Output power control method, system and equipment of fuel cell and storage medium

Abstract

The embodiment of the invention provides an output power control method, system and equipment of a fuel cell and a storage medium, and relates to the technical field of batteries. According to the method, the output power of the fuel cell is changed when the working power is changed and the adjustment duration is met, frequent change of the output power of the fuel cell can be effectively reduced, and stable output of the output power of the fuel cell is controlled as much as possible. And the working condition of the power battery is considered, so that the adjustment of the output power of the fuel battery is adaptive to the working condition of the power battery, the cooperative work of the fuel battery and the power battery is optimized, and the overall capacity and efficiency of the power assembly can be effectively improved.

Description

Technical Field

[0001] The present application relates to the field of battery technology, and in particular to a method, system, device and storage medium for controlling the output power of a fuel cell. Background Art

[0002] With rising environmental awareness and the pursuit of sustainable development, the new energy vehicle industry is booming. Hydrogen fuel cell vehicles, in particular, are attracting significant attention due to their high efficiency and cleanliness. These vehicles typically utilize a hybrid system of hydrogen fuel cells and power batteries to optimize energy management, enhance power performance, and reduce hydrogen consumption.

[0003] Currently, energy management strategies for hydrogen fuel cell vehicles are typically developed and optimized around objectives such as minimizing hydrogen consumption, balancing the power battery's SOC, and minimizing stack lifespan loss. However, existing technologies primarily consider standard test conditions during design. When the vehicle is in complex environmental conditions, controlling the fuel cell's output power based on driver demand can lead to frequent fluctuations in the fuel cell's operating power, causing significant temperature fluctuations in the power battery. This ultimately reduces the overall powertrain capacity and efficiency, impacting the vehicle's power response speed and range. Summary of the Invention

[0004] The purpose of the embodiments of the present application is to provide a fuel cell output power control method, system, device and storage medium to improve the problem that the existing power control scheme causes the fuel cell's operating power to change frequently, thereby reducing the overall capacity and efficiency of the powertrain.

[0005] In a first aspect, an embodiment of the present application provides a method for controlling output power of a fuel cell, the method comprising: Obtain the current required power of the fuel cell; determining a target operating power closest to the current required power, wherein the fuel cell is configured with multiple operating powers; When the target operating power is different from the current operating power of the fuel cell and an adjustment time is satisfied, the output power of the fuel cell is adjusted to the target operating power, wherein the adjustment time is determined according to the operating condition of the power battery.

[0006] In the above implementation process, this solution changes the fuel cell's output power when the operating power changes and the adjustment period is met, effectively reducing the frequent changes in the fuel cell's output power and maximizing the control of the fuel cell's output power output. Furthermore, by considering the operating conditions of the power battery, the fuel cell's output power can be adjusted to suit the power battery's operating conditions, optimizing the coordinated operation of the fuel cell and power battery, and effectively improving the overall capacity and efficiency of the powertrain.

[0007] Optionally, adjusting the output power of the fuel cell to the target operating power includes: The output power of the fuel cell is adjusted to the target operating power according to a target rate, wherein the target rate is determined according to a vehicle operation index.

[0008] In the above implementation process, by dynamically determining the adjustment plasticity of the fuel cell output power according to the vehicle operation indicators, fine control of power changes is achieved, and adaptive adjustment of power is realized, which can improve the vehicle's power and economy while ensuring the safety of the powertrain.

[0009] Optionally, adjusting the output power of the fuel cell to the target operating power according to a target rate includes: When the target operating power is greater than the current operating power, the output power of the fuel cell is adjusted to the target operating power according to a target rising rate, wherein the target rising rate is determined based on at least one indicator among the discharge capacity of the power battery, the target operating power, the opening degree of the vehicle's accelerator pedal, the vehicle speed and the state of charge of the power battery, and the vehicle operation index includes at least one indicator among the discharge capacity of the power battery, the current required power, the opening degree of the vehicle's accelerator pedal, the vehicle speed and the state of charge of the power battery.

[0010] In this implementation, the target rate of increase in fuel cell output power is dynamically determined based on vehicle operating indicators such as the battery's discharge capacity, target operating power, accelerator pedal position, vehicle speed, and the battery's state of charge (SOC), achieving precise control of the power ramp-up process. This dynamic adjustment mechanism not only ensures a steady increase in fuel cell output power and avoids damage to the stack caused by sudden power changes, but also balances the vehicle's power, economy, and driving comfort, improving the fuel cell vehicle's adaptability and overall performance in complex operating conditions.

[0011] Optionally, adjusting the output power of the fuel cell to the target operating power according to a target rate includes: When the target operating power is less than the current operating power, the output power of the fuel cell is adjusted to the target operating power according to a target decrease rate, wherein the target decrease rate is determined based on the difference between the current operating power and the target operating power, and the vehicle operation index includes the current operating power and the target operating power.

[0012] In this implementation, the target descent rate is determined based on the difference between the current operating power and the target operating power, enabling precise control of the fuel cell power reduction process. For example, when the difference is small, a slower descent rate is used to reduce the impact on the fuel cell stack and extend its service life. When the difference is large, a faster descent rate is used to promptly reduce power output, prevent overcharging of the power battery, and ensure the safety and economy of vehicle operation. This dynamic adjustment mechanism not only ensures the stable operation of the fuel cell system, but also optimizes the vehicle's energy management strategy, improving overall performance and reliability.

[0013] Optionally, the adjustment duration is determined according to the operating condition and temperature coefficient of the power battery, and the temperature coefficient is determined according to the ambient temperature and the temperature of the power battery.

[0014] In this implementation, the adjustment duration is determined based on the power battery's operating conditions and temperature coefficient, comprehensively considering the impact of the power battery's current state and ambient temperature on battery performance. The introduction of the temperature coefficient enables the system to dynamically adjust the timing of fuel cell output power switching based on changes in ambient and power battery temperatures.

[0015] Optionally, the adjustment duration is determined by: determining an initial adjustment duration according to an over-discharge trend or an over-charge trend of the power battery and a state of charge of the power battery; determining a temperature coefficient according to the ambient temperature and the temperature of the power battery; determining a duration correction factor based on the temperature coefficient; The initial adjustment duration is corrected according to the duration correction coefficient to obtain a final adjustment duration.

[0016] In this implementation, the initial adjustment duration is determined based on the power battery's over-discharge or over-charge trend and SOC, ensuring proper control of power switching timing at different power levels. Secondly, the temperature coefficient is determined by the ambient temperature and the battery temperature, and a duration correction factor is calculated based on this coefficient to further correct the initial adjustment duration. This multi-dimensional dynamic adjustment mechanism effectively balances the power output stability of the fuel cell and the safety of the power battery under complex operating conditions, extending the life of the fuel cell stack and battery.

[0017] Optionally, determining the target operating power closest to the current required power includes: determining an operating power adjacent to a current operating power of the fuel cell; If the difference between the current required power and the operating power is smaller than the difference between the current required power and the current operating power, the closest target operating power is determined as the operating power.

[0018] In the above implementation, the target operating power closest to the current power requirement is selected by determining adjacent operating powers and comparing their difference with the current power requirement. This approach avoids complex calculations and frequent power jumps, simplifies the control logic, and improves the system's response speed and stability. Furthermore, by selecting adjacent operating points, a smooth transition of the fuel cell output power is ensured, reducing the impact of power changes on the fuel cell stack and extending the stack's service life.

[0019] In a second aspect, an embodiment of the present invention provides an output power control system for a fuel cell, the system comprising: A vehicle controller, configured to execute the above-mentioned output power control method; fuel cell engines; A fuel cell engine control unit, connected to the fuel cell engine and the vehicle controller, for adjusting the output power of the fuel cell according to a power request instruction sent by the vehicle controller; Power batteries; A battery management system, connected to the power battery and the vehicle controller, for collecting the operating conditions of the power battery and sending them to the vehicle controller; a hydrogen storage system connected to the fuel cell engine and configured to provide hydrogen energy to the fuel cell engine; A drive motor and a drive motor control unit, wherein the drive motor is connected to the drive motor control unit, and the drive motor control unit is connected to the vehicle controller.

[0020] In a third aspect, an embodiment of the present invention provides an electronic device, including: A processor, a memory and a bus, wherein the processor is connected to the memory via the bus, and the memory stores computer-readable instructions. When the computer-readable instructions are executed by the processor, they are used to implement the output power control method of the fuel cell as described above.

[0021] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a server, the output power control method of the fuel cell as described above is implemented.

[0022] In a fifth aspect, an embodiment of the present invention provides a computer program product, which includes instructions. When the instructions are executed by a computer, the computer implements the output power control method of the fuel cell as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 A structural block diagram of an output power control system of a fuel cell provided in an embodiment of the present application; Figure 2 A flowchart of a method for controlling output power of a fuel cell provided in an embodiment of the present application; Figure 3 A schematic diagram of a threshold value for switching the operating power of a fuel cell provided in an embodiment of the present application; Figure 4 A schematic diagram of a process for obtaining a target rate provided in an embodiment of the present application; Figure 5 A schematic diagram of a process for obtaining an adjustment duration provided in an embodiment of the present application; Figure 6 A structural block diagram of an output power control device for a fuel cell provided in an embodiment of the present application; Figure 7 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0025] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0026] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and should not be understood as indicating or implying relative importance.

[0027] In order to facilitate the understanding of the method proposed in this solution, the following is an introduction to the system structure involved in this solution. Please refer to Figure 1 , Figure 1This is a structural block diagram of an output power control system 10 of a fuel cell provided in an embodiment of the present application. The output power control system 10 of the fuel cell includes a fuel cell engine 11, a power battery 12, a hydrogen storage system 13, a drive motor 14 and control devices involved in each unit. The control device may include a drive motor inverter (INV) 15, a vehicle controller (Hybrid Control Unit, HCU) 16, a drive motor control unit (Micro Controller Unit, MCU) 17, a fuel cell engine control unit (Fuel Cell Control Unit, FCCU) 18, a battery management system (Battery Management System, BMS) 19 and a hydrogen storage control system (Hydrogen Management System, HMS) 20.

[0028] The fuel cell engine 11 is connected to the hydrogen storage system 13 , which is connected to the HMS 20 , and the hydrogen storage system 13 provides hydrogen energy for the fuel cell engine 11 .

[0029] The HMS 20 is primarily responsible for the management and control of the hydrogen storage system 13. For example, it monitors parameters such as hydrogen pressure and temperature within the hydrogen storage system 13 to ensure its safety and reliability. During vehicle operation, the HMS 20 controls the hydrogen supply according to instructions from the FCCU 18, providing a stable hydrogen source for the fuel cell engine 11. The HMS 20 is also responsible for controlling and monitoring hydrogen refueling to ensure a safe and smooth process.

[0030] The fuel cell engine 11 is connected to the FCCU 18, which is in turn connected to the HCU 16. The FCCU 18 is configured to adjust the output power of the fuel cell according to the power request command sent by the HCU 16. It is understood that the output power of the fuel cell in this embodiment refers to the output power of the fuel cell engine 11.

[0031] The FCCU 18 manages and controls the fuel cell engine 11. For example, based on instructions from the HCU 16, it controls the supply of hydrogen and oxygen to the fuel cell engine 11 and adjusts the fuel cell's output power to meet the vehicle's power requirements. Furthermore, the FCCU 18 monitors the operating status of the fuel cell engine 11, such as fuel cell temperature and voltage, to ensure safe and efficient operation of the fuel cell. The FCCU 18 also provides feedback to the vehicle controller regarding this status.

[0032] The HCU 16 is used to execute the output power control method of this solution. After obtaining the target power requirement of the fuel cell through this method, it can send a power request instruction to the FCCU 18. The instruction carries the target power requirement. After receiving the instruction, the FCCU 18 can adjust the output power of the fuel cell, that is, the output power of the fuel cell engine 11, so that its output power reaches the target power requirement.

[0033] As the central coordinator of the vehicle's powertrain, the HCU16 is responsible for comprehensively monitoring the vehicle's operating status, including the driver's operating intentions, the state of the power battery, and the vehicle's power requirements. Based on this information, the HCU16 conducts comprehensive analysis and decision-making to ensure efficient and stable operation of the entire powertrain.

[0034] The power battery 12 is connected to a battery management system 19 , which is in turn connected to the HCU 16 . The battery management system 19 can be used to collect the operating conditions of the power battery 12 and send the information to the HCU 16 .

[0035] The battery management system 19 is mainly responsible for the management and monitoring of the power battery 12 , such as real-time monitoring of key parameters of the power battery 12 such as voltage, current, temperature, and state of charge (SOC), to ensure that the power battery 12 operates within a safe operating range.

[0036] The drive motor 14 is connected to a drive motor control unit 17, which is in turn connected to the HCU 16. The drive motor control unit 17 is responsible for controlling the operation of the drive motor 14. It controls parameters such as the speed and torque of the drive motor 14 according to the vehicle's driving requirements to achieve traction and propulsion. The drive motor control unit 17 also monitors the operating status of the drive motor 14 in real time, such as motor speed and temperature, and feeds this information back to the HCU 16, enabling more accurate power allocation and system coordination.

[0037] The following describes the vehicle's requirements for fuel cell output power in various operating modes: (1) Parking mode: The vehicle is parked, the fuel cell engine is stopped, and the vehicle controller sends a shutdown command and a power request command of 0 kW to the fuel cell engine control unit. At this time, the output power of the fuel cell is 0; (2) Fuel cell engine start mode: The HCU sends the start command and power request command to the FCCU at a value above the minimum operating power. The FCCU controls the fuel cell engine to generate electricity through the electrochemical reaction of hydrogen and oxygen. (3) Fuel cell engine shutdown mode: The HCU sends a shutdown command and a power request command of 0 kW to the FCCU, and the FCCU controls the fuel cell engine to shut down; (4) Pure electric mode: When the power battery has sufficient power and the vehicle speed and the driver's required torque are low, the fuel cell engine stops and the vehicle is driven by the drive motor, whose energy comes entirely from the power battery; (5) Series mode: When the vehicle speed increases or the driver demands a higher torque, the fuel cell engine and the battery serve as the energy source for the drive motor, or provide power to the drive motor and charge the power battery at the same time; (6) Recovery mode: When the vehicle is in motion, the HCU calculates the coasting energy recovery torque and the braking energy recovery torque requested by the ESP (body stability program) based on the vehicle speed, controls the fuel cell engine to be in power generation or idling state, and drives the motor to recover and generate electricity according to the energy recovery torque.

[0038] It can be understood that in the above-mentioned fuel cell engine starting mode, series mode and recovery mode, the fuel cell outputs power, and this process involves controlling the output power of the fuel cell.

[0039] Please refer to the following Figure 2 , Figure 2 This is a flow chart of a method for controlling the output power of a fuel cell provided in an embodiment of the present application. The method includes the following steps: Step S110: obtaining the current required power of the fuel cell.

[0040] The current required power of the fuel cell may refer to the output power of the fuel cell required for the vehicle to travel. The current required power may refer to the power required by the driver, or may be the current required power obtained by combining multiple factors.

[0041] In some embodiments, the basic required power of the fuel cell can be obtained based on the vehicle's required power. The basic required power can be the current required power. Alternatively, the vehicle load power can be determined based on the basic required power, and then the current required power of the fuel cell can be obtained based on the vehicle load power and the charge state of the power battery.

[0042] The vehicle power requirement may include the driver power requirement, accessory device power requirement, forced power generation power, state-of-charge balance charging power, forced discharge power, and state-of-charge balance discharge power.

[0043] When determining the basic required power, it can be obtained through the following calculation formula: Basic power requirement = driver power requirement + accessory equipment power requirement + Max (forced power generation, state-of-charge balanced charging power) - Max (forced discharge power, state-of-charge balanced discharge power).

[0044] Among them, the forced power generation power, the state of charge balanced charging power, the forced discharge power, and the state of charge balanced discharge power are all positive values.

[0045] Driver demand power = driver demand torque * drive motor speed / final reduction ratio / 9550. The driver demand torque can be determined based on the accelerator pedal position and vehicle speed. For example, a two-dimensional table can be pre-built between the accelerator pedal, vehicle speed, and driver demand torque. This table can be used to determine the current driver demand torque. The drive motor speed is reported by the drive motor control unit. This two-dimensional table can be pre-built using linear interpolation.

[0046] Accessory device power requirement = DCDC output power + high-voltage accessory power. DCDC output power is calculated from the DCDC output voltage and current, which are reported by the DCDC controller. High-voltage accessory power primarily includes the air conditioner compressor power and the high-voltage heater power.

[0047] Forced power generation can be determined based on the battery temperature and vehicle speed. For example, a median battery charge level can be set based on the battery temperature and speed (this can be determined experimentally). A certain value offset upward from the median (e.g., the median plus a set value) can serve as the upper limit for charging the battery. A certain value offset downward from the median (e.g., the median minus a set value) can be used to determine the lower limit for power battery assistance. The forced power generation threshold equals the lower limit for power battery assistance - the hysteresis value. The hysteresis value can be a preset value or a set threshold range, used to determine whether the battery charge level requires forced power generation. Specifically, the hysteresis value is a control parameter used to prevent frequent switching between power generation and non-power generation. If the battery charge level approaches the forced power generation threshold but does not reach it, the vehicle may frequently switch between power generation and non-power generation, leading to system instability and unnecessary energy loss. By setting the hysteresis value, forced power generation is triggered only when the battery charge level falls within a certain range of the forced power generation threshold, thus reducing this frequent switching.

[0048] When the power battery's charge level is less than or equal to the forced power generation threshold, the forced power generation power can be determined based on the difference between the power battery's charge level and the forced power generation threshold. For example, a one-dimensional table can be pre-constructed to compare the difference between different power battery charges and the forced power generation threshold and the forced power generation power. Different differences may correspond to different forced power generation powers. Thus, the corresponding forced power generation power can be determined based on the difference between the current power battery charge level and the forced power generation threshold. This one-dimensional table can be pre-constructed using linear interpolation.

[0049] Similarly, the forced discharge threshold = the power battery's upper charge limit + the hysteresis value. When the power battery's charge level is greater than or equal to the forced discharge threshold, the forced discharge power is determined based on the difference between the power battery's charge level and the forced discharge threshold. For example, a one-dimensional table can be constructed in advance to compare the difference between the power battery's charge level and the forced discharge threshold and the forced discharge power. Different differences may correspond to different forced discharge powers. In this way, the corresponding forced discharge power can be determined based on the difference between the current power battery's charge level and the forced discharge threshold. This one-dimensional table can be constructed in advance through linear interpolation.

[0050] Under normal circumstances, the power level of the power battery is between the lower power assist limit and the upper charge limit of the power battery, and the forced discharge power is generally 0.

[0051] The SOC balancing charging power is determined based on the difference between the power battery's charge level and the aforementioned median value. For example, a one-dimensional table can be pre-constructed to map different differences to the SOC balancing charging power. This allows the SOC balancing charging power to be determined based on the difference between the current power battery charge level and the median value. The SOC balancing charging power has the same sign as the forced power generation power. This one-dimensional table can be pre-constructed using linear interpolation.

[0052] Similarly, the SOC balance discharge power is determined based on the difference between the power battery charge level and the aforementioned median value. For example, a one-dimensional table can be pre-constructed to show the correspondence between different differences and the SOC balance discharge power. In this way, the SOC balance discharge power can be determined based on the difference between the current power battery charge level and the median value. The sign of the SOC balance discharge power is the same as that of the forced discharge power. This one-dimensional table can be pre-constructed using linear interpolation.

[0053] The SOC and temperature of the power battery are reported to the vehicle controller by the battery management system.

[0054] In some embodiments, in the calculation formula of the basic required power here, the driver's required power can reflect the driver's requirement for vehicle power, the accessory equipment required power is the power required for normal operation of the vehicle and to ensure driving comfort, the forced power generation power and the state of charge balance charging power can be used to maintain the power battery charge within a reasonable range, prevent over-discharge, and ensure vehicle power performance and battery life. The forced discharge power and the state of charge balance discharge power can allow the power battery to discharge properly when the power is too high, avoid overcharging, and optimize the battery working state.

[0055] It comprehensively considers the power requirements of vehicle driving, accessory equipment, battery charging and other aspects, and fully and accurately reflects the overall power requirements of the vehicle under different operating conditions, providing an accurate basis for subsequent energy distribution and power regulation.

[0056] It can be understood that the basic required power obtained above can be used as the current required power.

[0057] In some implementations, after obtaining the basic required power, the vehicle load power can be determined. For example, the basic required power can be subjected to a sliding average filter, and the size of the sliding average filter window can be controlled by selecting a filter coefficient. The result obtained after the sliding average filter is the vehicle load power, which can reflect the average power consumption level of the vehicle over a period of time. The vehicle load power is actually the average required power.

[0058] When determining the current power demand, it can be determined based on the vehicle load power and the power battery's state of charge. For example, a two-dimensional table can be pre-constructed to show the corresponding relationship between different vehicle load powers, power battery states of charge, and current power demand. The horizontal axis of the two-dimensional table selects the vehicle load power, and the vertical axis selects the power battery's state of charge. The greater the vehicle load power, the greater the current power demand, and the lower the SOC, the greater the current power demand. This two-dimensional table can be pre-constructed through linear interpolation. Therefore, the current power demand can be determined based on the current vehicle load power and the power battery's SOC.

[0059] The system takes the power battery's state of charge into full consideration when obtaining the current power demand, ensuring that the fuel cell's output power meets the vehicle's driving needs while preventing overcharging and discharging of the power battery. This optimizes the synergy between the fuel cell and the power battery, improving the efficiency and flexibility of vehicle energy management.

[0060] Step S120: Determine a target operating power that is closest to the current required power.

[0061] In order to ensure the stable operation of the fuel cell, the fuel cell can be configured with multiple operating powers, and the operating power at which the fuel cell needs to operate can be determined according to the current required power.

[0062] like Figure 3 As shown, Figure 3 Three working power situations are shown, which are the three working points of the fuel cell, namely STEP1, STEP2 and STEP3. When determining the target working power closest to the current required power, the differences between the current required power and these three working powers can be calculated respectively, and then the working power with the smallest difference can be selected as the closest target working power.

[0063] In some embodiments, in order to reduce the amount of calculation, the operating power adjacent to the current operating power of the fuel cell can be determined first. If the difference between the current required power and the operating power is less than the difference between the current required power and the current operating power, the closest target operating power is determined to be the operating power.

[0064] For example, if the current operating power of the fuel cell is STEP1, its adjacent operating power is STP2. At this time, the difference between the current required power and STEP2 can be calculated. If the difference is 1, the difference between the current required power and STEP1 is calculated. If the difference is 2, if the difference is less than the difference 2, the target operating power is STEP2. If the difference is greater than or equal to the difference 2, the target operating power is STEP1.

[0065] If the fuel cell's current operating power is STEP 2, then its adjacent operating powers are STEP 1 and STEP 3. Difference 1 is calculated between the current required power and STEP 1, difference 2 between the current required power and STEP 2, and difference 3 between the current required power and STEP 3. If difference 1 is less than difference 2, then difference 1 is also necessarily less than difference 3, and the target operating power is determined to be STEP 1. If difference 1 is greater than difference 2, difference 2 is also compared with difference 3. If difference 2 is less than difference 3, the current required power is close to STEP 2, and the target operating power is STEP 2. If difference 2 is greater than difference 3, the current required power is close to STEP 3, and the target operating power is STEP 3.

[0066] In some implementations, a certain threshold value may be set for comparison. For example, if the current operating power is STEP2, if the current required power is less than STEP2-Δ STEP2 1-Δ STEP2 2, the target operating power is determined to be STEP1. If the current required power is greater than STEP3-Δ STEP3 1, then the target operating power is determined as STEP3, where Δ STEP2 1 and Δ STEP2 2. Δ STEP3 1 as Figure 3 As shown in , it can be understood as the set threshold.

[0067] If the current working power is STEP1, the current required power is greater than STEP2-Δ STEP2 1 and less than STEP2, the target operating power is determined to be STEP2.

[0068] If the current working power is STEP3, the current required power is less than STEP3-Δ STEP3 1-Δ STEP3 2, and is greater than STEP2, then STEP2 is used to determine the target operating power.

[0069] The target operating power closest to the current required power can also be determined in the above manner.

[0070] It can be understood that the above example only shows three working powers of the fuel cell. In actual applications, multiple working powers can be configured for the fuel cell according to actual conditions. The output power of the fuel cell is one of these working powers. Under normal circumstances, the fuel cell works stably at one of the working powers. If the working power needs to be adjusted due to changes in vehicle demand or other circumstances, the adjustment will be made under certain conditions.

[0071] The vehicle controller stores multiple operating powers configured for the fuel cell. The multiple operating powers can be stored in order of size. Therefore, when determining the operating power adjacent to the current operating power, the current operating power can be directly found from the multiple operating powers, and then the adjacent operating power can be quickly determined.

[0072] By identifying adjacent operating power points and comparing the difference with the current required power, the target operating power closest to the current required power is selected. This approach avoids complex calculations and frequent power jumps, simplifies control logic, and improves system response speed and stability. Furthermore, by selecting adjacent operating points, a smooth transition of fuel cell output power is ensured, reducing the impact of power changes on the fuel cell stack and extending the stack's service life.

[0073] Step S130: When the target operating power is different from the current operating power of the fuel cell and the adjustment time is satisfied, the output power of the fuel cell is adjusted to the target operating power.

[0074] In order to avoid frequent changes in the output power of the fuel cell, under normal circumstances, the fuel cell is controlled to operate at one operating power as much as possible. If the current required power changes, the output power of the fuel cell needs to be adjusted.

[0075] When adjusting the output power of the fuel cell, in order to achieve steady-state regulation, it is necessary to first determine whether the target operating power is different from the current operating power. If they are the same, no adjustment is required. If they are different, it is also necessary to determine whether the adjustment time is met. The adjustment time is determined according to the working conditions of the power battery. For example, when it is determined that the target operating power is different from the current operating power, the timing is started. When the timing reaches the adjustment time, the output power of the fuel cell is adjusted to the target operating power.

[0076] Here, introducing the judgment of the adjustment duration can reduce unnecessary power switching. For example, even if the target operating power is different from the current operating power in some cases, there is no need to switch the power, which can prevent the output power of the fuel cell from changing frequently.

[0077] When determining the adjustment time, it is determined based on the operating conditions of the power battery. This allows the fuel cell's output power to be adjusted based on the operating conditions of the power battery. For example, if the power battery's SOC is low or its discharge capacity is weak, adjusting the output power in a short period of time may cause the power battery to over-discharge. In this case, the adjustment time can be longer to ensure that the power battery has sufficient charging time to avoid over-discharge. Therefore, considering the operating conditions of the power battery to determine the adjustment time is based on power battery safety considerations.

[0078] In the above implementation process, this solution changes the fuel cell's output power when the operating power changes and the adjustment period is met, effectively reducing the frequent changes in the fuel cell's output power and maximizing the control of the fuel cell's output power output. Furthermore, by considering the operating conditions of the power battery, the fuel cell's output power can be adjusted to suit the power battery's operating conditions, optimizing the coordinated operation of the fuel cell and power battery, and effectively improving the overall capacity and efficiency of the powertrain.

[0079] Based on the above embodiment, when adjusting the output power of the fuel cell, the output power of the fuel cell may be adjusted to a target operating power according to a target rate, wherein the target rate is determined according to a vehicle operation index.

[0080] That is, when adjusting the output power of the fuel cell, the adjustment rate control will be performed according to the vehicle operation indicators, so that under special operating conditions, the output power of the fuel cell can be allowed to increase or decrease at a faster rate to meet the power requirements of the vehicle operation.

[0081] Among them, the vehicle operation indicators may include the charging and discharging capacity of the power battery, the opening of the accelerator pedal, the vehicle speed, the SOC of the power battery, the target operating power of the fuel cell, etc. Based on these vehicle operation indicators, the target rate can be determined, and then the output power of the fuel cell can be controlled to adjust according to the target rate.

[0082] In the above implementation process, by dynamically determining the adjustment plasticity of the fuel cell output power according to the vehicle operation indicators, fine control of power changes is achieved, and adaptive adjustment of power is realized, which can improve the vehicle's power and economy while ensuring the safety of the powertrain.

[0083] On the basis of the above embodiment, during adjustment, when the target working power is greater than the current working power, the output power of the fuel cell is adjusted to the target working power according to the target rising rate, wherein the target rising rate is determined based on at least one indicator among the discharge capacity of the power battery, the current required power, the opening of the vehicle's accelerator pedal, the vehicle speed, and the state of charge of the power battery, and the vehicle operation index includes at least one indicator among the discharge capacity of the power battery, the target working power, the opening of the vehicle's accelerator pedal, the vehicle speed, and the state of charge of the power battery.

[0084] In some embodiments, the target rising rate = Max (the rate determined according to the discharge capacity of the power battery and the target operating power, the rate determined according to the opening of the accelerator pedal and the vehicle speed, the rate determined according to the target operating power, and the rate determined according to the SOC of the power battery). Of course, if the vehicle operation index only includes some of the indicators, some of the indicators can be removed from the calculation formula.

[0085] A two-dimensional table can be pre-built to show the corresponding relationships between the power battery's discharge capacity, operating rate, and ramp-up rate. The horizontal axis of the table represents the power battery's discharge capacity, and the vertical axis represents the operating rate. Considering the assembly capacity and load dimensions, the greater the discharge capacity, the greater the operating power, and the higher the ramp-up slope, i.e., the higher the rate. The corresponding ramp-up rate can be obtained by looking up the two-dimensional table. This two-dimensional table can be pre-built using linear interpolation.

[0086] Alternatively, a two-dimensional table can be pre-built to show the corresponding relationship between accelerator pedal opening, vehicle speed, and rise rate. The horizontal axis of the table represents opening, and the vertical axis represents vehicle speed. The greater the opening and speed, the greater the rise rate. The corresponding rise rate can be obtained by looking up the two-dimensional table. This two-dimensional table can be pre-built using linear interpolation.

[0087] Alternatively, a one-dimensional table can be pre-built to map the relationship between various operating powers and ramp rates. In this case, the system's responsiveness is considered, and the ramp rate is set based on the fuel cell's vector rate at different power levels. The corresponding ramp rate can be obtained by looking up the one-dimensional table, which can be pre-built using linear interpolation. Alternatively, the ramp rate can be calculated as the difference between the target operating power and the current operating power divided by a time period.

[0088] A one-dimensional table of the corresponding relationship between the SOC and the rising rate of the power battery can also be pre-constructed. At this time, considering the power balance dimension, the higher the SOC, the greater the rising rate. In this way, the corresponding rising rate can be obtained by looking up the one-dimensional table. The one-dimensional table can be pre-constructed by linear interpolation.

[0089] It can be understood that the rising rates of all dimensions may be set to a maximum value, which is used for the current maximum rising rate to avoid the problem of damage caused by rapid rising adjustment of the output power of the fuel cell.

[0090] In this implementation, the target rate of increase in fuel cell output power is dynamically determined based on vehicle operating indicators such as the battery's discharge capacity, target operating power, accelerator pedal position, vehicle speed, and the battery's state of charge (SOC), achieving precise control of the power ramp-up process. This dynamic adjustment mechanism not only ensures a steady increase in fuel cell output power and avoids damage to the stack caused by sudden power changes, but also balances the vehicle's power, economy, and driving comfort, improving the fuel cell vehicle's adaptability and overall performance in complex operating conditions.

[0091] Based on the above embodiment, when the target operating power is less than the current operating power, the output power of the fuel cell is adjusted to the target operating power according to the target decrease rate, wherein the target decrease rate is determined based on the difference between the current operating power and the target operating power, and the vehicle operation index includes the current operating power and the target operating power.

[0092] In some implementations, the target decreasing rate may be a difference between the target operating power and the current operating power divided by a time period.

[0093] Alternatively, a two-dimensional table can be pre-built to show the relationship between operating power, the difference between various operating power values, and the rate of decrease. In this case, the response rate of the fuel cell in different power ranges can be set based on the assembly's responsiveness. The vertical axis of the two-dimensional table represents the difference between various operating powers, while the horizontal axis represents the operating power. Smaller differences indicate slower rate of decrease, primarily to minimize fuel cell damage. Larger differences indicate faster rate of decrease, primarily to prevent overcharging of the power battery.

[0094] It can be understood that the decrease rates of all dimensions are set with maximum values, which are used as the current maximum decrease rate to avoid damage caused by rapid decrease adjustment of the output power of the fuel cell.

[0095] In this implementation, the target descent rate is determined based on the difference between the current operating power and the target operating power, enabling precise control of the fuel cell power reduction process. For example, when the difference is small, a slower descent rate is used to reduce the impact on the fuel cell stack and extend its service life. When the difference is large, a faster descent rate is used to promptly reduce power output, prevent overcharging of the power battery, and ensure the safety and economy of vehicle operation. This dynamic adjustment mechanism not only ensures the stable operation of the fuel cell system, but also optimizes the vehicle's energy management strategy, improving overall performance and reliability.

[0096] As an example, the process of adjusting the output power of the fuel cell according to the target rate can be as follows: Figure 4 As shown, for example, the rising rate 1 is first determined according to the discharge capacity of the power battery and the target working power, the rising rate 2 is determined according to the opening of the accelerator pedal and the vehicle speed, the rising rate 3 is determined according to the target working power, and the rising rate 4 is determined according to the SOC of the power battery. Then, the largest rising rate is selected from these four rising rates as the target rising rate, thereby controlling the adjustment rate of the output power of the fuel cell.

[0097] As for the decrease rate, the decrease rate can be determined according to the difference between the current operating power and the target operating power and the target operating power, and is ultimately used to control the adjustment rate of the output power of the fuel cell.

[0098] On the basis of the above embodiment, the adjustment duration is determined according to the operating condition and temperature coefficient of the power battery, and the temperature coefficient is determined according to the ambient temperature and the temperature of the power battery.

[0099] In some embodiments, a two-dimensional table can be pre-constructed to show the correspondence between different power battery operating conditions, temperature coefficients, and adjustment durations. The horizontal axis of the two-dimensional table can be selected from the power battery operating condition, and the vertical axis can be selected from the temperature coefficient. The higher the temperature coefficient, the shorter the adjustment duration. The power battery operating condition can also include the power battery's over-discharge tendency; the more obvious the over-discharge tendency, the shorter the adjustment duration. In this way, the corresponding adjustment duration can be obtained by looking up the table based on the current power battery operating condition and temperature coefficient. The two-dimensional table can be pre-constructed using linear interpolation.

[0100] In some embodiments, the temperature coefficient can also be obtained by looking up a table. For example, a two-dimensional table can be pre-constructed to show the corresponding relationship between the power battery temperature, the ambient temperature, and the temperature coefficient. The horizontal axis of the two-dimensional table can be the ambient temperature, and the vertical axis can be the power battery temperature. When both the ambient temperature and the power battery temperature are high (for example, the ambient temperature and the power battery temperature are greater than the set temperature, such as 30°C), the temperature coefficient can be 1. When both the ambient temperature and the power battery temperature are low (for example, the ambient temperature and the power battery temperature are less than the set temperature, such as -5°C), the temperature coefficient can be 0. In other cases, the temperature coefficient can take a value between 0 and 1. Specifically, the two-dimensional table can be constructed by linear interpolation. Therefore, the temperature coefficient can be obtained by looking up the table.

[0101] The above-mentioned ambient temperature refers to the atmospheric temperature of the vehicle, which can be detected by a temperature sensor installed on the vehicle, and the temperature of the power battery can be detected by a battery management system.

[0102] In this implementation, the adjustment duration is determined based on the power battery's operating conditions and temperature coefficient, comprehensively considering the impact of the power battery's current state and ambient temperature on battery performance. The introduction of the temperature coefficient enables the system to dynamically adjust the timing of fuel cell output power switching based on changes in ambient and power battery temperatures.

[0103] Based on the above embodiment, the adjustment duration can be determined in the following manner: the initial adjustment duration is determined according to the over-discharge trend or over-charge trend of the power battery and the state of charge of the power battery, and then the temperature coefficient is determined according to the ambient temperature and the temperature of the power battery, and the duration correction coefficient is determined according to the temperature coefficient. The initial adjustment duration is corrected according to the duration correction coefficient to obtain the final adjustment duration.

[0104] When switching from low to high operating power, in some embodiments, a two-dimensional table can be pre-constructed to show the corresponding relationship between the power battery's over-discharge trend, SOC, and initial adjustment time. The horizontal axis of the two-dimensional table is the over-discharge trend, and the vertical axis is the SOC. The smaller the over-discharge trend, the shorter the adjustment time, and the lower the SOC, the shorter the adjustment time. This two-dimensional table can be pre-constructed using linear interpolation.

[0105] Among them, over-discharge trend = discharge capacity of the power battery + current working power of the fuel cell - (power required by the driver + power required by the accessory equipment).

[0106] Driver demand power = driver demand torque * drive motor speed / final reduction ratio / 9550. The driver demand torque can be determined based on the accelerator pedal position and vehicle speed. For example, a two-dimensional table can be pre-built between the accelerator pedal, vehicle speed, and driver demand torque. This table can be used to determine the current driver demand torque. The drive motor speed is reported by the drive motor control unit. This two-dimensional table can be pre-built using linear interpolation.

[0107] Accessory device power requirement = DCDC output power + high-voltage accessory power. DCDC output power is calculated from the DCDC output voltage and current, which are reported by the DCDC controller. High-voltage accessory power primarily includes the air conditioner compressor power and the high-voltage heater power.

[0108] When switching from high to low operating power, in some embodiments, a two-dimensional table can be pre-constructed to show the corresponding relationship between the power battery's overcharge tendency, SOC, and initial adjustment time. The horizontal axis of the two-dimensional table is the overcharge tendency, and the vertical axis is the SOC. The smaller the overcharge tendency, the shorter the adjustment time, and the lower the SOC, the shorter the adjustment time. This two-dimensional table can be pre-constructed using linear interpolation.

[0109] Among them, overcharging trend = charging capacity of the power battery - (current working power of the fuel cell - (power required by the driver + power required by the accessory equipment)).

[0110] The temperature coefficient can be obtained by the implementation method described in the above embodiment. When the temperature coefficient is 1 or 0, the corresponding duration correction coefficient is less than 1 and greater than 0. For example, the duration correction coefficient in this case can be pre-set, such as 0.8. In this case, it means that the adjustment duration needs to be shortened under high or low temperature conditions. For example, when switching from high working power to low working power, the switching duration is shortened. Similarly, when switching from low working power to high working power, the switching duration is also shortened. When the temperature coefficient is between 0 and 1, the duration correction coefficient can be 1, which means that the initial adjustment duration is not corrected.

[0111] For example, when the temperature coefficient is 0 or 1, the duration correction coefficient is 0.8; when the temperature coefficient is not 0 or 1, the duration correction coefficient is 1. If the initial adjustment duration is 10s and the duration correction coefficient is 0.8, the final adjustment duration is the initial adjustment duration * duration correction coefficient = 8s. This means that when it is determined that the current operating power is different from the target operating power, the timing is started. When the timing reaches 8s, the output power of the fuel cell is controlled and adjusted according to the target rate.

[0112] As an example, the process of determining the adjustment duration can be as follows: Figure 5As shown, for example, for the adjustment time of switching from low working power to high working power, or the adjustment time of switching from high working power to low working power, the initial adjustment time and the time correction coefficient can be determined according to the above method first, and then the initial adjustment time is multiplied by the time correction coefficient to obtain the final adjustment time.

[0113] In this implementation, the initial adjustment duration is determined based on the power battery's over-discharge or over-charge trend and SOC, ensuring proper control of power switching timing at different power levels. Secondly, the temperature coefficient is determined by the ambient temperature and the battery temperature, and a duration correction factor is calculated based on this coefficient to further correct the initial adjustment duration. This multi-dimensional dynamic adjustment mechanism effectively balances the power output stability of the fuel cell and the safety of the power battery under complex operating conditions, extending the life of the fuel cell stack and battery.

[0114] Please refer to Figure 6 , Figure 6 This is a structural block diagram of a fuel cell output power control device 200 provided in an embodiment of the present application. The output power control device 200 may be a module, program segment or code on an electronic device (such as the above-mentioned vehicle controller). It should be understood that the output power control device 200 is similar to the above-mentioned Figure 2 The method embodiment corresponds to the embodiment that can be executed Figure 2 The various steps involved in the method embodiment and the specific functions of the output power control device 200 can be found in the above description. To avoid repetition, detailed description is appropriately omitted here.

[0115] Optionally, the output power control device 200 includes: The power demand acquisition module 210 is used to obtain the current power demand of the fuel cell; an operating power determination module 220 for determining a target operating power closest to the current required power, wherein the fuel cell is configured with multiple operating powers; The power adjustment module 230 is used to adjust the output power of the fuel cell to the target operating power when the target operating power is different from the current operating power of the fuel cell and the adjustment time is met, wherein the adjustment time is determined according to the operating condition of the power battery.

[0116] Optionally, the power adjustment module 230 is configured to adjust the output power of the fuel cell to the target operating power according to a target rate, wherein the target rate is determined according to a vehicle operation index.

[0117] Optionally, the power adjustment module 230 is used to adjust the output power of the fuel cell to the target operating power according to a target rising rate when the target operating power is greater than the current operating power, wherein the target rising rate is determined based on at least one indicator among the discharge capacity of the power battery, the target operating power, the opening of the vehicle's accelerator pedal, the vehicle speed and the state of charge of the power battery, and the vehicle operation index includes at least one indicator among the discharge capacity of the power battery, the current required power, the opening of the vehicle's accelerator pedal, the vehicle speed and the state of charge of the power battery.

[0118] Optionally, the power adjustment module 230 is used to adjust the output power of the fuel cell to the target operating power according to a target decrease rate when the target operating power is less than the current operating power, wherein the target decrease rate is determined based on the difference between the current operating power and the target operating power, and the vehicle operation index includes the current operating power and the target operating power.

[0119] Optionally, the adjustment duration is determined according to the operating condition and temperature coefficient of the power battery, and the temperature coefficient is determined according to the ambient temperature and the temperature of the power battery.

[0120] Optionally, the adjustment duration is determined by: determining an initial adjustment duration according to an over-discharge trend or an over-charge trend of the power battery and a state of charge of the power battery; determining a temperature coefficient according to the ambient temperature and the temperature of the power battery; determining a duration correction factor based on the temperature coefficient; The initial adjustment duration is corrected according to the duration correction coefficient to obtain a final adjustment duration.

[0121] Optionally, the working power determination module 220 is used to determine a working power adjacent to the current working power of the fuel cell; if the difference between the current required power and the working power is less than the difference between the current required power and the current working power, the closest target working power is determined to be the working power.

[0122] It should be noted that those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working process of the system and device described above can refer to the corresponding process in the aforementioned method embodiment and will not be repeated here.

[0123] An embodiment of the present application further provides an electronic device that can integrate the output power control device of the fuel cell provided in the embodiment of the present application. Figure 7This is a schematic diagram of the structure of an electronic device provided by an embodiment of the present application. Figure 7 The electronic device includes: an input device 310, an output device 320, a memory 330, and one or more processors 340; the memory 3330 is used to store one or more programs; when the one or more programs are executed by the one or more processors 340, the one or more processors 340 implement the fuel cell output power control method provided in the above embodiment. The input device 310, the output device 320, the memory 330, and the processor 340 can be connected via a bus or other means. Figure 7 The bus connection is taken as an example.

[0124] The processor 340 executes the software programs, instructions, and modules stored in the memory 330 to perform various functional applications and data processing of the device, that is, to implement the above-mentioned fuel cell output power control method.

[0125] The electronic device provided above can be used to execute the output power control method of the fuel cell provided in the above embodiment, and has corresponding functions and beneficial effects.

[0126] An embodiment of the present application also provides a computer-readable storage medium, which includes a stored computer program; wherein, when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the output power control method of the fuel cell as described above, and can achieve the same beneficial effects.

[0127] Of course, the storage medium containing computer-executable instructions provided in an embodiment of the present application is not limited to the output power control method of the fuel cell described above, and can also execute related operations in the output power control method of the fuel cell provided in any embodiment of the present application.

[0128] The embodiments of the present application also provide a computer program product. The methods described in the various embodiments of the present application can be implemented in whole or in part through software, hardware, firmware, or any combination thereof. When implemented using software, they can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer programs or instructions. When the computer program or instructions are loaded and executed on a computer, the processes or functions described in the various embodiments of the present application are executed in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, a network device, a user device, or other programmable device.

[0129] The computer program or instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer program or instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired or wireless method. The computer-readable storage medium may be any available medium that can be accessed by a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium, such as a floppy disk, a hard disk, or a magnetic tape; an optical medium, such as a digital video disk; or a semiconductor medium, such as a solid-state drive. The computer-readable storage medium may be a volatile or non-volatile storage medium, or may include both volatile and non-volatile types of storage media.

[0130] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architectures, functions and operations of the devices, methods and computer program products according to the multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of the code, and the module, program segment or a part of the code contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions.

[0131] In addition, the functional modules in each embodiment of the present application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0132] If the functions are implemented in the form of software function modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for enabling an electronic device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0133] The foregoing is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included within the scope of protection of the present application. It should be noted that similar reference numerals and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined or explained in subsequent figures.

[0134] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

[0135] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

Claims

1. A method for controlling the output power of a fuel cell, characterized in that: The method comprises: Obtain the current required power of the fuel cell; determining a target operating power closest to the current required power, wherein the fuel cell is configured with multiple operating powers; When the target operating power is different from the current operating power of the fuel cell and an adjustment time is satisfied, the output power of the fuel cell is adjusted to the target operating power, wherein the adjustment time is determined according to the operating condition of the power battery.

2. The method according to claim 1, characterized in that The step of adjusting the output power of the fuel cell to the target operating power includes: The output power of the fuel cell is adjusted to the target operating power according to a target rate, wherein the target rate is determined according to a vehicle operation index.

3. The method according to claim 2, characterized in that The step of adjusting the output power of the fuel cell to the target operating power according to the target rate includes: When the target operating power is greater than the current operating power, the output power of the fuel cell is adjusted to the target operating power according to a target rising rate, wherein the target rising rate is determined based on at least one indicator among the discharge capacity of the power battery, the target operating power, the opening degree of the vehicle's accelerator pedal, the vehicle speed and the state of charge of the power battery, and the vehicle operation index includes at least one indicator among the discharge capacity of the power battery, the current required power, the opening degree of the vehicle's accelerator pedal, the vehicle speed and the state of charge of the power battery.

4. The method according to claim 2, characterized in that The step of adjusting the output power of the fuel cell to the target operating power according to the target rate includes: When the target operating power is less than the current operating power, the output power of the fuel cell is adjusted to the target operating power according to a target decrease rate, wherein the target decrease rate is determined based on the difference between the current operating power and the target operating power, and the vehicle operation index includes the current operating power and the target operating power.

5. The method according to claim 1, wherein The adjustment duration is determined according to the operating condition and temperature coefficient of the power battery, and the temperature coefficient is determined according to the ambient temperature and the temperature of the power battery.

6. The method according to claim 5, characterized in that The adjustment duration is determined as follows: determining an initial adjustment duration according to an over-discharge trend or an over-charge trend of the power battery and a state of charge of the power battery; determining a temperature coefficient according to the ambient temperature and the temperature of the power battery; determining a duration correction factor based on the temperature coefficient; The initial adjustment duration is corrected according to the duration correction coefficient to obtain a final adjustment duration.

7. The method according to claim 1, characterized in that The determining of the target operating power closest to the current required power includes: determining an operating power adjacent to a current operating power of the fuel cell; If the difference between the current required power and the operating power is smaller than the difference between the current required power and the current operating power, the closest target operating power is determined as the operating power.

8. A fuel cell output power control system, characterized in that: The system comprises: A vehicle controller, configured to execute the output power control method according to any one of claims 1 to 7; fuel cell engines; A fuel cell engine control unit, connected to the fuel cell engine and the vehicle controller, for adjusting the output power of the fuel cell according to a power request instruction sent by the vehicle controller; Power batteries; A battery management system, connected to the power battery and the vehicle controller, for collecting the operating conditions of the power battery and sending them to the vehicle controller; a hydrogen storage system connected to the fuel cell engine and configured to provide hydrogen energy to the fuel cell engine; A drive motor and a drive motor control unit, wherein the drive motor is connected to the drive motor control unit, and the drive motor control unit is connected to the vehicle controller.

9. An electronic device, characterized in that: include: A processor, a memory, and a bus, wherein the processor is connected to the memory via the bus, and the memory stores computer-readable instructions. When the computer-readable instructions are executed by the processor, the method for controlling the output power of a fuel cell according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, which, when executed by a server, implements the output power control method for a fuel cell according to any one of claims 1 to 7.

11. A computer program product, characterized in that The computer program product includes instructions, which, when executed by a computer, enable the computer to implement the output power control method of a fuel cell according to any one of claims 1 to 7.

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