A power control strategy and system for hydrogen fuel cell commercial vehicles

Abstract

The present invention discloses a power control strategy and system for a hydrogen fuel cell commercial vehicle, comprising the following steps: obtaining the SOC of the vehicle's power battery; judging the power output state of the fuel cell based on the power battery SOC, and selecting a corresponding control strategy according to the power output state of the fuel cell to adjust the vehicle's control power, wherein the power control strategy includes an economic mode and a power mode, and when the economic mode cannot meet the vehicle's power output state, the economic mode can automatically switch to the power mode; determining the output power based on the power control strategy, the present invention reduces energy waste, increases the service life of the fuel cell, and makes the power output distribution of the power battery and the fuel cell more reasonable, so that the vehicle can adapt to a variety of power-variable working conditions, alleviating the problem of shortened fuel cell life caused by the dynamic response of the fuel cell.

Description

Technical Field

[0001] The present invention belongs to the field of fuel cell charging and relates to a power control strategy and system for a hydrogen fuel cell commercial vehicle. Background Art

[0002] Fuel cells are currently being used in full swing, but there is a widespread contradiction between the speed of dynamic response characteristics and lifespan. When used in operating conditions where the power of the vehicle changes frequently, the fuel cell's rapid response to the vehicle's needs will greatly shorten the fuel cell's lifespan. Moreover, most vehicles currently use segmented constant power control, a strategy that cannot adapt well to rapid changes in vehicle power. Therefore, the power of the power battery is generally large, and the power of the power battery meets the variable power requirements of the vehicle, with the fuel cell operating at constant power as an auxiliary. However, using a power battery with a discharge capacity (power) that meets the needs of the vehicle will cause energy waste in fuel cell vehicles, and the power output distribution of the power battery and fuel cell is unreasonable. Therefore, a more reasonable and economical configuration is to use an energy system with available power that can cover the power of the power system. Summary of the Invention

[0003] The purpose of the present invention is to solve the problems in the prior art and provide a power control strategy and system for hydrogen fuel cell commercial vehicles. The power control strategy meets the needs of the entire vehicle by superimposing the power of the fuel cell on the discharge capacity of the power battery. A reasonable power strategy balances the contradiction between the dynamic response and life of the fuel cell.

[0004] In order to achieve the above object, the present invention adopts the following technical solutions:

[0005] A power control strategy for a hydrogen fuel cell commercial vehicle includes the following steps:

[0006] S1: Get the SOC of the vehicle's power battery;

[0007] S2: Determine the fuel cell power output state based on the power battery SOC, and select the corresponding control strategy according to the fuel cell power output state to adjust the vehicle control power;

[0008] The power control strategy includes an economic mode and a power mode. When the economic mode cannot meet the power output state of the vehicle, the economic mode can automatically switch to the power mode.

[0009] S3: Determine the output power according to the power control strategy.

[0010] A further improvement of the present invention is:

[0011] The step S2 comprises the following steps:

[0012] Set the power battery SOC threshold and determine the fuel cell power output status based on the vehicle's current SOC value;

[0013] The power battery SOC threshold includes a first threshold and a second threshold;

[0014] When the SOC value of the vehicle's power battery is less than a first threshold, the vehicle enters a charging mode, and the fuel cell charges the power battery according to the VCU request;

[0015] When the SOC value of the vehicle's power battery is greater than a second threshold, the vehicle operates in a pure electric state;

[0016] When the current SOC value of the power battery is between the first threshold and the second threshold, the vehicle selects the power mode or the economy mode.

[0017] The first threshold SOC is 30%.

[0018] The first threshold SOC is 70%.

[0019] In the economic mode, the vehicle power output includes six states, and the six states respectively meet the following conditions:

[0020] The first state satisfies Pm<Pbc<Pbd;

[0021] The second state satisfies Pm<Pbd<Pbc;

[0022] The third state satisfies Pbd<Pm<Pbc;

[0023] The fourth state satisfies Pbc<Pm<Pbd;

[0024] The fifth state satisfies Pbd<Pbc<Pm;

[0025] The sixth state satisfies Pbc<Pbd<Pm;

[0026] Among them, Pm represents the required power of the whole vehicle; Pbc represents the charging power of the power battery; and Pbd represents the discharging power of the power battery.

[0027] Among the six states of the economic model,

[0028] When the vehicle power output is in the first, second, third and fourth states, the fuel cell target power Pfcu is charged according to the power request that the power battery can be charged, that is, Pfcu = Pbc;

[0029] When the vehicle power output is in the fifth and sixth states, the relationship between Pbc+Pbd and Pm is determined. If Pbc+Pbd>Pm, the fuel cell target power is charged according to the power request that the power battery can be charged, that is, Pfcu=Pbc.

[0030] If Pbc+Pbd<Pm, then the fuel cell power request according to the power battery charging power can no longer meet the vehicle's needs, and the system switches to power mode.

[0031] In the power mode, the vehicle power output includes two states, and the two states respectively meet the following conditions:

[0032] When Pm>Pbd, the system enters the first state, where the fuel cell operates according to power following and provides power in addition to the power battery, i.e., Pfcu=Pm-Pbd;

[0033] When Pm<Pbd, the fuel cell target power adopts the average power mode for charging.

[0034] The power modes include:

[0035] When Pm<Pbd and SOC is less than the first threshold, the fuel cell target power satisfies Pfcu=(Pm1×ΔS1+Pm2×ΔS2) / (ΔS1+ΔS2);

[0036] When Pm<Pbd, and SOC is greater than the second threshold, the fuel cell target power satisfies Pfcu=[(Pm1×ΔS1+Pm2×ΔS2) / (ΔS1+ΔS2)]×50%;

[0037] Among them, Pm1 and ΔS1 represent the initial motor average power and mileage read by the VCU when entering the power mode, respectively; Pm2 and ΔS2 represent the average power and mileage calculated every 5% change in SOC starting from the moment Pm1 and ΔS1 are read.

[0038] The power calculation method in the average power mode is:

[0039] The VCU reads the initial driving average power Pm1 and ΔS1;

[0040] The VCU monitors the vehicle's SOC value SOC1 and accumulated mileage S1 at this time, and continuously monitors the SOC value SOC2 and accumulated mileage S2;

[0041] When SOC1-SOC2=5%, calculate the average driving power Pm2 and mileage ΔS2 within the ΔSOC interval;

[0042] During the cycle when the fuel cell is not shut down, the average power Pm2 and mileage ΔS2 of the interval are calculated every time the SOC changes by 5%, and these are used as the initial values for the next reading of Pm1 and ΔS1.

[0043] A power control system for a hydrogen fuel cell commercial vehicle, comprising a SOC acquisition module, a control strategy selection module, and a power output module;

[0044] SOC acquisition module, used to obtain the SOC of the vehicle's power battery;

[0045] A control strategy selection module determines the fuel cell power output state based on the power battery SOC and selects a corresponding control strategy based on the fuel cell power output state to adjust the vehicle control power. The power control strategy includes an economy mode and a power mode. When the economy mode cannot meet the vehicle power output state, the economy mode can automatically switch to the power mode.

[0046] The power output module is used to determine the output power according to the power control strategy.

[0047] Compared with the prior art, the present invention has the following beneficial effects:

[0048] The present invention discloses a power control strategy for hydrogen fuel cell commercial vehicles. The strategy combines the fuel cell and the power battery, adjusts the requested power of the fuel cell in real time according to the SOC value, meets the power demand of the entire vehicle, and enables the available power of the power battery plus the available power of the fuel cell to cover the maximum power of the entire vehicle power system. This reduces energy waste, alleviates the problem of shortened fuel cell life caused by the dynamic response of the fuel cell, and increases the service life of the fuel cell. The power output distribution of the power battery and the fuel cell is more reasonable, allowing the vehicle to adapt to a variety of power-variable working conditions.

[0049] Furthermore, the present invention requests fuel cell power based on the relationship between the vehicle's required power and the power capabilities of the power battery and fuel cell. In the economy mode, a constant power request is made, which is beneficial to prolonging the life of the fuel cell.

[0050] Furthermore, in the power mode, the present invention only needs to compare the power required by the entire vehicle with the power that the power battery can provide. When the power demand of the entire vehicle is greater than the power that the power battery can provide, the fuel cell power compensates, which can both meet the needs of the vehicle and avoid energy waste. When the power battery can provide the power required by the entire vehicle, the fuel cell operates according to the average power consumption to supplement the power consumption of the power battery as soon as possible, ensuring the relative stability of the fuel cell power change range. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention 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 paying any creative work.

[0052] Figure 1 It is a structural schematic diagram of the present invention. DETAILED DESCRIPTION

[0053] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0054] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort shall fall within the scope of protection of the present invention.

[0055] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0056] In the description of the embodiments of the present invention, it should be noted that if the terms "upper," "lower," "horizontal," "inner," etc. appear, the orientation or positional relationship indicated is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the inventive product is typically placed when in use. These terms are merely for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first," "second," etc. are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0057] In addition, if the term "horizontal" appears, it does not mean that the component must be absolutely horizontal, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0058] In the description of the embodiments of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0059] The present invention is described in further detail below with reference to the accompanying drawings:

[0060] See also Figure 1 The present invention discloses a power control strategy for a hydrogen fuel cell commercial vehicle. The strategy uses a power battery with available power less than the maximum power system power. The power battery and fuel cell available power combined can cover the maximum power system power of the vehicle. Fuel cell power request control regulates the available power of the vehicle's energy system to meet operational requirements.

[0061] This invention requests fuel cell power based on the relationship between the vehicle's required power and the power capabilities of the power supply system (power battery and fuel cell). Specifically, it is divided into power mode and economy mode. Economy mode maintains FCU power stability as much as possible, with a constant power request and fuel cell power output, which helps extend fuel cell life. In power mode, a fuel cell power following strategy is adopted to meet the vehicle's power requirements.

[0062] Get the vehicle power battery SOC;

[0063] After the vehicle enters the Ready state, the VCU requests motor torque based on the driver's throttle position and calculates the required drive motor power (Pm) = [Tmot (Nm) × N (rpm)] / 9550, where Tmot is the actual motor torque and N is the motor speed. The VCU also monitors the battery's real-time discharge current (ID) and charge current (IC), as well as the battery voltage (V), and calculates the battery's real-time discharge and charge powers (Pbd) = [V(v) × ID(A) / 1000] and Pbc = [V(v) × IC(A) / 1000].

[0064] The fuel cell power output state is determined based on the power battery SOC. The corresponding control strategy is selected according to the vehicle's power output state to adjust the fuel cell's requested power to adjust the vehicle's control power.

[0065] The power control strategy includes an economic mode and a power mode. When the economic mode cannot meet the power output state of the vehicle, the economic mode can automatically switch to the power mode.

[0066] In the embodiment of the present invention, the first threshold is 30% and the second threshold is 70%.

[0067] At this time, if the vehicle's power battery is at low power, that is, SOC>70%, the vehicle enters pure electric mode;

[0068] At this time, if the vehicle's power battery is at low power, that is, SOC < 30%, the vehicle's power is limited and it enters the charging mode first. The VCU requests the fuel cell to charge the vehicle at rated power.

[0069] When the vehicle's SOC meets the fuel cell start-up conditions, i.e., 30% ≤ SOC ≤ 70%, the vehicle has no faults, the fuel cell switch is turned on, and the fuel cell has no faults, the fuel cell is turned on and operates according to the requested power sent by the vehicle's VCU.

[0070] When energy is fed back, the battery's recharging capacity is reserved as much as possible. The fuel cell's requested power is the battery's real-time rechargeable power minus the braking feedback power.

[0071] When the SOC of the whole vehicle meets the fuel cell start-up conditions, that is, 30%≤SOC≤70%, the present invention discloses a specific embodiment, that is, when 30%≤SOC≤85%, the operation of the whole vehicle is divided into two modes, economic mode and power mode. Among them, in the economic mode, the fuel cell is at constant power operation as much as possible according to different working conditions. In the power mode, the power demand of the whole vehicle is met first, and the fuel cell is operated except for the power following mode.

[0072] The power generated by the fuel cell has two destinations: one is to drive the motor, and the other is to charge the battery. That is, Pm + Pbc determines the upper limit of the fuel cell power, that is, the fuel cell target power Pfcu < Pm + Pbc. Since the available power of the power battery disclosed in the embodiment of the present invention is less than the maximum power of the power system, the available power of the power battery plus the available power of the fuel cell can cover the maximum power of the entire vehicle power system. This can be expressed as Pm < Pfcu + Pbd.

[0073] It can be further obtained that Pm-Pbd<Pfcu<Pm+Pbc, that is, the fuel cell power must be able to supplement the part of the driving power that the power battery cannot provide, and at the same time it must not exceed the battery charging capacity outside of driving; when the whole vehicle is in economic mode, the fuel cell should operate at rated power as much as possible.

[0074] Economic Model

[0075] In economic mode, the priority is to maintain a stable output of fuel cell power while also meeting the power requirements of the entire vehicle. Therefore, in economic mode, the target power of the fuel cell is determined based on the relationship between Pm, Pbd, and Pbc. In economic mode, the FCU power is kept as stable as possible, with a constant power request. Constant power output of the fuel cell is beneficial to extending the life of the fuel cell.

[0076] See also Figure 1 In the economic mode, there are six satisfying relationships among the vehicle's required power Pm, the battery's dischargeable power Pbd, and the battery's chargeable power Pbc:

[0077] The first state satisfies Pm<Pbc<Pbd;

[0078] The second state satisfies Pm<Pbd<Pbc;

[0079] The third state satisfies Pbd<Pm<Pbc;

[0080] The fourth state satisfies Pbc<Pm<Pbd;

[0081] The fifth state satisfies Pbd<Pbc<Pm;

[0082] The sixth state satisfies Pbc<Pbd<Pm;

[0083] For the first to third types, the battery rechargeable power (Pbc) is greater than the motor's required power (Pm). In this case, the fuel cell target power is based on the battery rechargeable power request, i.e., Pfcu = Pbc. The SOC range of 30% to 85% is a relatively efficient and healthy operating range for power batteries. When the power battery has no major faults, its charging current and voltage are relatively stable. Therefore, the fuel cell can meet the constant fuel cell power demand according to the battery rechargeable power request, while also taking into account the vehicle's power requirements, without causing battery overcharging.

[0084] In the fourth state, the battery charging power is less than the required power of the vehicle, but the driving power of the power battery alone can meet the power demand of the vehicle, and the fuel cell target power can still be requested according to Pfcu=Pbc.

[0085] In the fifth and sixth states, the motor power demand is the largest in these two cases. Furthermore, in these two cases, if Pbd+Pbc>Pm, the fuel cell requests power according to the power battery charging capacity, that is, Pfcu=Pbc, and combined with the power battery, it can fully meet the needs of the entire vehicle.

[0086] If Pbd+Pbc>Pm is not true, the fuel cell power request according to the battery charging capacity can no longer meet the needs of the entire vehicle. At this time, the vehicle will operate according to the power mode power following.

[0087] Power Mode

[0088] In power mode, vehicle power demand is prioritized, so only the vehicle's power demand is compared with the power the battery can provide. The fuel cell does not consider constant power at this time, but instead strives to make up for the power shortfall in the battery as much as possible, following a power-following mode.

[0089] When running in power mode, if the vehicle driving power Pm>Pbd, the fuel cell operates according to the power following, providing power other than the power battery. The FCU target power Pfcu=the vehicle's real-time driving demand power Pm-the battery's dischargeable power Pbd.

[0090] When the vehicle is in power mode and the driving power Pm is less than Pbd, the target power of the fuel cell adopts the average power mode, that is, the FCU target power Pfcu = (Pm1×ΔS1+Pm2×ΔS2) / (ΔS1+ΔS2), where Pm1 and ΔS1 are the initial motor average power and mileage read by the VCU when entering the power mode; Pm2 and ΔS2 are the average power and mileage calculated every 5% change in SOC starting from the moment Pm1 and ΔS1 are read.

[0091] When the vehicle driving power Pm is less than Pbd and the SOC is less than 70% during power mode operation, Pfcu = (Pm1×ΔS1+Pm2×ΔS2) / (ΔS1+ΔS2);

[0092] When SOC>70%, Pfcu=[(Pm1×ΔS1+Pm2×ΔS2) / (ΔS1+ΔS2)]×50%.

[0093] Among them, the default initial value is set when the new vehicle is not in operation (Pm1: 20Kw, ΔS1: 10km. I have set the initial value as the calibration value. The offline inspection equipment writes the default value when different models are offline). For the vehicle that has been in operation, it is the average power of the vehicle before the last fuel cell shutdown, as well as the mileage.

[0094] The core of the power mode prioritizes ensuring the power required by the entire vehicle. When the vehicle demand is greater than the power that the power battery can provide, the fuel cell power compensates. When the power battery can provide the power required by the entire vehicle, the fuel cell operates according to the average power consumption to supplement the power consumption of the power battery as soon as possible. The advantage of this request method is that the fuel cell power is relatively stable within the 5% SOC change range compared to the power following method.

[0095] The embodiment of the present invention discloses a method for calculating average power when operating in power mode:

[0096] The fuel cell is started and the driver operates the vehicle to select the power mode. At this time, the VCU reads the initial driving average power Pm1 and ΔS1 stored in the controller;

[0097] At the same time, the VCU monitors the vehicle's SOC value SOC1 and accumulated mileage S1 at this time; the VCU continues to monitor the SOC value SOC2 and accumulated mileage S2;

[0098] When SOC1-SOC2=5%, calculate the average driving power Pm2 and mileage ΔS2 within the ΔSOC interval;

[0099] During the cycle in which the fuel cell is not shut down, the VCU continuously monitors the SOC value and the accumulated mileage S in real time. The average power Pm2 and the mileage ΔS2 of the interval are calculated every time the SOC changes by 5%. That is, the average driving power Pm2 and the mileage ΔS2 are updated every 5% SOC change during the cycle in which the fuel cell is not shut down.

[0100] As long as the VCU sends a fuel cell shutdown command, the current average driving power Pm2 and mileage ΔS2 are written into the VCU hardware storage to overwrite Pm1 and ΔS1, which serve as the initial values of Pm1 and ΔS1 for the next reading.

[0101] The embodiment of the present invention discloses a power control system for a hydrogen fuel cell commercial vehicle, comprising a SOC acquisition module, a control strategy selection module, and a power output module;

[0102] SOC acquisition module, used to obtain the SOC of the vehicle's power battery;

[0103] A control strategy selection module determines the power output state of the fuel cell based on the power battery SOC and selects a corresponding control strategy based on the power output state of the fuel cell to adjust the vehicle control power. The power control strategy includes an economy mode and a power mode. When the economy mode cannot meet the vehicle power output state, the economy mode can automatically switch to the power mode.

[0104] The power output module is used to determine the output power according to the power control strategy.

[0105] It should be noted that in the embodiment of the present invention, the charging current and voltage of the power battery are relatively stable when there is no major fault. Therefore, the fuel cell can meet the constant power demand of the fuel cell according to the battery's rechargeable power request, while taking into account the power demand of the entire vehicle without causing battery overcharging. Therefore, in the economic mode, the fuel cell can meet the relatively stable power request.

[0106] In the various operating conditions disclosed in this invention, at least one of the power battery or the fuel cell (when requesting power based on battery charging capacity) can meet the vehicle's overall power requirements. In the prior art, however, neither the power battery nor the fuel cell alone can meet the vehicle's overall power requirements.

[0107] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A power control strategy for a hydrogen fuel cell commercial vehicle, characterized in that: The following steps are involved: S1: Get the SOC of the vehicle's power battery; S2: Determine the fuel cell power output state based on the power battery SOC, and select the corresponding control strategy according to the fuel cell power output state to adjust the vehicle control power; The power control strategy includes an economic mode and a power mode. When the economic mode cannot meet the power output state of the vehicle, the economic mode can automatically switch to the power mode. S3: Determine the output power according to the power control strategy; In the power mode, the vehicle power output includes two states, and the two states respectively meet the following conditions: When Pm>Pbd, the fuel cell operates according to power following and provides power in addition to the power battery, that is, Pfcu=Pm-Pbd, where Pm represents the required power of the vehicle; Pbd represents the power battery discharge power; and Pfcu represents the target power of the fuel cell. When Pm<Pbd, the fuel cell target power adopts average power mode for charging; The power modes include: When Pm<Pbd and SOC is less than the first threshold, the fuel cell target power satisfies Pfcu=(Pm1×ΔS1+Pm2×ΔS2) / (ΔS1+ΔS2); When Pm<Pbd and SOC is greater than the second threshold, the fuel cell target power satisfies Pfcu =[(Pm1×ΔS1+Pm2×ΔS2) / (ΔS1+ΔS2)]×50%; Among them, Pm1 and ΔS1 represent the initial motor average power and mileage read by the VCU when entering the power mode; Pm2 and ΔS2 represent the average power and mileage calculated every 5% change in SOC starting from the moment Pm1 and ΔS1 are read.

2. A power control strategy for a hydrogen fuel cell commercial vehicle according to claim 1, characterized in that: The step S2 comprises the following steps: Set the power battery SOC threshold and determine the fuel cell power output status based on the vehicle's current SOC value; The power battery SOC threshold includes a first threshold and a second threshold; When the SOC value of the vehicle's power battery is less than a first threshold, the vehicle enters a charging mode, and the fuel cell charges the power battery according to the VCU request; When the SOC value of the vehicle's power battery is greater than a second threshold, the vehicle operates in a pure electric state; When the current SOC value of the power battery is between the first threshold and the second threshold, the vehicle selects the power mode or the economy mode.

3. A power control strategy for a hydrogen fuel cell commercial vehicle according to claim 2, characterized in that: The first threshold SOC is 30%.

4. A power control strategy for a hydrogen fuel cell commercial vehicle according to claim 3, characterized in that: The first threshold SOC is 70%.

5. A power control strategy for a hydrogen fuel cell commercial vehicle according to claim 1, characterized in that: In the economic mode, the vehicle power output includes six states, and the six states respectively meet the following conditions: The first state satisfies Pm<Pbc<Pbd; The second state satisfies Pm<Pbd<Pbc; The third state satisfies Pbd<Pm<Pbc; The fourth state satisfies Pbc<Pm<Pbd; The fifth state satisfies Pbd<Pbc<Pm; The sixth state satisfies Pbc<Pbd<Pm; Among them, Pm represents the required power of the whole vehicle; Pbc represents the charging power of the power battery; and Pbd represents the discharging power of the power battery.

6. A power control strategy for a hydrogen fuel cell commercial vehicle according to claim 5, characterized in that: Among the six states of the economic model, When the vehicle power output is in the first, second, third and fourth states, the fuel cell target power Pfcu is charged according to the power request that the power battery can be charged, that is, Pfcu=Pbc; When the vehicle power output is in the fifth and sixth states, the relationship between Pbc+Pbd and Pm is determined. If Pbc+Pbd>Pm, the fuel cell target power is charged according to the power request that the power battery can be charged, that is, Pfcu=Pbc. If Pbc+Pbd<Pm, then the fuel cell power request according to the power battery charging power can no longer meet the vehicle's needs, and the system switches to power mode.

7. A power control strategy for a hydrogen fuel cell commercial vehicle according to claim 1, characterized in that: The power calculation method in the average power mode is: The VCU reads the initial driving average power Pm1 and ΔS1; The VCU monitors the vehicle's SOC value SOC1 and accumulated mileage S1 at this time, and continuously monitors the SOC value SOC2 and accumulated mileage S2; When ΔSOC=SOC1-SOC2=5%, calculate the average power Pm2 and mileage ΔS2 within the ΔSOC range; During the cycle when the fuel cell is not shut down, the average power Pm2 and mileage ΔS2 in the ΔSOC interval are calculated every time the SOC changes by 5%, and these are used as the initial values for the next reading of Pm1 and ΔS1.

8. The control system for a hydrogen fuel cell commercial vehicle power control strategy according to claim 1, characterized in that: Including SOC acquisition module, control strategy selection module and power output module; SOC acquisition module, used to obtain the SOC of the vehicle's power battery; A control strategy selection module determines the fuel cell power output state based on the power battery SOC and selects a corresponding control strategy based on the fuel cell power output state to adjust the vehicle control power. The power control strategy includes an economy mode and a power mode. When the economy mode cannot meet the vehicle power output state, the economy mode can automatically switch to the power mode. The power output module is used to determine the output power according to the power control strategy.

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