Vehicle control method, device and equipment

Abstract

The embodiments of the present application disclose a vehicle control method, device, and apparatus. The method includes: if the vehicle is detected to be operating on an incline, controlling the rotational speed of a circulation pump in the vehicle's fuel cell system to a specified rotational speed to discharge battery reaction water retained at the anode of the fuel cell system; and controlling the air flow rate in the fuel cell system to a specified flow rate to discharge battery reaction water retained at the cathode of the fuel cell system. The technical solutions of the embodiments of the present application can improve the operational stability of the vehicle's fuel cell system.

Description

Technical Field

[0001] The present application relates to the field of computer and communication technology, and more specifically, to vehicle control methods, devices, and electronic equipment. Background Art

[0002] In actual testing, it was found that when fuel cell vehicles are idling on sloped roads or operating at low power for extended periods, the output power of the fuel cell system fluctuates significantly, which can shorten the fuel cell's service life to a certain extent. Therefore, improving the operational stability of vehicle fuel cell systems is an urgent issue that needs to be addressed. Summary of the Invention

[0003] The embodiments of the present application provide a vehicle control method, a vehicle control device, an electronic device, a computer-readable storage medium, and a computer program product, which can improve the operating stability of a vehicle fuel cell system.

[0004] Other features and advantages of the present application will become apparent from the following detailed description, or may be learned in part by practice of the present application.

[0005] According to one aspect of an embodiment of the present application, a vehicle control method is provided, the method comprising:

[0006] If it is detected that the vehicle is in a slope operation state, the speed of a circulation pump in the fuel cell system of the vehicle is controlled to a specified speed to discharge battery reaction water retained in the battery anode of the fuel cell system; wherein the specified speed is a speed within a preset speed range, and the minimum speed in the preset speed range is the minimum speed required to discharge the battery reaction water retained in the battery anode when the vehicle is in the slope operation state;

[0007] The air flow rate in the fuel cell system is controlled to a specified flow rate to discharge the battery reaction water retained in the battery cathode of the fuel cell system; wherein the specified flow rate is the air flow rate included in a preset flow rate range, and the minimum air flow rate in the preset flow rate range is the minimum air flow rate required to discharge the battery reaction water retained in the battery cathode when the vehicle is in the slope operation state.

[0008] According to one aspect of an embodiment of the present application, a vehicle control device, a device speed control unit, and a flow rate control unit are provided, wherein:

[0009] The speed control unit is configured to control the speed of a circulation pump in the fuel cell system of the vehicle to a specified speed if it is detected that the vehicle is in a slope operation state, so as to discharge battery reaction water retained at the battery anode of the fuel cell system; wherein the specified speed is a speed within a preset speed range, and the minimum speed in the preset speed range is the minimum speed required to discharge the battery reaction water retained at the battery anode when the vehicle is in the slope operation state;

[0010] The flow rate control unit is used to control the air flow rate in the fuel cell system to a specified flow rate so as to discharge the battery reaction water retained in the battery cathode of the fuel cell system; wherein, the specified flow rate is the air flow rate included in a preset flow rate range, and the minimum air flow rate in the preset flow rate range is the minimum air flow rate required to discharge the battery reaction water retained in the battery cathode when the vehicle is in the slope operating state.

[0011] According to one aspect of an embodiment of the present application, an embodiment of the present application provides an electronic device, which includes one or more processors; a storage device for storing one or more programs, which, when executed by the one or more processors, enables the one or more processors to implement the vehicle control method as described above.

[0012] According to one aspect of an embodiment of the present application, the embodiment of the present application provides a computer storage medium on which one or more computer programs are stored, and the one or more computer programs are suitable for being loaded by a processor and executing the vehicle control method as described above.

[0013] According to one aspect of an embodiment of the present application, an embodiment of the present application provides a computer program product, including a computer program, which is stored in a computer-readable storage medium. A processor of an electronic device reads and executes the computer program from the computer-readable storage medium, so that the electronic device performs the vehicle control method as described above.

[0014] In the technical solution provided in the embodiments of the present application, by controlling the speed of the circulation pump, the flow rate of hydrogen circulating in the battery anode can be increased, so that the battery reaction water retained at the battery anode when the vehicle is running on a slope can be blown out. At the same time, by controlling the air flow rate in the fuel cell system, the air flow entering the cathode per unit time can be increased, so that the battery reaction water retained at the battery cathode when the vehicle is running on a slope can be blown out. This can avoid excessive battery reaction water being retained in the fuel cell system, which is conducive to a more stable chemical reaction in the fuel cell system; thereby, it is conducive to improving the stability of the output voltage of the fuel cell system, as well as improving the stability of the output power of the fuel cell system, thereby achieving the purpose of improving the operational stability of the fuel cell system.

[0015] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The accompanying drawings are incorporated into and constitute a part of the specification, illustrating embodiments consistent with the present application and, together with the specification, serving to explain the principles of the present application. Obviously, the drawings described below are merely some embodiments of the present application, and a person of ordinary skill in the art can derive other drawings based on these drawings without inventive effort. In the drawings:

[0017] Figure 1 is a structural schematic diagram of a fuel cell system provided in an embodiment of the present application;

[0018] Figure 2 This is a drainage analysis diagram provided in an embodiment of the present application;

[0019] Figure 3 This is a flow chart of a vehicle control method provided in an embodiment of the present application;

[0020] Figure 4 is a flow chart of another vehicle control method provided in an embodiment of the present application;

[0021] Figure 5 Schematic diagram of periodically controlling air flow rate provided in an embodiment of the present application;

[0022] Figure 6 This is a schematic diagram of a purge process of a fuel cell system provided in an embodiment of the present application.

[0023] Figure 7 is a structural block diagram of a vehicle control device shown in an exemplary embodiment of the present application;

[0024] Figure 8 1 is a schematic structural diagram of a hybrid vehicle shown in an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0025] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. When the following description refers to the drawings, identical numerals in different figures represent identical or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0026] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically separate entities. That is, these functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0027] The flowcharts shown in the accompanying drawings are for illustrative purposes only and do not necessarily include all contents and operations, nor must they be executed in the order described. For example, some operations may be decomposed, while others may be combined or partially combined. Therefore, the actual execution order may vary depending on the actual situation.

[0028] It should also be noted that the term "plurality" used in this application refers to two or more. "And / or" describes the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A alone, A and B together, or B alone. The character " / " generally indicates an "or" relationship between the associated objects.

[0029] Please see the attached Figure 1 , shows a schematic structural diagram of a fuel cell system. Figure 1 As shown, the fuel cell system includes a fuel cell stack 110 , an anode path 120 and a cathode path 130 .

[0030] The anode circuit 120 includes a hydrogen bottle 121, a pressure reducing valve 122, an ejector 123, a circulation pump 124, a gas-water separator 125 and a water / hydrogen discharge valve 126. Figure 1 As shown, after the high-pressure hydrogen comes out of the high-pressure hydrogen bottle 121, it will be reduced in pressure through a pressure reducing valve 122, and then enter the injector 123. The injector 123 controls the flow rate, and then enters the fuel cell stack 110 for reaction. The unreacted hydrogen and impurities in the fuel cell stack 110 are separated by the gas-water separator 125 to obtain hydrogen and water. The separated hydrogen will be circulated back to the inlet of the fuel cell stack 110 through the circulation pump 124 and enter the fuel cell stack 110 to continue the reaction. The separated water will be discharged through the water / hydrogen discharge valve 126. The main function of the water / hydrogen discharge valve 126 is to drain water and discharge impurities in the anode, so that the fuel cell stack can work efficiently and stably.

[0031] In addition, the cathode circuit 130 includes an air filter 131, an air compressor 132, an intercooler 133, a bypass valve 134, and a back-pressure valve 135. The air enters the air compressor 132 through the air filter 131 for compression, then enters the intercooler 133 for cooling, and then enters the fuel cell stack 110 to participate in the reaction. The exhaust gas after the reaction is discharged through the back-pressure valve 135. By controlling the opening of the back-pressure valve 135, the pressure and flow of the cathode can be controlled. The bypass valve 134 prevents the air compressor from surging (when the air compressor surges, opening the bypass valve can avoid surge).

[0032] In actual testing, it was found that when a fuel cell vehicle is rear-facing (i.e., the front of the vehicle is lower than the rear), idling on a slope, or operating at low power for extended periods, the output power fluctuations of the fuel cell system increase. These increased output power fluctuations actually reflect increased voltage fluctuations in the fuel cell stack. This is detrimental to the stable power generation of the fuel cell system and also affects the lifespan of the stack. Furthermore, these fluctuations can cause fluctuations in the status of other components, such as the air compressor and injectors.

[0033] In actual testing, a fuel cell vehicle collected approximately 450 milliliters of water from its tailpipe after idling on a level road for one hour. After idling on a 30% slope (i.e., a 30% ratio of length to height) for one hour, the tailpipe collected approximately 200 milliliters of water. Therefore, when a fuel cell vehicle idles on an inclined road, some water remains in the fuel cell stack and tailpipe.

[0034] See the attached Figure 2 , shows a schematic diagram of drainage analysis. Figure 2 As shown in situation 201 in Figure 1, when the vehicle is on a level surface, the anode circuit of the fuel cell system inputs hydrogen (H2) to the anode of the stack, and the cathode circuit inputs air containing oxygen (O2) to the cathode of the stack. The hydrogen and oxygen then react in the stack to produce energy and water (H2O). Finally, the unreacted hydrogen and water are discharged.

[0035] like Figure 2 As shown in situation 202, when the vehicle is on an inclined road, part of the water produced by the stack reaction will be retained in the corner 203 of the anode, and another part will not be able to be discharged smoothly because the exhaust outlet 204 of the cathode is tilted too high.

[0036] It can be seen from this that when a fuel cell vehicle is idling on an inclined road, the retained battery reaction water will occupy a part of the area where the chemical reaction occurs in the stack, thereby affecting the chemical reaction of the fuel cell, and further causing the stack voltage in the fuel cell system to fluctuate.

[0037] The following describes in detail the various implementation details of the technical solutions of the embodiments of the present application:

[0038] like Figure 3 As shown, Figure 3 This is a flow chart of a vehicle control method according to an embodiment of the present application, which can be applied to Figure 1 The fuel cell system shown can also be applied to any unit or system capable of controlling the fuel cell system, such as an onboard terminal, a vehicle control unit (VCU), or a motor control unit (MCU) in a vehicle. In the embodiment of the present application, the method is described as being executed by an onboard terminal. The vehicle control method may include S301 to S302, which are described in detail as follows:

[0039] S301: If it is detected that the vehicle is in a slope running state, the rotation speed of the circulation pump in the fuel cell system of the vehicle is controlled to be a specified rotation speed to discharge the battery reaction water retained in the battery anode of the fuel cell system.

[0040] In the embodiment of the present application, the designated speed is a speed within a preset speed range; there may be one or more speeds within the preset speed range. The minimum speed within the preset speed range is the minimum speed required to discharge the battery reaction water retained at the battery anode when the vehicle is in a slope operation state. Figure 1 and Figure 2 As shown, the higher the speed of the circulation pump, the more separated hydrogen circulates to the anode, and the higher the hydrogen flow rate in the anode, thereby blowing out the battery reaction water retained in the battery anode.

[0041] In a specific implementation, the speed of the circulating pump in the fuel cell system can be set to different speeds. After the vehicle has been operating on a slope for a fixed period of time, the amount of water in the tail exhaust of the vehicle can be obtained. Simultaneously, the amount of water in the tail exhaust after the vehicle has been operating on flat ground for a fixed period of time can also be obtained. Specifically, the flat ground operating state can be idling or low-power operation on a level road. Finally, the speed corresponding to the water volume greater than the water volume obtained when the vehicle is operating on flat ground, and the difference between the corresponding water volume and the water volume obtained when the vehicle is operating on flat ground is minimized, can be set as the minimum speed in a preset speed range.

[0042] In practical applications, the minimum speed within the preset speed range is greater than the speed of the fuel cell system's circulation pump when the vehicle is operating on level ground. For example, the preset speed range can be set to 1.3 times the speed of the fuel cell system's circulation pump when the vehicle is operating on level ground. Therefore, if the speed of the fuel cell system's circulation pump when the vehicle is operating on level ground is 1000-2000 rpm, the preset speed range can be 1300-2600 rpm.

[0043] Optionally, the maximum speed in the preset speed range may be the maximum speed that the circulation pump can reach.

[0044] Optionally, since the greater the output power of the fuel cell system, the greater the speed of the circulation pump, the maximum speed of the preset speed range can also be determined based on the output power of the fuel cell system. Optionally, the maximum speed of the circulation pump can be set manually or by a control-capable unit or system such as an onboard terminal, vehicle control unit, or motor control unit in the vehicle. The maximum speed of the preset speed range is not limited herein.

[0045] In one embodiment, the slope operation state can specifically be vehicle idling or low power operation on an inclined road surface. Further, the slope operation state can specifically be vehicle idling or low power operation on a downhill road surface (i.e., the vehicle rear end is upward, and the head height is lower than the tail height).

[0046] Optionally, a specific method for detecting whether the vehicle is in a slope running state may include: obtaining the slope of the road surface on which the vehicle is currently running in real time; if the slope obtained in real time is greater than or equal to a preset slope, and the system power of the fuel cell system is less than or equal to a preset power, it is determined that the vehicle is in a slope running state.

[0047] In a specific implementation, the vehicle's current road slope can be obtained in real time through an onboard slope sensor. The preset slope and preset power can be set manually or by a control-capable unit or system such as an onboard terminal, vehicle control unit, or motor control unit in the vehicle, without limitation.

[0048] Specifically, the preset slope can be set based on the slope of the vehicle when there is retained battery reaction water in the fuel cell system; the preset power can be set based on the operating power of the fuel cell system when there is retained battery reaction water in the fuel cell system. For example, the preset slope can be a 5% slope (i.e., 20 degrees), etc., which are not limited here. The preset power can be one-third of the rated power of the fuel cell system, one-fifth of the rated power of the fuel cell system, 2kW, 1000W, etc., which are not limited here.

[0049] Furthermore, if the vehicle is only briefly traveling on an inclined road, the amount of water retained in the fuel cell system may be minimal. This small amount of water has minimal impact on the cell reaction and will not cause significant fluctuations in the fuel cell system voltage, thereby causing fluctuations in the fuel cell output power. Therefore, drainage can be performed only after a certain amount of water has been determined to be retained in the fuel cell system.

[0050] Then, the specific method of detecting whether the vehicle is in a slope running state may also include: if the slope acquired in real time is greater than or equal to the preset slope, the slopes acquired within a third preset time period after the acquisition time of the slope acquired in real time are greater than or equal to the preset slope, and the system power of the fuel cell system is less than or equal to the preset power, then it is determined that the vehicle is in a slope running state.

[0051] The third preset duration can be manually set or set by a control unit or system such as an onboard terminal, a vehicle control unit, or a motor control unit in the vehicle, without limitation. For example, the third preset duration can be 60 seconds, 3 minutes, etc., without limitation.

[0052] In one embodiment, after the speed of the circulation pump is increased to a level capable of blowing out the battery reaction water retained at the anode, the battery reaction water retained at the battery anode may be discharged in a relatively short period of time. The prerequisite for increasing the speed of the circulation pump is that the output power of the fuel cell system increases. Therefore, in order to further save energy in the fuel cell system and thereby improve the driving efficiency of the vehicle, the specific method of controlling the speed of the circulation pump in the vehicle's fuel cell system to a specified speed may be: periodically controlling the speed of the circulation pump in the vehicle's fuel cell system to a specified speed.

[0053] Among them, the length of time that the circulation pump's speed is a specified speed in one cycle can be greater than, equal to or less than the length of time that the circulation pump's speed is other speeds below the preset speed range in one cycle, as long as most of the battery reaction water retained in the battery anode can be discharged within one cycle, and there is no limitation here.

[0054] Optionally, if the preset speed range includes multiple speeds, the speed of the circulation pump can be controlled to be different speeds included in the preset speed range in different cycles, or the speed of the circulation pump can be controlled to be the same speed included in the preset speed range in different cycles.

[0055] S302 : Control the air flow rate in the fuel cell system to a specified flow rate to discharge the battery reaction water retained in the battery cathode of the fuel cell system.

[0056] In the embodiment of the present application, the specified flow rate is the air flow rate included in the preset flow rate range; the air flow rate included in the preset flow rate range can be one or more. The minimum air flow rate in the preset flow rate range is the minimum air flow rate required to discharge the battery reaction water retained in the battery cathode when the vehicle is in a slope operation state. Figure 1 and Figure 2As shown, the higher the air flow rate in the fuel cell system, the more air enters the cathode per unit time, thereby blowing out the battery reaction water retained in the battery cathode. In specific implementation, the air flow rate in the fuel cell system can be controlled by controlling the opening of the back pressure valve.

[0057] Optionally, the maximum air flow rate in the preset flow rate range may be the maximum rotation speed achievable in the fuel cell system.

[0058] Optionally, since the opening of the backpressure valve increases with the output power of the fuel cell system, the maximum air flow rate within the preset flow rate range may also be determined based on the output power of the fuel cell system. Optionally, the maximum air flow rate within the preset flow rate range may be set manually or by a control-capable unit or system such as an onboard terminal, a vehicle control unit, or a motor control unit in the vehicle. The maximum air flow rate within the preset flow rate range is not limited herein.

[0059] In one embodiment, after the air flow rate in the fuel cell system is increased to a level sufficient to blow out the battery reaction water retained at the cathode, the battery reaction water retained at the cathode may be emptied in a relatively short period of time. The prerequisite for increasing the air flow rate in the fuel cell system is an increase in the output power of the fuel cell system. Therefore, in order to further conserve energy in the fuel cell system and thereby improve the vehicle's driving efficiency, the specific method for controlling the air flow rate in the fuel cell system to a specified flow rate may be to periodically control the air flow rate in the fuel cell system to a specified flow rate.

[0060] Among them, the length of time that the air flow rate in the fuel cell system is a specified flow rate in one cycle can be greater than, equal to or less than the length of time that the air flow rate in the fuel cell system is other air flow rates below the preset flow rate range in one cycle, as long as most of the battery reaction water retained in the battery cathode can be discharged within one cycle, and there is no limitation here.

[0061] Optionally, if the preset flow rate range includes multiple air flow rates, the air flow rate in the fuel cell system can be controlled to be different air flow rates included in the preset flow rate range in different cycles, or the air flow rate in the fuel cell system can be controlled to be the same air flow rate included in the preset flow rate range in different cycles.

[0062] In the embodiments of the present application, by controlling and increasing the speed of the circulating pump, the hydrogen flow rate circulating in the battery anode can be increased, thereby blowing out the battery reaction water retained at the battery anode when the vehicle is operating on a slope. This can improve the hydrogen concentration distribution and liquid water distribution within the fuel cell system, facilitating stable chemical reactions in the fuel cell system. This can also help improve the stability of the fuel cell system's output voltage and output power, thereby achieving the goal of improving the operational stability of the fuel cell system and increasing battery life.

[0063] At the same time, the embodiments of the present application increase the air flow rate in the fuel cell system by controlling the amount of air entering the cathode per unit time, thereby blowing out the battery reaction water retained at the battery cathode when the vehicle is operating on a slope. This can prevent excessive battery reaction water from being retained at the cathode in the fuel cell system, which is conducive to a more stable chemical reaction in the fuel cell system; thereby further improving the stability of the fuel cell system's output voltage and further improving the stability of the fuel cell system's output power, thereby further improving the operational stability of the fuel cell system.

[0064] In one embodiment of the present application, another vehicle control method is provided, which can be applied to Figure 1 The fuel cell system shown in FIG. Figure 1 The fuel cell system shown in the figure can also be applied to any unit or system that can control the fuel cell system, such as the vehicle terminal, vehicle control unit (VCU) or motor control unit (MCU) in the vehicle. In the embodiment of the present application, the method is described by taking the vehicle terminal as an example. Figure 4 FIG. 1 shows a flow chart of another vehicle control method. The vehicle control method is Figure 2 The method shown in FIG. 4 is expanded upon. S401 to S405 are described in detail as follows:

[0065] S401: If it is detected that the vehicle is in a slope running state, the rotation speed of the circulation pump in the fuel cell system of the vehicle is controlled to be a specified rotation speed to discharge the battery reaction water retained in the battery anode of the fuel cell system.

[0066] In the embodiment of the present application, the specific implementation of step S401 can refer to the specific implementation of step S301 in the above embodiment, which will not be repeated here.

[0067] S402 : Control the air flow rate in the fuel cell system to a specified flow rate to discharge the battery reaction water retained in the battery cathode of the fuel cell system.

[0068] In the embodiment of the present application, the air flow rate in the fuel cell system may be periodically controlled to be a specified flow rate.

[0069] In one embodiment, the specific process of periodically controlling the air flow rate in the fuel cell system to a specified flow rate may include: if it is detected that the air flow rate in the fuel cell system is updated to a specified flow rate, then starting timing from the moment the air flow rate in the fuel cell system is updated to the specified flow rate to obtain a first timing duration; if it is detected that the first timing duration reaches a first preset duration, then controlling the air flow rate in the fuel cell system to be updated to a reference flow rate; starting timing from the moment the air flow rate in the fuel cell system is updated to the reference flow rate to obtain a second timing duration; if it is detected that the second timing duration reaches a second preset duration, then controlling the air flow rate in the fuel cell system to be the specified flow rate.

[0070] The reference flow rate is based on the air flow rate in the fuel cell system when the vehicle is traveling on level ground. The first preset duration and the second preset duration can be the same or different. The first preset duration and the second preset duration can be set manually or by a control unit or system such as an onboard terminal, vehicle control unit, or motor control unit in the vehicle, without limitation.

[0071] In a specific implementation, the first preset time can be set to 54 seconds, the second preset time can be set to 6 seconds, and the specified flow rate can be set to 1.3 times the reference flow rate. Figure 5 , showing a schematic diagram of periodically controlling air flow rate. Figure 5 The horizontal axis is time, and its unit is seconds; the vertical axis is the multiple of the reference flow rate. Figure 5 As shown, every 54 seconds, the air flow rate in the fuel cell system increases by 30% relative to the reference flow rate, that is, increases from the reference flow rate to the specified flow rate. After the air flow rate in the fuel cell system maintains the specified flow rate for 6 seconds, it is updated to the specified flow rate again.

[0072] In one embodiment, as mentioned in step S301, whether the vehicle is operating on a slope can be detected by determining whether the slope acquired in real time is greater than or equal to a preset slope and whether the system power of the fuel cell system is less than or equal to a preset power. Therefore, if the slope acquired in real time is less than the preset slope, or the system power of the fuel cell system is greater than the preset power, it can be determined that the vehicle is not operating on a slope, but is operating on flat ground.

[0073] Optionally, since step S301 also mentions that the condition for detecting whether the vehicle is in a slope operation state may also include: whether all slopes acquired within a third preset time period after the instant when the real-time slope is acquired are greater than or equal to a preset slope. Therefore, if the real-time slope is less than the preset slope, if the real-time slope is greater than or equal to the preset slope but within the third preset time period after the instant when the real-time slope is acquired, there is a slope less than the preset slope among the shorthand acquired slopes, or if the system power of the fuel cell system is greater than a preset power, it can be determined that the vehicle is not in a slope operation state but is in a level ground operation state.

[0074] Furthermore, when the vehicle is in a level ground operating state, battery reaction water will not be retained in the battery cathode and battery anode of the fuel cell system; therefore, in order to further save the energy generated by the fuel cell system and improve the driving efficiency of the vehicle, the speed of the circulation pump can be controlled to be updated from a specified speed to the speed of the circulation pump in the fuel cell system when the vehicle is in a level ground operating state; and the air flow rate in the fuel cell system can be controlled to be updated from a specified flow rate to the air flow rate in the fuel cell system when the vehicle is in a level ground operating state.

[0075] The air flow rate in the fuel cell system and the rotation speed of the circulation pump when the vehicle is running on level ground may be set based on the driving test conditions of the vehicle when the vehicle is running on level ground.

[0076] S403 , in response to the fuel cell system operation stop instruction, controlling the rotation speed of the circulation pump in the fuel cell system to be the target rotation speed, so as to discharge the battery reaction water retained at the battery anode before the fuel cell system stops operating.

[0077] In an embodiment of the present application, the operation stop instruction is used to instruct the fuel cell system to stop operating. The target speed is greater than the specified speed. Specifically, if after the fuel cell system stops operating, there is still a large amount of retained battery reaction water in the battery stack and exhaust pipe of the fuel cell system, then the retained battery reaction water may condense in the battery stack and exhaust pipe due to the low temperature in the fuel cell system, which may damage the components and affect the next startup of the fuel cell system. Therefore, the target speed needs to be greater than the specified speed so that most of the battery reaction water retained in the battery anode can be discharged before the fuel cell system stops operating, thereby creating favorable conditions for the next startup of the fuel cell system and avoiding damage to the components in the fuel cell system due to condensed water in the battery stack and exhaust pipe.

[0078] Optionally, to quickly expel most of the battery reaction water trapped in the battery anode, the target speed can be much higher than the specified speed. In practical applications, if the specified speed is 1.5 times the speed of the fuel cell system's circulation pump when the vehicle is operating on level ground, the target speed can be one-third of the speed of the circulation pump when the fuel cell system is operating at rated power.

[0079] In one embodiment, since the greater the current of the fuel cell system, the more battery reaction water is generated; and the greater the current, the higher the temperature within the fuel cell system. Therefore, if the current of the fuel cell system is too large before the battery reaction water is purged and discharged, the battery reaction water will be too much, which may result in a large amount of battery reaction water remaining in the fuel cell system after the purging and discharge, or it may take more time to purge and discharge the retained battery reaction water. At the same time, if the current of the fuel cell system is too small before the battery reaction water is purged and discharged, the temperature within the fuel cell system becomes low, which may easily cause the retained battery reaction water to condense, resulting in a longer time required to purge and discharge the retained battery reaction water.

[0080] Then, in order to further improve the discharge efficiency of battery reaction water, before controlling the rotation speed of the circulation pump in the fuel cell system to the target rotation speed, the current of the fuel cell system may be further controlled to be within a preset current range.

[0081] In which, when the fuel cell system operates at the maximum current in the preset current range, the amount of reaction water generated per unit time is less than or equal to the preset water amount, and when the fuel cell system operates at the minimum current in the preset current range, the temperature inside the fuel cell system is greater than or equal to the preset temperature.

[0082] The preset water volume and temperature can be set manually or by a control-capable unit or system such as an onboard terminal, vehicle control unit, or motor control unit, without limitation. Specifically, the preset water volume can be based on the amount of water that can be discharged per unit time when the circulation pump in the fuel cell system reaches a target speed; the preset temperature can be based on the condensation temperature of the battery reaction water.

[0083] Optionally, the process of obtaining the preset current range may include: obtaining the amount of battery reaction water generated per unit time when the fuel cell system operates at different currents; obtaining the temperature inside the fuel cell system when the fuel cell system operates at different currents; and obtaining the preset current range based on the current corresponding to a water amount less than or equal to a preset water amount and a corresponding temperature greater than or equal to a preset temperature.

[0084] In one embodiment, the greater the air pressure within the fuel cell system, the greater the molecular density, which results in a faster battery reaction rate and more battery reaction water generated; and the lower the air pressure, the lower the molecular density, which results in a faster evaporation rate of the battery reaction water within the fuel cell system. Therefore, if the air pressure within the fuel cell system is too high before the battery reaction water is purged and discharged, it will be detrimental to the evaporation of the battery reaction water, easily affecting the speed of purging and discharging the battery reaction water, resulting in more time required to purge and discharge the retained battery reaction water. If the air pressure within the fuel cell system is too low before the battery reaction water is purged and discharged, it will be detrimental to the battery reaction within the fuel cell system, thereby affecting the normal operation of the vehicle.

[0085] Then, in order to further improve the discharge efficiency of battery reaction water and ensure the normal operation of the vehicle, the air pressure in the fuel cell system can be further controlled to a pressure within a preset pressure range.

[0086] Among them, when the air pressure in the fuel cell system is the minimum air pressure in the preset pressure range, the battery reaction speed in the fuel cell system is greater than or equal to the preset reaction speed; when the air pressure in the fuel cell system is the maximum air pressure in the preset pressure range, the evaporation rate of battery reaction water in the fuel cell system is greater than or equal to the preset evaporation speed.

[0087] The preset reaction rate and the preset evaporation rate can be set manually or by a control unit or system such as an onboard terminal, a vehicle control unit, or a motor control unit, without limitation. Specifically, the preset evaporation rate can be based on the energy required by the fuel cell system during idle or low-power operation; the preset evaporation rate can be based on the evaporation of the battery reaction water under different air pressures.

[0088] Optionally, the process of obtaining the preset pressure range may include: obtaining the battery reaction rate of the fuel cell system under different air pressures; obtaining the evaporation rate of battery reaction water in the fuel cell system under different air pressures; and obtaining the preset pressure range based on the air pressure corresponding to the battery reaction rate being greater than or equal to the preset reaction rate and the corresponding evaporation rate being greater than or equal to the preset evaporation rate.

[0089] In practical applications, when the current of the fuel cell system is within a preset current range, the recommended air pressure of the fuel cell system is usually within the preset pressure range.

[0090] S404: Control the air flow rate in the fuel cell system to a target flow rate to discharge the battery reaction water retained at the battery cathode before the fuel cell system stops operating.

[0091] In an embodiment of the present application, the target flow rate is greater than the specified flow rate. Specifically, if there is a large amount of retained battery reaction water in the battery stack and exhaust pipe of the fuel cell system after the fuel cell system stops operating, the retained battery reaction water may condense in the battery stack and exhaust pipe due to the low temperature in the fuel cell system, thereby potentially damaging components and affecting the next startup of the fuel cell system. Therefore, the target flow rate needs to be greater than the specified flow rate so that most of the battery reaction water retained in the battery cathode can be discharged before the fuel cell system stops operating, thereby creating favorable conditions for the next startup of the fuel cell system and avoiding damage to components in the fuel cell system due to condensed water in the battery stack and exhaust pipe.

[0092] Optionally, to quickly expel most of the battery reaction water trapped at the battery cathode, the target flow rate can be much higher than the specified flow rate. In practical applications, if the specified flow rate is 1.3 times the air flow rate within the fuel cell system when the vehicle is operating on level ground, the target flow rate can be half the circulating pump speed when the fuel cell system is operating at rated power.

[0093] S405: Stop the fuel cell system.

[0094] In an embodiment of the present application, the specific process of stopping the operation of the fuel cell system may include: closing the oxygen inlet and outlet of the battery cathode in the fuel cell system; if it is detected that the oxygen reaction is completed, controlling the hydrogen bottle to stop outputting hydrogen.

[0095] In one possible implementation, in order to ensure the driver's driving experience, the fuel cell system's shutdown process should not be too long; therefore, the drainage time of the battery anode and the battery cathode should not be too long.

[0096] Therefore, the specific process of stopping the operation of the fuel cell system may include: obtaining a first time difference between the current moment and the moment when the speed of the circulation pump is updated to the target speed, and a second time difference between the current moment and the moment when the air flow rate in the fuel cell system is updated to the target flow rate; if the first time difference is greater than or equal to the first preset difference and the second time difference is greater than or equal to the second preset difference, then stopping the operation of the fuel cell system.

[0097] The first preset difference and the second preset difference may be the same or different. The first preset difference and the second preset difference may be set manually or by a control unit or system such as an onboard terminal, a vehicle control unit, or a motor control unit in the vehicle, without limitation. For example, the first preset difference may be set to 10 seconds and the second preset difference may be set to 8 seconds.

[0098] In a specific implementation, the preset slope can be set to 5%, where a positive slope indicates that the rear end of the vehicle is facing upward, and a negative slope indicates that the rear end of the vehicle is facing downward. The third preset time is set to 3 minutes, and the preset power is set to one-third of the rated power of the fuel cell system. The specified speed is set to 1.3 times the reference speed (that is, the speed of the circulation pump in the fuel cell system when the vehicle is in a flat running state), and the first preset difference and the second preset difference (that is, the purge time) are both 10 seconds. The target speed is set to half the speed of the circulation pump at rated power, and the target flow rate is set to half the air flow rate in the fuel cell system at rated power.

[0099] Please see the attached Figure 6 , shows a schematic diagram of the purge process of a fuel cell system. Figure 6 As shown, after the fuel cell system is running, if the vehicle is traveling on a slope greater than or equal to 5% and lasts for 3 minutes, and the system power is greater than or equal to 1 / 3 of the rated power, it can be determined that the vehicle is in a slope running state; otherwise, the vehicle is in a flat ground running state.

[0100] When the vehicle is operating on an incline, the circulation pump speed can be increased by 30% relative to the reference speed, while the frequency of the hydrogen and water discharge valves remains unchanged. Furthermore, the air flow rate in the fuel cell system can be increased by 30% every 54 seconds for 60 seconds. Furthermore, the air pressure in the fuel cell system can remain unchanged while the vehicle is operating on an incline.

[0101] Unless the fuel cell system receives a shutdown command, the system can maintain control of the fuel cell system in the ramping operation state. If the fuel cell system receives a shutdown command, the system current can be reduced to a target current within a preset current range. Simultaneously, the air pressure within the fuel cell system can be controlled to the recommended air pressure for the fuel cell system at the target current.

[0102] Then, the fuel cell system is purged according to the preset purge strategy. The preset purge strategy may include controlling the speed of the circulation pump to half of the speed of the circulation pump at the rated power, and controlling the air flow rate in the fuel cell system to half of the air flow rate in the fuel cell system at the rated power. Figure 6 As shown, after the purge time is greater than or equal to 10 seconds, the fuel cell system can be stopped, thereby completing the shutdown of the fuel cell system on the ramp.

[0103] In an embodiment of the present application, by controlling the speed of the circulation pump to increase to a specified speed and controlling the air flow rate in the fuel cell system to increase to a specified flow rate when it is detected that the vehicle is in a slope operation state, it is possible to avoid the battery reaction water in the exhaust pipe flowing back to the fuel cell stack and affecting the chemical reaction of the fuel cell stack, and further causing fluctuations in the voltage and output power of the fuel cell system, which helps to improve the output stability of the fuel cell system when operating at low power on a slope.

[0104] At the same time, the embodiment of the present application can discharge the retained battery reaction water as much as possible before the fuel cell system is shut down by controlling the circulation pump to further increase the speed to the target speed and the air flow rate in the fuel cell system to further increase the air flow rate to the target flow rate after detecting the operation stop instruction of the fuel cell system, thereby creating favorable conditions for the next startup of the fuel cell system and avoiding damage to components in the fuel cell system due to water retained in the battery stack and exhaust pipe.

[0105] In addition, the embodiments of the present application develop different control strategies for the fuel cell vehicle's slope operation state and flat ground operation state, thereby making the vehicle more reliable under different operating conditions.

[0106] Here, we introduce the device embodiment of the present application, which can be used to execute the vehicle control method in the above embodiment of the present application. For details not disclosed in the device embodiment of the present application, please refer to the embodiment of the vehicle control method in the above embodiment of the present application.

[0107] The embodiment of the present application provides a vehicle control device, such as Figure 7 As shown, the device includes a rotation speed control unit 701 and a flow rate control unit 702, wherein:

[0108] A speed control unit 701 is configured to control the speed of a circulation pump in the fuel cell system of the vehicle to a specified speed, if it is detected that the vehicle is operating on an incline, to discharge battery reaction water retained at the battery anodes of the fuel cell system; wherein the specified speed is a speed within a preset speed range, and the minimum speed within the preset speed range is the minimum speed required to discharge the battery reaction water retained at the battery anodes when the vehicle is operating on an incline;

[0109] The flow rate control unit 702 is used to control the air flow rate in the fuel cell system to a specified flow rate to discharge the battery reaction water retained in the battery cathode of the fuel cell system; wherein the specified flow rate is the air flow rate included in the preset flow rate range, and the minimum air flow rate in the preset flow rate range is the minimum air flow rate required to discharge the battery reaction water retained in the battery cathode when the vehicle is in a slope operation state.

[0110] In one embodiment of the present application, based on the aforementioned solution, the speed control unit 701 can also be used to: respond to an operation stop instruction for the fuel cell system, control the speed of the circulation pump in the fuel cell system to a target speed, so as to discharge the battery reaction water retained at the battery anode before the fuel cell system stops operating; wherein the target speed is greater than the specified speed. The flow rate control unit 702 can also be used to: control the air flow rate in the fuel cell system to a target flow rate, so as to discharge the battery reaction water retained at the battery cathode before the fuel cell system stops operating; wherein the target flow rate is greater than the specified flow rate. The vehicle control device also includes an operation unit 703, which is used to stop the operation of the fuel cell system.

[0111] In one embodiment of the present application, based on the aforementioned scheme, the vehicle control device also includes a current control unit 704. Before controlling the speed of the circulation pump in the fuel cell system to the target speed, the current control unit 704 can be used to: control the current of the fuel cell system to be a current included in a preset current range; wherein, when the fuel cell system operates at the maximum current in the preset current range, the amount of reaction water generated per unit time is less than or equal to the preset water amount, and when the fuel cell system operates at the minimum current in the preset current range, the temperature inside the fuel cell system is greater than or equal to the preset temperature.

[0112] In one embodiment of the present application, based on the aforementioned scheme, the vehicle control device also includes an air pressure control unit 705. Before controlling the speed of the circulation pump in the fuel cell system to the target speed, the air pressure control unit 705 can be used to: control the air pressure in the fuel cell system to a pressure contained in a preset pressure range; wherein, when the air pressure in the fuel cell system is the minimum air pressure in the preset pressure range, the battery reaction speed in the fuel cell system is greater than or equal to the preset reaction speed, and when the air pressure in the fuel cell system is the maximum air pressure in the preset pressure range, the evaporation rate of battery reaction water in the fuel cell system is greater than or equal to the preset evaporation rate.

[0113] In one embodiment of the present application, based on the aforementioned scheme, when the fuel cell system is stopped, the operation unit 703 can be specifically used to: obtain a first time difference between the current moment and the moment when the speed of the circulation pump is updated to the target speed, and a second time difference between the current moment and the moment when the air flow rate in the fuel cell system is updated to the target flow rate; if the first time difference is greater than or equal to the first preset difference and the second time difference is greater than or equal to the second preset difference, the fuel cell system is stopped.

[0114] In one embodiment of the present application, based on the above-mentioned scheme, when the speed control unit 701 controls the speed of the circulation pump in the fuel cell system of the vehicle to a specified speed, it can be specifically used to: if it is detected that the air flow rate in the fuel cell system is updated to the specified flow rate, then the timing is started from the moment the air flow rate in the fuel cell system is updated to the specified flow rate, and a first timing duration is obtained; if it is detected that the first timing duration reaches a first preset duration, the air flow rate in the fuel cell system is controlled to be updated to a reference flow rate; the reference flow rate is obtained based on the air flow rate in the fuel cell system when the vehicle is traveling on flat ground; the timing is started from the moment the air flow rate in the fuel cell system is updated to the reference flow rate, and a second timing duration is obtained; if it is detected that the second timing duration reaches a second preset duration, the air flow rate in the fuel cell system is controlled to be the specified flow rate.

[0115] In one embodiment of the present application, based on the aforementioned scheme, the vehicle control device also includes an operating condition judgment unit 706, which is used to: obtain the slope of the road surface on which the vehicle is currently operating in real time; if the slope obtained in real time is greater than or equal to the preset slope, and the system power of the fuel cell system is less than or equal to the preset power, it is determined that the vehicle is in a slope operating state.

[0116] In one embodiment of the present application, based on the aforementioned scheme, the operating condition judgment unit 706 can be further used to: if the slope acquired in real time is greater than or equal to the preset slope, the slopes acquired within a third preset time period after the acquisition moment of the slope acquired in real time are greater than or equal to the preset slope, and the system power of the fuel cell system is less than or equal to the preset power, then it is determined that the vehicle is in a slope operating state.

[0117] It should be noted that the apparatus provided in the above embodiment and the method provided in the above embodiment belong to the same concept, wherein the specific manner in which each module and unit performs operations has been described in detail in the method embodiment and will not be repeated here.

[0118] The device provided in the above embodiment can be provided in a terminal device or in a server. The device provided in the embodiment of the present application can increase the flow rate of hydrogen circulating in the battery anode by controlling the speed of the circulation pump, thereby blowing out the battery reaction water retained at the battery anode when the vehicle is running on a slope. At the same time, the embodiment of the present application can increase the air content entering the cathode per unit time by controlling the air flow rate in the fuel cell system, thereby blowing out the battery reaction water retained at the battery cathode when the vehicle is running on a slope. This can avoid excessive battery reaction water being retained in the fuel cell system, which is beneficial for the fuel cell system to perform a more stable chemical reaction; thereby, it is beneficial to improve the stability of the output voltage of the fuel cell system, as well as the stability of the output power of the fuel cell system, thereby achieving the purpose of improving the operational stability of the fuel cell system.

[0119] An embodiment of the present application also provides an electronic device, comprising one or more processors and a storage device, wherein the storage device is used to store one or more computer programs, and when the one or more computer programs are executed by one or more processors, the electronic device implements the above vehicle control method.

[0120] Figure 8 FIG. 1 shows a schematic structural diagram of a hybrid vehicle in one embodiment of the present application. Figure 8 As shown, the hybrid vehicle in the embodiment of the present application includes a vehicle controller 800, which may include one or more of the following components: a processor 801, a memory 802, and one or more application programs. The one or more application programs may be stored in the memory 802 and configured to be executed by the one or more processors 801. The one or more application programs are configured to execute the hybrid vehicle driving method described in the aforementioned method embodiment.

[0121] Processor 801 may include one or more processing cores. Processor 801 utilizes various interfaces and circuits to connect various components of the hybrid vehicle. It executes instructions, programs, code sets, or instruction sets stored in memory 802, as well as accesses data stored in memory 802, to perform various hybrid vehicle functions and process data. Optionally, processor 801 may be implemented using at least one of the following hardware forms: a digital signal processing (DSP), a field-programmable gate array (FPGA), or a programmable logic array (PLA). Processor 801 may integrate one or a combination of a central processing unit (CPU), a graphics processing unit (GPU), and a modem. The CPU primarily processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing display content; and the modem handles wireless communications. It is understood that the modem may not be integrated into processor 801 and may instead be implemented via a separate communications chip.

[0122] Memory 802 may include random access memory (RAM) or read-only memory (ROM). Memory 802 may be used to store instructions, programs, code, code sets, or instruction sets. Memory 802 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function, and instructions for implementing the various method embodiments described above. The data storage area may also store data generated by the hybrid vehicle during use.

[0123] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions and operations of the devices, methods and computer program products according to various embodiments of the present application. Among them, each box in the flowchart or block diagram can represent a module, program segment, or part of the code, and the above-mentioned module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and a computer program.

[0124] The units or modules described in the embodiments of the present application may be implemented in software or hardware, and the units or modules described may also be provided in a processor. The names of these units or modules do not, in certain circumstances, limit the units or modules themselves.

[0125] Another aspect of the present application provides a computer-readable storage medium having a computer program stored thereon. When executed by a processor, the computer program implements the vehicle control method described above. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist independently and not be incorporated into the electronic device.

[0126] Another aspect of the present application provides a computer program product, comprising a computer program stored in a computer-readable storage medium. A processor of an electronic device reads the computer program from the computer-readable storage medium and executes the computer program, causing the electronic device to perform the vehicle control method described above in each of the above embodiments.

[0127] It should be noted that, although several modules or units of the device for action execution are mentioned in the above detailed description, this division is not mandatory. In fact, according to the embodiment of the application, the features and functions of two or more modules or units described above can be concretized in one module or unit. On the contrary, the features and functions of one module or unit described above can be further divided into multiple modules or units to be concretized.

[0128] Other embodiments of the present invention will readily occur to those skilled in the art after considering the specification and practicing the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present invention that follow the general principles of this application and include common knowledge or customary techniques in the art that are not disclosed herein.

[0129] The above content is only a preferred exemplary embodiment of the present application and is not intended to limit the implementation scheme of the present application. Ordinary technicians in this field can easily make corresponding changes or modifications based on the main concept and spirit of the present application. Therefore, the scope of protection of the present application shall be based on the scope of protection required by the claims.

Claims

1. A vehicle control method, characterized in that: include: Obtain the slope of the road the vehicle is currently running on in real time; If the slope acquired in real time is greater than or equal to a preset slope, the slopes acquired within a third preset time period after the acquisition time of the slope acquired in real time are all greater than or equal to the preset slope, and the system power of the fuel cell system of the vehicle is less than or equal to a preset power, then it is determined that the vehicle is in a slope operation state; If it is detected that the vehicle is in a slope operation state, the speed of a circulation pump in the fuel cell system of the vehicle is periodically controlled to a specified speed to discharge battery reaction water retained in the battery anode of the fuel cell system; wherein the specified speed is a speed included in a preset speed range, and the minimum speed in the preset speed range is the minimum speed required to discharge the battery reaction water retained in the battery anode when the vehicle is in the slope operation state; Periodically controlling the air flow rate in the fuel cell system to a specified flow rate to discharge battery reaction water retained in the battery cathode of the fuel cell system; wherein the specified flow rate is an air flow rate within a preset flow rate range, and the minimum air flow rate in the preset flow rate range is the minimum air flow rate required to discharge the battery reaction water retained in the battery cathode when the vehicle is in the slope operation state; In response to an operation stop instruction for the fuel cell system, controlling the current of the fuel cell system to be within a preset current range; In which, when the fuel cell system operates at the maximum current in the preset current range, the amount of reaction water generated per unit time is less than or equal to the preset water amount, and when the fuel cell system operates at the minimum current in the preset current range, the temperature inside the fuel cell system is greater than or equal to the preset temperature.

2. The method according to claim 1, characterized in that After controlling the current of the fuel cell system to be within a preset current range, the method further includes: Controlling the rotation speed of the circulation pump in the fuel cell system to a target rotation speed to discharge the battery reaction water retained at the battery anode before the fuel cell system stops operating; wherein the target rotation speed is greater than the specified rotation speed; Controlling the air flow rate in the fuel cell system to a target flow rate to discharge the cell reaction water retained at the cathode of the cell before the fuel cell system stops operating; wherein the target flow rate is greater than the specified flow rate; The fuel cell system is shut down.

3. The method according to claim 2, characterized in that The method further comprises: controlling the air pressure in the fuel cell system to be within a preset pressure range; Among them, when the air pressure in the fuel cell system is the minimum air pressure in the preset pressure range, the battery reaction speed in the fuel cell system is greater than or equal to the preset reaction speed; when the air pressure in the fuel cell system is the maximum air pressure in the preset pressure range, the evaporation rate of battery reaction water in the fuel cell system is greater than or equal to the preset evaporation speed.

4. The method according to claim 2, characterized in that The stopping of the fuel cell system includes: Obtaining a first time difference between a current moment and a moment when the rotation speed of the circulation pump is updated to the target rotation speed, and a second time difference between the current moment and a moment when the air flow rate in the fuel cell system is updated to the target flow rate; If the first time difference is greater than or equal to a first preset difference and the second time difference is greater than or equal to a second preset difference, the fuel cell system is stopped.

5. The method according to claim 1, wherein The controlling the rotation speed of the circulation pump in the fuel cell system of the vehicle to be a specified rotation speed includes: If it is detected that the air flow rate in the fuel cell system is updated to the specified flow rate, starting timing from the moment when the air flow rate in the fuel cell system is updated to the specified flow rate to obtain a first timing duration; If it is detected that the first timing duration reaches a first preset duration, controlling the air flow rate in the fuel cell system to be updated to a reference flow rate; the reference flow rate is obtained based on the air flow rate in the fuel cell system when the vehicle is traveling on flat ground; Starting timing from the moment when the air flow rate in the fuel cell system is updated to the reference flow rate to obtain a second timing duration; If it is detected that the second timing duration reaches a second preset duration, the air flow rate in the fuel cell system is controlled to be the specified flow rate.

6. A vehicle control device, characterized in that: It includes a working condition judgment unit, a speed control unit, a flow rate control unit and a current control unit, wherein: The operating condition judgment unit is configured to obtain, in real time, the slope of the road surface on which the vehicle is currently operating; if the slope obtained in real time is greater than or equal to a preset slope, the slopes obtained within a third preset time period after the acquisition time of the slope obtained in real time are all greater than or equal to the preset slope, and the system power of the fuel cell system of the vehicle is less than or equal to a preset power, then it is determined that the vehicle is in a slope operating state; The speed control unit is configured to periodically control the speed of a circulation pump in the fuel cell system of the vehicle to a specified speed if it is detected that the vehicle is in a slope operation state, so as to discharge battery reaction water retained at the battery anode of the fuel cell system; wherein the specified speed is a speed within a preset speed range, and the minimum speed in the preset speed range is the minimum speed required to discharge the battery reaction water retained at the battery anode when the vehicle is in the slope operation state; The flow rate control unit is configured to periodically control the air flow rate in the fuel cell system to a specified flow rate to discharge battery reaction water retained at the battery cathode of the fuel cell system; wherein the specified flow rate is an air flow rate within a preset flow rate range, and the minimum air flow rate within the preset flow rate range is the minimum air flow rate required to discharge the battery reaction water retained at the battery cathode when the vehicle is in the slope operation state; The rotation speed control unit is further configured to respond to an instruction to stop the operation of the fuel cell system; The current control unit is used to control the current of the fuel cell system to be a current within a preset current range; wherein, when the fuel cell system operates at the maximum current in the preset current range, the amount of reaction water generated per unit time is less than or equal to the preset water amount, and when the fuel cell system operates at the minimum current in the preset current range, the temperature within the fuel cell system is greater than or equal to the preset temperature.

7. An electronic device, characterized in that: include: one or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, enables the one or more processors to implement the vehicle control method according to any one of claims 1 to 5.

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