to indicate that the SOC is in an increasing trend), breaking a period of 5 minutes. The output power of the fuel cell system may be the rated power or the starting calculation module, and the sum of the average power of the whole vehicle and the charge-discharge power required to be adjusted after the actual SOC deviates from the target value in the previous period is used as the target power adjusted by the FCU. When the SOC becomes 30, it is again entered into a cycle of adjusting the output power of the fuel cell system every 5 minutes.

Therefore, the energy management method of the fuel cell automobile can accurately and flexibly control the output power of the fuel cell system, meet the actual requirements of the whole automobile, and ensure the safety of the fuel cell and the auxiliary energy device.

In order to achieve the above embodiments, the present application also proposes an energy management device of a fuel cell automobile. Fig. 8 is a schematic structural diagram of an energy management device of a fuel cell vehicle according to an embodiment of the present application.

As shown in fig. 8, the apparatus includes: a detection module 100, a calculation module 200 and a control module 300.

The detection module 100 is configured to detect a state of charge SOC of a lithium battery of the fuel cell vehicle in real time, input the state of charge SOC to the calculation module 200, and send a startup instruction to the fuel cell controller FCU when the real-time SOC of the lithium battery is less than a preset startup SOC.

And the calculating module 200 is configured to calculate, in each period, required power of the current period to the FCS according to the average power of the whole vehicle and the charge-discharge power value to be adjusted in the previous period after the fuel cell system FCS is started according to the start-up instruction, where the charge-discharge power value to be adjusted is determined according to a difference between the actual SOC and the target SOC of the lithium battery.

The control module 300 is configured to control the output power of the FCS according to the required power, and repeatedly adjust the required power of the FCS based on the period until the FCS is controlled to be turned off after the power-off condition of the FCS is satisfied, where the output power of the FCS is adjusted in advance until the real-time SOC of the lithium battery reaches a preset return adjustment value when the real-time SOC of the lithium battery reaches a preset buffer interval of FCS start-stop.

In one embodiment of the present application, the computing module 200 is specifically configured to: taking the sum of the motor power consumption of the fuel cell automobile and the lithium battery braking recovery electric energy in any period as the whole automobile power consumption in any period; dividing the power consumption of the whole vehicle by the period duration to obtain the average power of the whole vehicle in any period.

In one embodiment of the present application, the computing module 200 is further configured to: calculating the difference value between the real-time SOC of the lithium battery at the last period end time and the target SOC; obtaining rated electric quantity of a lithium battery; and dividing the difference value by the period after multiplying the rated electric quantity to obtain an adjustment value of the required power of the lithium battery to the FCS in the next period.

In one embodiment of the present application, the control module 300 is specifically configured to: when the real-time SOC of the lithium battery reaches a first buffer threshold value corresponding to the lower limit value of the SOC of the lithium battery, the output power of the FCS is increased until the real-time SOC of the lithium battery is increased to a first return adjustment value corresponding to the lower limit value of the SOC of the lithium battery; and when the real-time SOC of the lithium battery reaches a second buffer threshold corresponding to the shutdown SOC, reducing the output power of the FCS until the real-time SOC of the lithium battery is reduced to a second return adjustment value corresponding to the shutdown SOC.

In one embodiment of the present application, the control module 300 is specifically configured to: and setting a first buffer threshold value, a first return adjustment value, a second buffer threshold value and a second return adjustment value according to the capacity of the lithium battery, the output power variation range of the FCS and the variable load rate of the FCS.

In one embodiment of the present application, the control module 300 is specifically configured to: and determining the output power after FCS adjustment in the buffer interval according to the capacity of the lithium battery and the duration of the period.

In one embodiment of the present application, the control module 300 is further configured to: the duration of the cycle is determined based on the capacity of the lithium battery, the variable load rate of the FCS, the output power variation range of the FCS, the peak power duration of the FCS, and the motor power rating of the fuel cell vehicle.

It should be noted that, the energy management device of the fuel cell vehicle of the present embodiment may be the whole vehicle controller 10 in the above embodiment, the foregoing description of the specific embodiment of the energy management method of the fuel cell vehicle is also applicable to the device of the present embodiment, the implementation principle is the same, and the specific implementation manner of the specific use of each functional module for implementing the function in the corresponding embodiment may refer to the correlation in the energy management method embodiment of the fuel cell vehicle, which is not described herein in detail.

In summary, the energy management device for the fuel cell vehicle according to the embodiment of the application can accurately and flexibly control the output power of the fuel cell system to meet the actual requirements of the whole vehicle, ensure the service lives of the fuel cell and the auxiliary energy device, and improve the safety of equipment.

In order to achieve the above-described embodiments, the present application also proposes a non-transitory computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the energy management method of the fuel cell vehicle according to the embodiment of the first aspect of the present application.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, if a schematic representation of the above terms is employed in a plurality of embodiments or examples, it is not intended that these embodiments or examples be identical. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order from that shown or discussed, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present application.

Logic and/or steps represented in the flowcharts or otherwise described herein, e.g., a ordered listing of executable instructions for implementing logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via, for instance, optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory.

It is to be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As with the other embodiments, if implemented in hardware, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.

Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.

In addition, each functional unit in the embodiments of the present application may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules. The integrated modules may also be stored in a computer readable storage medium if implemented in the form of software functional modules and sold or used as a stand-alone product.

The above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, or the like. While embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.

Claims

1. A method of energy management for a fuel cell vehicle, comprising the steps of:

2. The energy management method of a fuel cell vehicle according to claim 1, wherein the required power of the FCS for the current period is equal to a sum of the entire vehicle average power and the charge-discharge power value, and calculating the entire vehicle average power includes:

Taking the sum of the motor power consumption of the fuel cell automobile and the lithium battery braking recovery electric energy in any period as the whole automobile power consumption in any period;

dividing the whole vehicle power consumption by the period length to obtain the whole vehicle average power in any period.

3. The energy management method of a fuel cell vehicle according to claim 2, wherein calculating the charge-discharge power value to be adjusted includes:

calculating the difference value between the real-time SOC of the lithium battery at the last period end time and the target SOC;

obtaining rated electric quantity of the lithium battery;

And dividing the difference value by the period after multiplying the rated electric quantity to obtain an adjustment value of the required power of the lithium battery for the FCS in the next period.

4. The energy management method of a fuel cell vehicle according to claim 1, wherein the shutdown condition of the FCS includes: the real-time SOC of the lithium battery is larger than a preset shutdown SOC, a whole vehicle is stopped and the FCS fails, wherein the upper limit value of the SOC of the lithium battery is larger than the lower limit value of the shutdown SOC, the startup SOC and the lithium battery SOC.

5. The energy management method of a fuel cell vehicle according to claim 4, wherein the adjusting in advance the output power of the FCS when the real-time SOC of the lithium battery reaches a preset buffer interval of FCS start-stop, comprises:

When the real-time SOC of the lithium battery reaches a first buffer threshold value corresponding to the lower limit value of the SOC of the lithium battery, the output power of the FCS is increased until the real-time SOC of the lithium battery is increased to a first return adjustment value corresponding to the lower limit value of the SOC of the lithium battery;

And when the real-time SOC of the lithium battery reaches a second buffer threshold value corresponding to the shutdown SOC, reducing the output power of the FCS until the real-time SOC of the lithium battery is reduced to a second return adjustment value corresponding to the shutdown SOC.

6. The energy management method of a fuel cell vehicle according to claim 5, wherein when the real-time SOC of the lithium battery reaches a preset buffer interval of FCS start-stop, the output power of the FCS is adjusted in advance, further comprising:

And setting the values of the first buffer threshold value, the first return adjustment value, the second buffer threshold value and the second return adjustment value according to the capacity of the lithium battery, the output power variation range of the FCS and the variable load rate of the FCS.

7. The energy management method of a fuel cell vehicle according to claim 5, wherein when the real-time SOC of the lithium battery reaches a preset buffer interval of FCS start-stop, the output power of the FCS is adjusted in advance, further comprising:

And determining the output power after FCS adjustment in the buffer interval according to the capacity of the lithium battery and the duration of the period.

8. The energy management method of a fuel cell vehicle according to claim 1, characterized by further comprising:

And determining the duration of the period according to the capacity of the lithium battery, the variable load rate of the FCS, the output power variation range of the FCS, the peak power duration of the FCS and the rated power of the motor of the fuel cell automobile.

9. An energy management device for a fuel cell vehicle, comprising:

The detection module is used for detecting the state of charge (SOC) of the lithium battery of the fuel cell automobile in real time and inputting the SOC into the calculation module; when the real-time SOC of the lithium battery is smaller than the preset starting SOC, a starting instruction is sent to the fuel cell controller FCU; the calculation module is used for calculating the required power of the current period to the FCS according to the average power of the whole vehicle and the charge-discharge power value required to be adjusted in the adjacent previous period in each period after the fuel cell system FCS is started according to the starting instruction, wherein the charge-discharge power value required to be adjusted is determined according to the difference value between the actual SOC of the lithium battery and the target SOC;

10. A non-transitory computer readable storage medium having stored thereon a computer program, wherein the computer program when executed by a processor implements the energy management method of a fuel cell vehicle according to any of claims 1-8.