Hydrogen electric vehicle power-off method, power domain controller, medium and product

Abstract

The application provides a hydrogen electric power automobile power-off method, a power domain controller, a medium and a product. The method applied to the power domain controller comprises the following steps: when the whole vehicle is in high-voltage power-on, determining whether the whole vehicle meets a multi-system power-off condition according to the working state of the power domain controller and system states sent by a battery management system (BMS), a fuel cell system and a whole vehicle peripheral system; in the case that the whole vehicle meets an emergency power-off demand, sending an emergency power-off instruction for emergency power-off to the BMS and a fuel cell controller (FCU) respectively; in the case that the whole vehicle meets a non-emergency power-off demand, sending an instruction for controlling the power battery pack of the BMS to power off to the BMS; and sending a power-off preparation instruction for controlling the fuel cell system to perform a power-off preparation operation to the FCU; in the case that it is determined that the FCU performs the corresponding power-off preparation operation, sending a power-off instruction to the FCU, so that the FCU controls the fuel cell system to power off.

Description

Technical Field

[0001] This application relates to the field of hydrogen electric technology, and in particular to a method for powering down a hydrogen electric vehicle, a power domain controller, a medium, and a product. Background Technology

[0002] Hydrogen fuel, with its advantages of light weight, high energy density, zero emissions, no pollution, and recyclability, has become one of the main power development directions for future new energy vehicles, widely recognized in the industry. However, there are not many cases of hydrogen-electric technology being used in passenger vehicles, resulting in many core functions and control strategies being immature and failing to form a platform-based strategy. Each OEM (Original Equipment Manufacturer) designs and develops according to its own understanding, leading to repeated problems, low reuse rates, and a significant waste of human and material resources. Summary of the Invention

[0003] This application provides an improved power-off method, power domain controller, medium, and product for a hydrogen-electric vehicle.

[0004] This application provides a method for discharging electricity from a hydrogen-electric vehicle. The hydrogen-electric vehicle includes a power domain controller, a fuel cell system, and a battery management system. The fuel cell system includes a fuel cell controller. The power domain controller is bidirectionally connected to the fuel cell controller, the battery management system, and the vehicle's peripheral systems. The method is applied to the power domain controller and includes:

[0005] When the vehicle is powered on with high voltage, the system determines whether the vehicle meets the conditions for power-off of multiple systems based on the working status of the power domain controller and the system status sent by the battery management system, the fuel cell system and the vehicle peripheral system.

[0006] When the vehicle meets the emergency power-down requirements of the multi-system power-down conditions, emergency power-down commands for emergency power-down are sent to the battery management system and the fuel cell controller respectively.

[0007] When the vehicle meets the non-emergency power-down requirements of the multi-system power-down conditions, a command is sent to the battery management system to control the power battery pack of the battery management system to power down; and a power-down preparation command is sent to the fuel cell controller to control the fuel cell system to perform power-down preparation operations.

[0008] If it is determined that the fuel cell controller is to perform the corresponding power-down preparation operation, a power-down command is sent to the fuel cell controller so that the fuel cell controller controls the fuel cell system to power down.

[0009] Furthermore, the power-down preparation command includes multiple power-down preparation commands;

[0010] Sending a power-down preparation command to the fuel cell controller to control the fuel cell system to perform a power-down preparation operation includes:

[0011] Send a current power-down preparation command to the fuel cell controller so that the fuel cell controller performs the corresponding power-down preparation operation after receiving the current power-down preparation command;

[0012] Upon receiving a completion status feedback when the corresponding power-down preparation operation is completed in response to the current power-down preparation command, the next power-down preparation command is sent to the fuel cell controller so that the fuel cell controller performs the corresponding power-down preparation operation upon receiving the next power-down preparation command, until all power-down preparation commands are sent to the fuel cell controller so that the fuel cell controller receives a completion status feedback when the corresponding power-down preparation operation is completed in response to all power-down preparation commands.

[0013] Furthermore, the plurality of power-down preparation commands sequentially include at least two of the following: a load reduction command, a purging command, an oxygen-consuming discharge command, and a command to stop the operation of high-voltage devices.

[0014] Sending a power-down preparation command to the fuel cell controller to control the fuel cell system to perform a power-down preparation operation includes:

[0015] If the system status of the fuel cell controller indicates that the fuel cell system needs to reduce load, a load reduction command is sent to the fuel cell controller so that the fuel cell controller can perform a system load reduction operation after receiving the load reduction command;

[0016] When the load reduction completion status is received from the power domain controller, and the system status of the fuel cell controller is that the fuel cell system needs to be purged, the purging command is sent to the fuel cell controller so that the fuel cell controller can perform the purging operation after receiving the purging command.

[0017] When the purging completion status is received from the power domain controller, and the system status of the fuel cell controller is received as the fuel cell system requires oxygen consumption, the oxygen consumption discharge command is sent to the fuel cell controller so that the fuel cell controller can perform the oxygen consumption operation after receiving the oxygen consumption discharge command.

[0018] Upon receiving the oxygen consumption completion status feedback from the power domain controller, the system sends a stop high-voltage device operation command to the fuel cell controller. This causes the fuel cell controller to stop the operation of each high-voltage device in the fuel cell system after receiving the stop high-voltage device operation command, and to provide real-time feedback on the high-voltage operation status to the power domain controller.

[0019] Furthermore, determining that the fuel cell controller performs the corresponding power-down preparation operation includes:

[0020] The system receives a feedback signal from the fuel cell controller in response to the power-down preparation command; or, within a timeout period after sending the power-down preparation command, no feedback signal from the fuel cell controller in response to the power-down preparation command is received.

[0021] Furthermore, sending a power-down command to the fuel cell controller to cause the fuel cell controller to control the fuel cell system to power down includes:

[0022] A command is sent to the fuel cell controller to control the high-voltage relay of the fuel cell system to disconnect; so that the fuel cell controller controls the high-voltage relay of the fuel cell system to de-energize.

[0023] When it is determined that the high-voltage relay of the fuel cell system is disconnected, a command is sent to the fuel cell controller to control the low-voltage relay of the fuel cell system to disconnect, so that the fuel cell controller controls the low-voltage relay of the fuel cell system to de-energize.

[0024] Furthermore, determining that the high-voltage relay of the fuel cell system is disconnected includes:

[0025] The system receives a feedback signal indicating that the high-voltage relay of the fuel cell system has been disconnected; or, within a timeout period after sending the command to disconnect the high-voltage relay, no feedback signal is received regarding the command to disconnect the high-voltage relay.

[0026] Furthermore, sending a power-down command to the fuel cell controller to cause the fuel cell controller to control the fuel cell system to power down includes:

[0027] A command to stop the operation of low-pressure devices is sent to the fuel cell controller, so that the fuel cell controller, upon receiving the command, executes the operation to stop the operation of each low-pressure device in the fuel cell system; and the low-pressure operating status is fed back to the power domain controller in real time.

[0028] When the low-voltage operating state is received as "stop working", the low-voltage relay of the power domain controller is controlled to stop supplying low-voltage power to the vehicle peripheral system, so that the vehicle enters sleep mode.

[0029] Furthermore, meeting the non-emergency power-down requirements of the aforementioned multi-system power-down conditions includes:

[0030] A non-emergency fault is detected in the vehicle; or, a power-down signal reflecting the driver's intention to power off is acquired in real time.

[0031] Furthermore, after determining whether the vehicle's state meets the multi-system power-down conditions based on the operating state of the power domain controller and the system state, the method further includes:

[0032] If the vehicle does not meet the conditions for multiple system power-off, and the system status of the fuel cell system is monitored to meet the conditions for single system power-off, a power-off command is sent to the fuel cell controller so that the fuel cell controller controls the fuel cell system to power off.

[0033] This application provides a power domain controller, including one or more processors, for implementing the method described in any of the preceding claims.

[0034] This application provides a computer-readable storage medium having a program stored thereon that, when executed by a processor, implements the method described in any of the preceding claims.

[0035] This application provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the method described in any of the preceding claims.

[0036] In some embodiments, the power-off method for the hydrogen-electric vehicle of this application, in the aforementioned hydrogen-electric system configuration, uses a power domain controller as the arbitrator of all functions, while the fuel cell controller in the fuel cell system is considered one of the actuators. The battery management system, fuel cell system, and vehicle peripheral systems send system status data to the power domain controller. After receiving the status data signals from all peripheral systems within its domain, the power domain controller performs logical operations and determines whether the vehicle meets the multi-system power-off conditions. It then arbitrates and sends instructions to the battery management system and fuel cell controller. Upon receiving the instructions from the power domain controller, each system controller executes the corresponding response action. This unified power-off process improves reusability, preventing developers from developing according to their own understanding, thus avoiding recurring problems and significantly reducing development costs. Attached Figure Description

[0037] Figure 1 The diagram shown is a topology diagram of the hydrogen-electric system in a hydrogen-electric vehicle according to an embodiment of this application.

[0038] Figure 2 The diagram shown is a flowchart of the power-off method for a hydrogen-electric vehicle provided in an embodiment of this application;

[0039] Figure 3 As shown Figure 2 The flowchart illustrates an application example of the power-off method for hydrogen-electric vehicles.

[0040] Figure 4 The diagram shown is a block diagram of the power domain controller provided in an embodiment of this application. Detailed Implementation

[0041] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with one or more embodiments of this specification. Rather, they are merely examples of apparatuses and methods consistent with some aspects of one or more embodiments of this specification as detailed in the appended claims.

[0042] It should be noted that the steps of the corresponding methods are not necessarily performed in the order shown and described in this specification in other embodiments. In some other embodiments, the methods may include more or fewer steps than described in this specification. Furthermore, a single step described in this specification may be broken down into multiple steps in other embodiments; and multiple steps described in this specification may be combined into a single step in other embodiments.

[0043] This application provides a power-off method, power domain controller, medium, and product for a hydrogen-powered electric vehicle. The application will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the features of the following embodiments and implementations can be combined with each other.

[0044] The hydrogen-electric vehicles mentioned in this article generally refer to vehicles equipped with hydrogen-electric technology, in which hydrogen fuel cells and on-board power battery packs form a multi-energy system. These vehicles include hybrid new energy vehicles and other vehicles that use on-board power batteries as the main power source or one of the power sources. Specifically, they can be sedans, SUVs (sport utility vehicles), MPVs (multi-Purpose Vehicles), off-road vehicles, pickup trucks, or other power-driven non-rail-borne vehicles.

[0045] The battery management system and vehicle peripheral systems described in this manual have the conventional structure and functions of vehicles currently on the market (such as the structure, operation mode, and interface of the power battery pack in the battery management system), and will not be described in detail here.

[0046] The core of hydrogen-electric technology lies in the hydrogen fuel cell, a power generation device that directly converts the chemical energy of hydrogen and oxygen into electrical energy. Its basic principle is the reverse reaction of water electrolysis. Hydrogen and oxygen are supplied to the anode and cathode, respectively. Hydrogen diffuses outward through the anode and reacts with the electrolyte, releasing electrons that travel through an external load to the cathode. Hydrogen fuel, with its advantages of light weight, high energy density, zero emissions, no pollution, and recyclability, has become one of the main power development directions for future new energy vehicles, widely recognized in the industry. However, there are few cases of hydrogen-electric technology being used in passenger vehicles, resulting in many core functions and control strategies being immature and failing to form a platform-based solution. Each OEM (Original Equipment Manufacturer) designs and develops its own solutions, lacking reference value and leading to recurring problems and low reuse rates, significantly wasting human and material resources and hindering industry-wide growth. This includes the electrification strategy for hydrogen-electric vehicles.

[0047] To address the aforementioned technical issues, this specification provides a method for discharging electricity from a hydrogen-powered electric vehicle.

[0048] In a hydrogen-electric vehicle, the power domain controller acts as the arbiter of all functions, while the fuel cell controller in the fuel cell system acts as one of the actuators. The power domain controller receives status data signals from all peripheral systems within the hydrogen-electric vehicle's domain, performs logical judgments, and sends commands to each fuel cell controller and battery management system to control them to respond to the corresponding commands and achieve power-off of the hydrogen-electric system.

[0049] Figure 1 The diagram shown is a topology diagram of the hydrogen-electric system in a hydrogen-electric vehicle according to an embodiment of this application.

[0050] like Figure 1 As shown, the hydrogen-electric vehicle includes a power domain controller 100, a fuel cell system, and a battery management system. The power domain controller is the core control unit of the hydrogen-electric vehicle, and it has bidirectional communication connections with the fuel cell controller, the battery management system, and the vehicle's peripheral systems for information exchange. It processes the information received from the fuel cell controller to implement the power-off method for the hydrogen-electric vehicle provided in this application, thereby achieving vehicle control.

[0051] The aforementioned power domain controller is a control module in hydrogen-electric vehicles and an important component of their control systems. By interacting with key components such as the vehicle's fuel cell controller, battery management system, and other peripheral systems, the power domain controller monitors these components, controls the power supply to the hydrogen-electric system, and thus improves the performance of the hydrogen-electric vehicle.

[0052] The fuel cell system includes a fuel cell controller 200, which controls the power-off of the fuel cell system and is communicatively connected to the power domain controller 100.

[0053] The fuel cell system in the hydrogen-electric system also includes a fuel cell and a BOP (Balance of Plant, auxiliary system). The BOP auxiliary system includes an air supply system, a hydrogen supply system, a hydrothermal management system, and an electrical system. The air supply system provides oxygen to the fuel cell to ensure the reaction proceeds, and includes an air compressor 11, a back pressure valve, a humidity control valve 12, an air main valve 13, and an air filter. The hydrogen supply system provides hydrogen to the fuel cell, circulates hydrogen in the fuel cell hydrogen pipeline, improves hydrogen utilization, and removes liquid water from the anode; it includes a hydrogen circulation pump 21 and a throttle valve 22. The hydrothermal management system provides a suitable operating temperature for the fuel cell controller, and includes a water pump 31 and a PCT (Positive Temperature Coefficient, heater). The electrical system provides the required voltage for the entire vehicle and the electrical energy required by components, and includes a first converter, such as a DCF converter (DC Converter for Fuel Cell). EV); second converter, such as DCL converter (DCL is responsible for converting high voltage power to 12V / 24V low voltage power required by system components); fuel cell inspection module 41, etc.

[0054] Continue as Figure 1 As shown, the fuel cell controller is connected to the fuel cell inspection module 41 via the first CAN bus (CAN0 in the figure). The fuel cell inspection module 41 is used to collect the individual fuel cell voltage (or total stack voltage) signal and send it to the fuel cell system controller. By checking the individual cell voltage signal, the operating status of the fuel cell is determined and corresponding control operations are performed.

[0055] The fuel cell controller is connected to the power domain controller via the second CAN bus (CAN1 in the figure) and PCAN, and is used to interact with the power domain controller, receive electrical signals from the power domain controller, or send electrical signals of the fuel cell system to the power domain controller.

[0056] The fuel cell controller is connected to the components in the BOP auxiliary system and the HMS (Hydrogen Management System) via the third CAN bus (CAN2 in the figure) to control the power-off of the fuel cell system and the power-off status feedback.

[0057] The fuel cell controller obtains the flashing file of the fuel cell controller through the fourth CNA bus (CAN3 in the figure), which is used to flash the software required for the whole vehicle to control the normal operation of the whole vehicle.

[0058] In this embodiment, the power domain controller is not a directly global controller, but rather interacts with other systems such as the battery management system and fuel cell controller to understand their respective states. Then, based on the system states sent by the battery management system, fuel cell system, and vehicle peripheral systems, it performs the next step of power-down control. In this way, the power domain controller can control the flow of each node in the power-down process. By using the computing power of the power domain controller to participate in power-down, it assists the battery management system and fuel cell controller in completing the power-down process, reducing the computing power requirements of the battery management system and fuel cell controller. Simultaneously, the power domain controller ensures the effectiveness of power-down for the battery management system and fuel cell controller.

[0059] Meanwhile, in the aforementioned hydrogen-electric system integration scheme, the power domain controller acts as the arbiter of all functions, while the fuel cell controller in the fuel cell system (which can also be referred to as the fuel cell-electric system in this article) is considered as one of the actuators. The fuel cell controller collects the status of each component within the fuel cell system and sends it to the power domain controller via the CAN bus. After receiving the status data signals from all peripheral devices within the domain, the power domain controller performs logical operations and judgments, arbitrates the actions that each system component should perform, and sends them to each system controller via the CAN bus. Each system controller receives the instructions from the power domain controller and executes the corresponding response actions accordingly. In this way, using a unified power-off process improves reusability, thereby avoiding development by different developers according to their own understanding, thus preventing the recurrence of problems and greatly reducing development costs. Furthermore, for hydrogen-electric vehicles with different configurations, the power-off process control strategy for hydrogen-electric vehicles adopts a platform-based solution, which has high applicability, thereby reducing the development difficulty of adjustments and expansions, greatly reducing development costs and shortening the development cycle.

[0060] As an example, the hydrogen-electric system integration solution for domain controllers can be used in the mass production stage.

[0061] Based on the hydrogen-electric vehicles corresponding to the above-mentioned mounting methods, this specification provides a method for discharging the power of a hydrogen-electric vehicle.

[0062] like Figure 2 As shown, Figure 2The diagram shows a flowchart of the power-off method for a hydrogen-electric vehicle provided in this application embodiment, including the following steps 110 to 140:

[0063] Step 110: When the vehicle is powered on with high voltage, determine whether the vehicle meets the conditions for power-off of multiple systems based on the working status of the power domain controller and the system status sent by the battery management system, fuel cell system and vehicle peripheral system.

[0064] Prior to step 110, the method may further include receiving system status data from the battery management system, fuel cell system, and vehicle peripheral systems via the controllers of each system when the power battery pack and fuel cell system are under high voltage. In this way, the power domain controller can determine whether the battery management system, fuel cell system, and vehicle peripheral systems are operating normally, thereby indirectly monitoring the overall vehicle status.

[0065] Furthermore, since the power domain controller is connected to each system, it can interact with the controllers of each system, receive the normal operating status of each system from the controllers of each system, and then perform the subsequent power-down processing through the power domain controller, thereby improving the accuracy of the interaction process and the effectiveness of power-down.

[0066] Figure 3 As shown Figure 2 The diagram shows an application example of the power-off method for hydrogen-electric vehicles.

[0067] like Figure 3 As shown, [1]: FCU (Fuel Cell Control Unit) monitors the working status of the fuel cell system; DCM (Domain Control Module) monitors the working status of the power domain; BMS (Battery Management System) monitors the working status of the power battery system; DEV (Device) monitors the working status of the vehicle peripherals (including chassis, body and other systems, collectively referred to as DEV). [2]: FCU, BMS and DEV send the status data of each system to DCM through the CAN bus. [3]: DCM performs vehicle fault arbitration: DCM performs vehicle fault arbitration based on the status data of each component of the vehicle and continues to execute the next step [4].

[0068] Step 120: If the multi-system power-down condition meets the emergency power-down requirement, send emergency power-down commands to the battery management system and the fuel cell controller respectively. This controls the emergency power-down of the power battery pack and the fuel cell system in the battery management system, respectively, for high-voltage and low-voltage operation.

[0069] The aforementioned emergency power-down requirement reflects the passive power-down requirement in the event of an emergency failure. In step 120, emergency power-down commands are sent to the battery management system and the fuel cell controller, respectively, so that the battery management system controls the power battery pack of the battery management system to perform an emergency power-down, and the fuel cell controller controls the fuel cell system to perform an emergency power-down.

[0070] The aforementioned emergency faults refer to those affecting the safety of the entire vehicle. These faults are of the highest urgency and can also be called high-level faults. A high-level fault indicates an urgent need for power-off, and such faults are extremely dangerous, allowing no time for the system to process them. It is necessary to immediately stop all vehicle components from operating and disconnect the power source, such as in the event of a collision, hydrogen system leak, or battery system short circuit.

[0071] In some examples, upon detecting an emergency malfunction in the vehicle, commands are sent to the battery management system to disconnect its high-voltage and low-voltage relays (CPSRs), and to the fuel cell controller to disconnect the CPSRs of the fuel cell system, thereby initiating an emergency power cut-off. This allows for handling sudden events, providing emergency power, and ensuring vehicle safety.

[0072] Combination Figure 3 As shown, [4]: ​​Whether the vehicle has a high-level fault and how to handle the emergency fault accordingly: the vehicle status after DCM arbitration. If the vehicle has a high-level fault, it means that there is an emergency power-down requirement. DCM immediately sends an emergency power-down command to each system so that the controller of each system immediately disconnects the high-voltage relay and the low-voltage relay CPSR is disconnected after a delay to stop the power supply. Then, it enters the sleep mode; otherwise, it proceeds to the next step [5].

[0073] Step 130: If the multi-system power-down condition is a non-emergency power-down requirement, send a command to the battery management system to control the power battery pack of the battery management system to power down; and send a power-down preparation command to the fuel cell controller to control the execution of the power-down preparation operation.

[0074] Sending a command to the battery management system to control the battery management system to power down in step 130 above may further include sending a command to the battery management system to control the high-voltage relay of the battery management system to power down, so as to power down the power battery pack of the battery management system.

[0075] The aforementioned non-emergency power-down requirements can be used to reflect passive power-down needs during non-emergency faults or normal active power-down needs from users. These non-emergency faults are less urgent than emergency faults and can also be called second-highest level faults. Second-highest level faults indicate a power-down requirement, and such faults allow for a certain processing time before power-down, such as communication failures, high-voltage interlock faults, remote control failures, and braking system failures.

[0076] There are several ways to determine whether the vehicle meets the multi-system power-off conditions based on step 110 above:

[0077] In the first implementation, it is determined whether the emergency power-off requirement is met separately.

[0078] In the second implementation, it is determined separately whether the non-emergency power-down requirement is met.

[0079] In the third implementation method, if it is determined that the vehicle does not have an emergency power-down requirement, it is then determined whether the non-emergency power-down requirement is met.

[0080] like Figure 3 As shown, when a non-emergency fault is detected in the vehicle after no emergency fault has been detected, step 130 above is executed. 。

[0081] In practical application examples, combined with Figure 3 As shown, [5]: In the absence of a high-level fault, whether there is a secondary high-level fault, and to handle non-emergency faults accordingly: The vehicle status after DCM arbitration, if the vehicle has a secondary high-level fault, it indicates that there is a non-emergency fault and there is a non-emergency power-off requirement. DCM stops all high-voltage devices: DCM immediately sends a stop high-voltage operation command to each system to stop the operation of each system before powering off, and executes the next step [6], otherwise executes

[11] . Among them, high-voltage devices are used to reflect the relevant components of high-voltage power-on. For example, high-voltage devices may include, but are not limited to, high-voltage relays. In this way, some time is reserved before the formal power-off to ensure the orderliness of power-off.

[0082] The power-down preparation command in step 130 above refers to the preparatory operation command before the actual power-down. Since the power-down condition for the multi-system system is a non-emergency power-down requirement, some power-down time is reserved to perform some non-emergency processing actions. Non-emergency processing actions include, but are not limited to, one or more of the following: battery management system load reduction, purging, oxygen depletion, and stopping high-voltage devices. See below for detailed explanation.

[0083] The aforementioned method for powering off hydrogen-electric vehicles also includes returning to step 110 if it is determined that the vehicle does not meet the multi-system power-off conditions. Alternatively, it involves receiving system status-related operational status data from the battery management system, fuel cell system, and vehicle peripheral systems through the controllers of each system.

[0084] Step 140: If it is determined that the fuel cell controller is to perform the corresponding power-down preparation operation, a power-down command is sent to the fuel cell controller so that the fuel cell controller controls the fuel cell system to power down.

[0085] The aforementioned vehicle peripheral systems refer to all peripherals of the vehicle other than the fuel cell system, power domain controller, and battery management system. These peripherals are related to the vehicle's power-on function, such as the anti-theft controller and the TBOX remote controller (Telematics Box, remote communication system controller). These peripherals determine whether the vehicle can be connected to high voltage.

[0086] The power-off process of the aforementioned hydrogen-electric system mainly includes two parts: power-off of the power battery pack in the battery management system and power-off of the fuel cell system. Power-off can include either or both of the following: powering off low voltage and powering off high voltage.

[0087] In step 130, before the vehicle is powered down, a power-down preparation command is sent from the power domain controller to the fuel cell controller to control the execution of the power-down preparation operation, so that the fuel cell controller performs the corresponding power-down preparation operation and completes the accurate work before power-down. Of course, in this embodiment, the power domain controller can send one power-down preparation command to cause the fuel cell controller to perform one power-down preparation operation. In this embodiment, the power domain controller can also send multiple power-down preparation commands to cause the fuel cell controller to perform multiple power-down preparation operations. See below for detailed explanation.

[0088] Combination Figure 2 As shown, the power-down preparation command includes multiple power-down preparation commands. Step 130 may further include the following steps (1) to (2):

[0089] (1) Send a current power-down preparation command to the fuel cell controller so that the fuel cell controller performs the corresponding power-down preparation operation after receiving the current power-down preparation command, and the fuel cell controller feeds back the completion status of the corresponding power-down preparation operation to the power domain controller when the corresponding power-down preparation operation is completed.

[0090] (2) When receiving the completion status feedback when the corresponding power-down preparation operation is completed for the current power-down preparation command, continue to send the next power-down preparation command to the fuel cell controller so that the fuel cell controller performs the corresponding power-down preparation operation after receiving the next power-down preparation command, until all power-down preparation commands are sent to the fuel cell controller so that the fuel cell controller receives the completion status feedback when the corresponding power-down preparation operation is completed for all power-down preparation commands.

[0091] In this embodiment, after the power domain controller sends a power-down preparation command to the fuel cell controller, it sends the next power-down preparation command based on the feedback of the previous command. This allows for timely monitoring and control of the progress of the fuel cell controller's power-down preparation work, assisting the fuel cell controller in completing the power-down preparation work and improving the effectiveness of power-down control.

[0092] In some examples, the plurality of power-down preparation commands sequentially include at least two of the following: a load reduction command, a purging command, an oxygen-consuming discharge command, and a command to stop the operation of high-voltage devices. The aforementioned high-voltage devices may include, but are not limited to, devices related to the high-voltage section, such as high-voltage control boxes (including high-voltage relays).

[0093] Accordingly, step 130 above may further include the following: <1> to <4> Steps:

[0094] <1> If the system status of the fuel cell system is received from the fuel cell controller and it is determined that the fuel cell system needs to reduce load, a load reduction command is sent to the fuel cell controller so that the fuel cell controller can perform a system load reduction operation after receiving the load reduction command, and feed back the load reduction completion status to the power domain controller when the load reduction completion conditions are met.

[0095] The term "load reduction" in this article refers to the process in which hydrogen and oxygen in a fuel cell system react to reduce the output power.

[0096] The above <1> In the process, "reducing load" means that the output power of the fuel cell system is greater than a preset load reduction threshold. Correspondingly, "achieving load reduction completion" means that the output power of the fuel cell system is less than or equal to the preset load reduction threshold. The aforementioned preset load reduction threshold reflects the minimum threshold that the system can achieve with successful load reduction and can be set according to user needs. The preset load reduction threshold can be greater than or equal to 8kW and less than or equal to 10kW. For example, the preset load reduction threshold can be 9kW. Different preset load reduction thresholds set for different systems are not limited here.

[0097] <2> Upon receiving the load reduction completion status from the power domain controller, and receiving the system status from the fuel cell controller indicating that the fuel cell system needs purging, a purging command is sent to the fuel cell controller so that the fuel cell controller performs the purging operation upon receiving the purging command, and feedback the purging completion status to the power domain controller when the purging completion conditions are met.

[0098] The purging operation described in this article refers to the hydrogen purging process during the redox reaction of the fuel cell in the fuel cell system. This involves using hydrogen from the anode to promptly remove water and nitrogen from the anode side, while simultaneously recycling the unreacted residual hydrogen via a hydrogen circulation pump.

[0099] The above <2> In the process of purging, the requirement to purge means that water is present in the system. Correspondingly, the condition for completing purging is that there is no water in the system, or that the water is nearly absent.

[0100] <3> Upon receiving the purging completion status from the power domain controller, and receiving the system status from the fuel cell controller indicating that the fuel cell system requires oxygen consumption, an oxygen consumption discharge command is sent to the fuel cell controller so that the fuel cell controller executes the oxygen consumption operation upon receiving the oxygen consumption discharge command, and feeds back the oxygen consumption completion status to the power domain controller when the oxygen consumption completion condition is met.

[0101] The above <3> In this process, load reduction is required when the current output by the fuel cell system exceeds a preset current output threshold. Correspondingly, achieving load reduction completion means the current output by the fuel cell system is less than or equal to the preset current output threshold. Once the fuel cell system's output current drops to the preset current output threshold, the hydrogen fuel is considered completely consumed.

[0102] The aforementioned preset current output threshold is used to reflect the minimum threshold that the system can achieve when hydrogen fuel consumption is successful, and can be set according to user needs. From a practical application perspective, the preset current output threshold is greater than 0, and the value set varies depending on the system; therefore, no specific limit is imposed here.

[0103] <4> Upon receiving the oxygen consumption completion status feedback from the power domain controller, a stop high-voltage device operation command is sent to the fuel cell controller, so that after receiving the stop high-voltage device operation command, the fuel cell controller stops the operation of each high-voltage device in the fuel cell system and provides real-time feedback on the high-voltage operation status to the power domain controller.

[0104] In practical application examples, combined with Figure 3As shown in [6]: The DCM sends a load reduction command to the FCU. After receiving the load reduction command, the FCU performs system load reduction by controlling peripherals such as the hydrogen valve, oxygen valve, intermediate compressor, and DCF (DC Converter for FuelCell EV). The FCU monitors parameters such as load reduction power and current. When the output power of the fuel cell system drops to 9kW, it considers the load reduction to be complete. The FCU also sends the load reduction status to the DCM in real time. After the fuel cell system load reduction is completed, the FCU sends the load reduction completion status to the DCM.

[0105] After receiving the unloading completion command, the DCM sends a purging command to the FCU. Upon receiving the purging command, the FCU begins the purging operation: the FCU controls the hydrogen valve, oxygen valve, drain valve, and other peripheral devices to purge, and monitors the purging status in real time, such as hydrogen concentration. If purging is complete, the FCU closes the hydrogen throttle valve and air throttle valve to stop purging, blowing the water in the system out of the vehicle to ensure system safety; otherwise, purging continues. When purging is complete (the time varies depending on the temperature), the FCU sends the purging status to the DCM in real time.

[0106] When the DCM receives a "purge complete" status, it sends an oxygen-consuming discharge command to the FCU. Upon receiving the command, the FCU begins oxygen-consuming discharge, consuming excess hydrogen fuel in the system. When the fuel cell system output current drops to a preset current output threshold, the hydrogen fuel is considered completely consumed. The FCU then sends an oxygen consumption status report to the DCM in real time. Once the oxygen-consuming discharge is complete, the FCU sends an "oxygen consumption complete" status report to the DCM.

[0107] When the DCM receives a notification that oxygen consumption has been completed, it sends a command to the FCU to stop the high-voltage devices. Simultaneously, it sends high-voltage shutdown commands to the controllers of other systems to initiate the high-voltage shutdown operation. Upon receiving the command, the FCU stops all high-voltage devices within the fuel cell system. Meanwhile, each system's controller, upon receiving the high-voltage shutdown command, stops its respective high-voltage equipment. The FCU and other system controllers then send real-time updates on the high-voltage device status to the DCM; the DCM then stops its own high-voltage equipment.

[0108] Continue to combine Figure 2 As shown, determining in step 140 that the fuel cell controller will perform the corresponding power-down preparation operation can be achieved in at least one of the following ways:

[0109] In one approach, a feedback signal from the fuel cell controller in response to the power-down preparation command is received.

[0110] In this approach, upon receiving a feedback signal from the fuel cell controller regarding the power-down preparation operation, a power-down command is sent to the fuel cell controller, enabling it to execute the corresponding power-down action. Thus, after receiving a clear feedback signal, the power domain controller can grasp the operating progress of the fuel cell system, making the subsequent power-down control more effective.

[0111] In another approach, if no feedback signal for the power-down preparation command is received from the fuel cell controller within the timeout period following the sending of the power-down preparation command, it can be assumed that the fuel cell system has completed the corresponding power-down preparation operation within the timeout period. The aforementioned timeout period can be obtained from a power-down preparation operation completion time test or set based on the average completion time of the power-down preparation operation.

[0112] In the above method, if no feedback signal for the power-down preparation operation is received within the timeout period after sending the power-down preparation operation command, a power-down command is sent to the fuel cell controller so that the fuel cell controller can execute the corresponding power-down action. Thus, if the power domain controller does not receive a feedback signal for the power-down preparation command within the timeout period, it can continue with the next step of control, improving the control efficiency of power-down.

[0113] Continue to combine Figure 2 As shown, step 140 above, which involves sending a power-down command to the fuel cell controller so that the fuel cell controller controls the fuel cell system to power down, may further include the following steps ① and ②:

[0114] ① A command is sent to the fuel cell controller to disconnect the high-voltage relay of the fuel cell system; thereby causing the fuel cell controller to de-energize the high-voltage relay of the fuel cell system. And,

[0115] ② When it is determined that the high-voltage relay of the fuel cell system is disconnected, a command is sent to the fuel cell controller to control the low-voltage relay of the fuel cell system to disconnect, so that the fuel cell controller controls the low-voltage relay of the fuel cell system to de-energize.

[0116] Step ② above can be implemented through at least one of the following embodiments:

[0117] In the first embodiment, a feedback signal indicating that the high-voltage relay of the fuel cell system has been disconnected is received.

[0118] In this embodiment, upon receiving a feedback signal indicating that the high-voltage relay of the fuel cell system has disconnected, a command is sent to the fuel cell controller to control the low-voltage relay of the fuel cell system to disconnect. This allows the fuel cell controller to control the low-voltage relay of the fuel cell system to disconnect. Thus, after receiving a clear feedback signal, the power domain controller can grasp the operating progress of the fuel cell system, making the subsequent power-off control more effective.

[0119] In the second embodiment, no feedback signal for the high-voltage relay disconnection command is received within the timeout period following the sending of the command.

[0120] In this embodiment, if no feedback signal for the high-voltage relay disconnection command is received within the timeout period after sending the high-voltage relay disconnection command, a command to disconnect the low-voltage relay of the fuel cell system is sent to the fuel cell controller, causing the fuel cell controller to disconnect the low-voltage relay of the fuel cell system. Thus, if the power domain controller does not receive a feedback signal for the low-voltage relay disconnection command within the timeout period, it can continue with the next power-down control step, improving the power-down control efficiency.

[0121] Further, step 140 above involves sending a stop command for low-voltage devices to the fuel cell controller. Upon receiving this command, the fuel cell controller stops all low-voltage devices within the fuel cell system. It also provides real-time feedback on the low-voltage operating status to the power domain controller. When the low-voltage operating status is "stopped," the power domain controller's low-voltage relay stops supplying low-voltage power to the vehicle's peripheral systems, allowing the vehicle to enter a sleep mode. Thus, after the power domain controller powers down other systems, it then controls its own low-voltage relay to stop, ensuring that all vehicle systems are powered down and the vehicle enters a sleep mode, achieving energy saving through sleep mode.

[0122] In practical application examples, combined with Figure 3 As shown, [7]: DCM will proceed to the next step after receiving the status of each high-voltage device as stopped from the controller of each system; otherwise, it will continue to wait (a timeout value will be set during the wait; if the status of each high-voltage device as stopped is not received after the timeout, then it will jump to the next step).

[0123] [8]: The DCM sends a command to disconnect the high-voltage relay of the gas-electric system; upon receiving the command to disconnect the high-voltage relay of the gas-electric system, the FCU immediately disconnects the high-voltage relay of the gas-electric system and sends the status of the high-voltage relay of the gas-electric system to the DCM in real time. The status of the high-voltage relay of the gas-electric system in this article includes whether the high-voltage relay of the gas-electric system has been disconnected.

[0124] [9]: DCM will proceed to the next step after receiving a status of disconnection from the high-voltage relay of the gas-electric system; otherwise, it will continue to wait (a timeout value will be set during the wait; if the status of disconnection is not received after the timeout, then proceed to the next step).

[0125]

[10] : The DCM sends a command to disconnect the high voltage relay of the battery pack to the BMS. After receiving the command, the BMS immediately disconnects the high voltage relay. Then, the DCM sends a low voltage power command to each system to stop the low voltage devices from working. After receiving the low voltage power command, each system stops the low voltage devices in its own system. Then, the DCM performs a short delay to ensure that the low voltage devices in each system have enough time to stop working. This time is also used as the timeout time. Even if the low voltage devices in each system cannot stop working due to abnormality within this time, the DCM will disconnect the low voltage relay CPRS to stop supplying low voltage power to the external devices and send a sleep command to the controller of each system. After receiving the sleep command, the controller of each system enters the sleep mode.

[0126] The low-voltage devices mentioned above in this article may include, but are not limited to, low-voltage relays and other low-voltage related devices.

[0127] The sleep mode described in this article is to wait for the DC-DC (Direct Current) converter to power down after a 6-minute delay, so that the power-down process of the fuel cell system can be completed in a sufficient amount of time. The vehicle will power down after the fuel cell system is shut down.

[0128] Combination Figure 2 As shown, the non-emergency power-down requirement of the vehicle in step 130 above, which satisfies the power-down conditions of the multi-systems, may further include detecting a non-emergency fault in the vehicle; or, acquiring a power-down signal reflecting the driver's intention to power down in real time. Alternatively, if it is determined that the vehicle does not require an emergency power-down, or if it is determined that a non-emergency fault has occurred in the vehicle, a power-down signal reflecting the driver's intention to power down may be acquired in real time.

[0129] The aforementioned driver intent signals can reflect whether the driver requests to disconnect the power. These include a power-off signal reflecting the driver's intention to disconnect the power and a non-power-off signal reflecting the driver's intention not to disconnect the power. Specifically, the driver intent signals can be determined through the following steps: acquiring the driver intent signals in real time based on the key signal, PEPS (Passive Entry Passive Start) signal, brake pedal opening, and gear position. Thus, by acquiring the driver intent signals, it can be determined whether the driver requests to disconnect the power.

[0130] Furthermore, the aforementioned real-time acquisition of the power-off signal reflecting the driver's intention to power off may include, but is not limited to, at least any of the following embodiments:

[0131] In the first embodiment, a status signal of the driver's seatbelt is acquired; based on the seatbelt status signal, it is determined whether the seatbelt is unfastened; and a signal emitted when the seatbelt detector detects that the seatbelt is unfastened is received. Thus, the vehicle is automatically powered down based on the seatbelt unfastened signal, improving the automation of vehicle power-down.

[0132] In the second embodiment, a seat status signal detected by a seat occupancy detector is acquired; based on the seat status signal, it is determined whether the seat has changed from an occupied state to an unoccupied state. Subsequently, upon receiving a signal indicating a change from an occupied state to an unoccupied state, a normal power-down is performed. Thus, by actively controlling the vehicle's power-down through the seat status signal, automatic power-down of the vehicle is achieved.

[0133] In the third embodiment, the vehicle's locking signal is obtained based on the key signal and the PEPS (Passive Entry Passive Start) signal. Thus, based on the locked signal, it is determined that the vehicle needs to be powered down, and the power is automatically turned off.

[0134] In the fourth embodiment, one or more power-off requests are received based on the key signal and the PEPS (Passive Entry Passive Start) signal. Thus, by receiving the user's power-off request, it is determined that the vehicle needs to be powered off, enabling the user to autonomously power off the vehicle.

[0135] In practical application examples, combined with Figure 3 As shown,

[11] : The DCM collects and receives driver intention signals in real time and identifies whether the driver's intention requests a power-off. When the signal indicating the driver's intention is to stop working and require the vehicle to be powered off, the next step is executed

[12] ; otherwise,

[17] is executed. Among them, Figure 3 The steps shown in

[12] are the same as those in [6],

[13] are the same as those in [7],

[14] are the same as those in [8],

[15] are the same as those in [9], and

[16] are the same as those in

[10] . Please refer to the corresponding steps above, which will not be repeated here.

[0136] In some examples, combined Figure 2 As shown, after step 110 above, the method further includes sending a power-down command to the fuel cell controller when the system state of the fuel cell system reaches the single-system power-down condition based on the received system state, so that the fuel cell controller controls the fuel cell system to power down.

[0137] In other examples, combined Figure 2 As shown, after step 110 above, the method further includes sending a power-down command to the fuel cell controller when the vehicle does not meet the multi-system power-down conditions and the system status of the fuel cell system is monitored to meet the single-system power-down conditions, so that the fuel cell controller controls the fuel cell system to power down.

[0138] Furthermore, if it is determined that the vehicle does not require emergency power-down, the vehicle has not experienced a non-emergency fault, and the driver's intention is not to send a power-down signal, the system status of the fuel cell system is monitored to meet the single-system power-down condition.

[0139] The above-mentioned vehicle status does not meet the conditions for power-off of multiple systems, which is used to reflect that the vehicle has not experienced any faults that affect the safety of the vehicle, nor has it received any active power-off request from the user.

[0140] The conditions for detecting when the fuel cell system reaches the single-system power-off condition include one or more of the following: hydrogen content is less than a preset threshold, fuel pressure reaches a power-off threshold that does not affect vehicle safety, a fault is detected in the fuel cell fan / water pump, a fault is detected in the fuel cell valve, or the fuel cell system temperature is higher than a preset temperature (fuel cell system high-temperature fault). Each of these thresholds can be set according to user requirements.

[0141] For example, the method detects whether the fuel pressure of the fuel cell system has reached a threshold that will not affect the safety of the vehicle. Correspondingly, the method also includes controlling the fuel cell system to shut down via peripheral devices when the fuel pressure is detected to have reached the threshold.

[0142] In this embodiment, the fuel cell system is tested only when no fault affecting the overall vehicle safety occurs, improving the effectiveness of the testing and reducing the amount of monitoring data required to simultaneously monitor both the fuel cell system and the battery management system. Furthermore, when the fuel cell system reaches the point of single-system power-off, only the fuel cell system can be powered off, allowing the vehicle to continue operating on a pure electric system, thus ensuring continued driving safety.

[0143] In practical application examples, combined with Figure 3 As shown,

[17] : If the driver does not intend to shut down the vehicle, but the DCM detects that the fuel system is faulty and the fuel system must be shut down, proceed to the next step

[18] ; otherwise, exit the vehicle shutdown process.

[0144] The above step

[18] is similar to the above step [6]. The difference from the above step [6] is that the following steps also need to be performed in step

[18] :

[0145] Afterwards, the power domain controller sends a low-voltage power command to each system to stop the operation of low-voltage devices. Upon receiving the low-voltage power command, each system stops the operation of its own low-voltage devices. Subsequently, the power domain controller performs a short delay to ensure that the low-voltage devices in each system have sufficient time to stop operating. This time is also used as the timeout period. Even if the low-voltage devices in each system cannot stop operating due to abnormalities within this time, the power domain controller will disconnect the low-voltage relay CPRS to stop supplying low-voltage power to external devices and send a sleep command to the controllers of each system. Upon receiving the sleep command, the controllers of each system enter sleep mode. At this time, the entire vehicle operates as a pure electric system (such as the power battery pack in the battery management system).

[0146]

[19] : Controllers within the power domain are executed by DCM instructions; controllers outside the domain are executed by their respective domain control logic (which can be an independent controller mode, a domain control mode, or other modes).

[0147] Based on the same application concept as the above method, and corresponding to the embodiments of the aforementioned method, this specification also provides an embodiment of a power-off device, a power domain controller, a computer-readable storage medium, and a computer program product for a hydrogen-electric vehicle.

[0148] The power-off device for a hydrogen-electric vehicle according to an embodiment of this application includes a power domain controller, a fuel cell system, and a battery management system. The fuel cell system includes a fuel cell controller. The power domain controller is bidirectionally connected to the fuel cell controller, the battery management system, and the vehicle's peripheral systems. The device is applied to the power domain controller and includes:

[0149] The power-down detection module is used to determine whether the vehicle meets the multi-system power-down conditions when the vehicle is under high voltage, based on the working state of the power domain controller and the system states sent by the battery management system, the fuel cell system and the vehicle peripheral system.

[0150] An emergency power-down control module is used to send emergency power-down commands to the battery management system and the fuel cell controller respectively when the vehicle meets the emergency power-down requirements of the multi-system power-down conditions.

[0151] The power-down preparation control module is used to send a command to the battery management system to control the power battery pack of the battery management system to power down when the vehicle meets the non-emergency power-down requirements of the multi-system power-down conditions; and to send a power-down preparation command to the fuel cell controller to control the execution of the power-down preparation operation.

[0152] The power-down control module is used to send a power-down command to the fuel cell controller when it is determined that the fuel cell controller is performing a corresponding power-down preparation operation, so that the fuel cell controller controls the fuel cell system to power down.

[0153] In some embodiments, the above-described apparatus further includes a power-down control module, which is further configured to: after determining whether the vehicle's state meets the multi-system power-down conditions based on the operating state of the power domain controller and the system state, if the vehicle does not meet the multi-system power-down conditions and the system state of the fuel cell system is monitored to meet the multi-system power-down conditions, send a power-down command to the fuel cell controller so that the fuel cell controller controls the fuel cell system to power down. If no vehicle malfunction is detected, the module also detects whether the fuel pressure of the fuel cell system reaches a power-down threshold that does not affect the safety of the vehicle.

[0154] The specific implementation process of the functions and roles of each module in the above device can be found in the implementation process of the corresponding steps in the above method, which can achieve the same technical effect, and will not be repeated here.

[0155] Figure 4 The diagram shown is a block diagram of the power domain controller 70 provided in an embodiment of this application.

[0156] like Figure 4 As shown, the power domain controller 70 includes one or more processors 71 for implementing the power-off method of the hydrogen-electric vehicle as described above.

[0157] In some embodiments, the power domain controller 70 may include a storage medium 79. For example, a computer-readable storage medium may store a program that can be invoked by a processor 71, and may include a non-volatile storage medium. In some embodiments, the power domain controller 70 may include memory 78 and an interface 77. In some embodiments, the power domain controller 70 may also include other hardware depending on the specific application.

[0158] The computer-readable storage medium of this application embodiment stores a program thereon, which, when executed by processor 71, is used to implement the power-off method of the hydrogen-electric vehicle as described above.

[0159] This application may take the form of a computer program product implemented on one or more computer-readable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing program code. Computer-readable storage media include permanent and non-permanent, removable and non-removable media, and information storage can be implemented using any method or technology. Information may be computer-readable instructions, data structures, program modules, or other data. Examples of computer-readable storage media include, but are not limited to: phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0160] The computer program product of this application embodiment includes a computer program / instruction that, when executed by a processor, implements the power-off method for a hydrogen-electric vehicle as described above.

[0161] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this specification should be included within the scope of protection of this specification. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A method for discharging electricity from a hydrogen-powered electric vehicle, characterized in that, The hydrogen-electric vehicle includes a power domain controller, a fuel cell system, and a battery management system. The fuel cell system includes a fuel cell controller. The power domain controller is bidirectionally connected to the fuel cell controller, the battery management system, and the vehicle's peripheral systems. The method is applied to the power domain controller and includes: When the vehicle is powered on with high voltage, the system determines whether the vehicle meets the conditions for power-off of multiple systems based on the working status of the power domain controller and the system status sent by the battery management system, the fuel cell system and the vehicle peripheral system. When the vehicle meets the emergency power-down requirements of the multi-system power-down conditions, emergency power-down commands for emergency power-down are sent to the battery management system and the fuel cell controller respectively. When the vehicle meets the non-emergency power-down requirements of the multi-system power-down conditions, a command is sent to the battery management system to control the power battery pack of the battery management system to power down; and a power-down preparation command is sent to the fuel cell controller to control the fuel cell system to perform a power-down preparation operation; the power-down preparation command includes multiple power-down preparation commands; the multiple power-down preparation commands sequentially include at least two of the following: a load reduction command, a purging command, an oxygen-consuming discharge command, and a command to stop the operation of high-voltage devices. If it is determined that the fuel cell controller is to perform the corresponding power-down preparation operation, a power-down command is sent to the fuel cell controller so that the fuel cell controller controls the fuel cell system to power down.

2. The method for discharging electricity from a hydrogen-powered electric vehicle as described in claim 1, characterized in that, Sending a power-down preparation command to the fuel cell controller to control the fuel cell system to perform a power-down preparation operation includes: Send a current power-down preparation command to the fuel cell controller so that the fuel cell controller performs the corresponding power-down preparation operation after receiving the current power-down preparation command; Upon receiving a completion status feedback when the corresponding power-down preparation operation is completed in response to the current power-down preparation command, the next power-down preparation command is sent to the fuel cell controller so that the fuel cell controller performs the corresponding power-down preparation operation upon receiving the next power-down preparation command, until all power-down preparation commands are sent to the fuel cell controller so that the fuel cell controller receives a completion status feedback when the corresponding power-down preparation operation is completed in response to all power-down preparation commands.

3. The method for discharging electricity from a hydrogen-powered electric vehicle as described in claim 2, characterized in that, Sending a power-down preparation command to the fuel cell controller to control the fuel cell system to perform a power-down preparation operation includes: If the system status of the fuel cell controller indicates that the fuel cell system needs to reduce load, a load reduction command is sent to the fuel cell controller so that the fuel cell controller can perform a system load reduction operation after receiving the load reduction command; When the load reduction completion status is received from the power domain controller, and the system status of the fuel cell controller is that the fuel cell system needs to be purged, the purging command is sent to the fuel cell controller so that the fuel cell controller can perform the purging operation after receiving the purging command. When the purging completion status is received from the power domain controller, and the system status of the fuel cell controller is received as the fuel cell system requires oxygen consumption, the oxygen consumption discharge command is sent to the fuel cell controller so that the fuel cell controller can perform the oxygen consumption operation after receiving the oxygen consumption discharge command. Upon receiving the oxygen consumption completion status feedback from the power domain controller, the system sends a stop high-voltage device operation command to the fuel cell controller. This causes the fuel cell controller to stop the operation of each high-voltage device in the fuel cell system after receiving the stop high-voltage device operation command, and to provide real-time feedback on the high-voltage operation status to the power domain controller.

4. The method for discharging electricity from a hydrogen-powered electric vehicle as described in any one of claims 1 to 3, characterized in that, The determination that the fuel cell controller will perform the corresponding power-down preparation operation includes: The system receives a feedback signal from the fuel cell controller in response to the power-down preparation command; or, within a timeout period after sending the power-down preparation command, no feedback signal from the fuel cell controller in response to the power-down preparation command is received.

5. The method for discharging the hydrogen-powered electric vehicle as described in any one of claims 1 to 3, characterized in that, Sending a power-down command to the fuel cell controller, so that the fuel cell controller controls the fuel cell system to power down, includes: A command is sent to the fuel cell controller to disconnect the high-voltage relay of the fuel cell system, so that the fuel cell controller de-energizes the high-voltage relay of the fuel cell system. When it is determined that the high-voltage relay of the fuel cell system is disconnected, a command is sent to the fuel cell controller to control the low-voltage relay of the fuel cell system to disconnect, so that the fuel cell controller controls the low-voltage relay of the fuel cell system to de-energize.

6. The method for discharging electricity from a hydrogen-powered electric vehicle as described in claim 5, characterized in that, Determining that the high-voltage relay of the fuel cell system is disconnected includes: The system receives a feedback signal indicating that the high-voltage relay of the fuel cell system has been disconnected; or, within a timeout period after sending the command to disconnect the high-voltage relay, no feedback signal is received regarding the command to disconnect the high-voltage relay.

7. The method for discharging electricity from a hydrogen-powered electric vehicle as described in claim 5, characterized in that, Sending a power-down command to the fuel cell controller, so that the fuel cell controller controls the fuel cell system to power down, includes: A command to stop the operation of low-pressure devices is sent to the fuel cell controller, so that the fuel cell controller, upon receiving the command, executes the operation to stop the operation of each low-pressure device in the fuel cell system; and the low-pressure operating status is fed back to the power domain controller in real time. When the low-voltage operating state is received as "stop working", the low-voltage relay of the power domain controller is controlled to stop supplying low-voltage power to the vehicle peripheral system, so that the vehicle enters sleep mode.

8. The method for discharging electricity from a hydrogen-powered electric vehicle as described in claim 1, characterized in that, The non-emergency power-down requirements that satisfy the power-down conditions of the aforementioned multiple systems include: A non-emergency fault is detected in the vehicle; or, a power-down signal reflecting the driver's intention to power off is acquired in real time.

9. The method for discharging electricity from a hydrogen-powered electric vehicle as described in claim 1, characterized in that, After determining whether the vehicle's state meets the multi-system power-down conditions based on the operating state of the power domain controller and the system state, the method further includes: If the vehicle does not meet the conditions for multiple system power-off, and the system status of the fuel cell system is monitored to meet the conditions for single system power-off, a power-off command is sent to the fuel cell controller so that the fuel cell controller controls the fuel cell system to power off.

10. A dynamic domain controller, characterized in that, It includes one or more processors for implementing the power-off method for a hydrogen-electric vehicle as described in any one of claims 1-9.

11. A computer-readable storage medium, characterized in that, It stores a program that, when executed by a processor, implements the power-off method for a hydrogen-electric vehicle as described in any one of claims 1-9.

12. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the power-off method of the hydrogen-electric vehicle as described in any one of claims 1-9.

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