A fuel cell vehicle power management method, apparatus, and medium

Abstract

The application provides a fuel cell vehicle power management method, device and medium, relates to the new energy vehicle energy management technical field, and the method comprises the following steps: obtaining vehicle historical operation data based on the cloud, and extracting motor operation power data; filtering the motor operation power data to obtain a motor operation power set; obtaining a fuel cell maximum power threshold value according to the motor operation power set and a fuel cell rated power, and taking the minimum power in the motor operation power set as a fuel cell minimum power threshold value; determining the excitation value of each parameter based on the real-time collected vehicle parameter values, and determining the excitation coefficient of the vehicle; if the vehicle controller requests a first power in a first time period, the excitation coefficient is used to look up a preset power adjustment table to determine a fuel cell power adjustment value; and the current fuel cell power is adjusted according to the fuel cell power adjustment value. The scheme reduces fuel cell consumption and improves the efficiency of the fuel cell.

Description

Technical Field

[0001] This invention relates to the field of energy management technology for new energy vehicles, and in particular to a power management method, device and medium for fuel cell vehicles. Background Technology

[0002] In new energy vehicles, fuel cell vehicles use hydrogen as fuel to generate electricity through a chemical reaction, emitting only water vapor and no exhaust pollutants. The fuel cell provides output power under stable operating conditions. Patent CN118494202A separates the high-frequency and low-frequency components of the power signal using an adaptive moving average filter, and then uses reinforcement learning to redistribute the low-frequency power. This solution mainly focuses on processing the vehicle's power request signal, neglecting the impact of individual driver behavior on the fuel cell's power demand. Its adaptive strategy cannot effectively cope with the differences in driving habits among different drivers, resulting in limited optimization of the power management strategy and failing to achieve optimal fuel economy and fuel cell lifespan. Summary of the Invention

[0003] This invention aims to at least solve the aforementioned technical problems existing in the prior art. To this end, a first aspect of this invention proposes a power management method for a fuel cell vehicle, the method comprising:

[0004] Based on the historical vehicle operation data obtained from the cloud, motor operating power data is extracted from the historical vehicle operation data;

[0005] The motor operating power data is filtered to obtain a set of motor operating power data;

[0006] The maximum power threshold of the fuel cell is obtained based on the set of motor operating power and the rated power of the fuel cell, and the minimum power in the set of motor operating power is used as the minimum power threshold of the fuel cell.

[0007] Based on real-time collected vehicle parameter values, the excitation values ​​of each parameter are determined, and the vehicle excitation coefficient is determined according to the excitation values ​​of each parameter; the parameters include vehicle load, gradient, power battery SOC, vehicle speed, and acceleration.

[0008] If the vehicle controller requests the first power during the first time period, the fuel cell power adjustment value is determined by looking up the preset power adjustment table according to the excitation coefficient.

[0009] Adjust the current fuel cell power according to the fuel cell power adjustment value.

[0010] Optionally, if the vehicle controller requests the first power during the first time period, it includes:

[0011] The vehicle power request is divided into high power, medium power and low power according to its size. The vehicle controller requests high power for at least 1 minute.

[0012] Or the vehicle controller requests intermediate power for at least 3 minutes;

[0013] Or the vehicle controller requests low power for at least 1 minute.

[0014] Optionally, it also includes:

[0015] If it is determined that the current fuel cell power needs to be adjusted, and the current fuel cell power is equal to the fuel cell maximum power threshold, then a second determination is made based on the battery SOC to determine whether to adjust the current fuel cell power.

[0016] If the second judgment result is to adjust, then the current fuel cell power and the maximum power threshold of the fuel cell will both be increased.

[0017] Optionally, the step of determining whether to adjust the current fuel cell power based on the battery SOC includes:

[0018] If the battery SOC is less than 40%, adjust the current fuel cell power and the fuel cell maximum power threshold.

[0019] If the battery SOC is greater than or equal to 40%, no adjustment is required.

[0020] Optionally, it also includes:

[0021] If it is determined that the current fuel cell power needs to be adjusted, and the current fuel cell power is equal to the fuel cell minimum power threshold, then both the current fuel cell power and the fuel cell minimum power threshold are reduced; wherein, the lower limit of the adjustment of the fuel cell minimum power threshold is the fuel cell idle power.

[0022] Optionally, filtering the motor operating power data to obtain a set of motor operating power data includes:

[0023] The median absolute deviation method is used to preprocess the motor operating power data to obtain the median absolute deviation;

[0024] The motor operating power data is filtered based on the median absolute deviation to obtain the set of motor operating power data.

[0025] Optionally, obtaining the maximum power threshold of the fuel cell based on the set of motor operating power and the rated power of the fuel cell includes:

[0026] The second power operating time and the total operating time are determined based on the motor operating power set; the second power operating time is the power duration in the motor operating power set where the power is greater than the second power.

[0027] The power limiting factor is determined based on the second power operating time and the total operating time;

[0028] The maximum power threshold of the fuel cell is determined based on the power limitation factor and the rated power of the fuel cell.

[0029] Optionally, determining the vehicle's excitation coefficient based on the excitation values ​​of each parameter includes:

[0030] The excitation values ​​of each parameter are added together to obtain the vehicle's excitation coefficient.

[0031] A second aspect of the present invention provides an electronic device comprising a processor and a memory, wherein the memory stores at least one instruction or at least one program, the at least one instruction or at least one program being loaded and executed by the processor to implement the fuel cell vehicle power management method as proposed in the first aspect.

[0032] A third aspect of the present invention provides a computer-readable storage medium storing at least one instruction or at least one program, wherein the at least one instruction or at least one program is loaded and executed by a processor to implement the fuel cell vehicle power management method as proposed in the first aspect.

[0033] The beneficial effects of a fuel cell vehicle power management method, device, and medium are as follows: This application dynamically adjusts the current fuel cell power and power threshold by collecting actual driving data from the driver, thereby reducing fuel cell consumption, improving fuel cell efficiency, extending fuel cell lifespan, and enhancing the overall performance and economy of the vehicle. Compared to methods using fixed thresholds and preset curves, this application can better adapt to different drivers' driving habits and various operating conditions, achieving superior power control. This application uses the median absolute deviation method for data preprocessing, effectively removing outliers and abnormal values, improving the reliability of data analysis, avoiding the impact of abnormal data on fuel cell power threshold settings, improving the robustness of the algorithm, and ensuring the stability and reliability of the strategy. This application dynamically adjusts the fuel cell power and fuel cell power threshold according to driver needs and road conditions, flexibly responding to complex and changing driving conditions and differences in driving styles, achieving refined control of fuel cell power, maximizing fuel cell efficiency and extending fuel cell lifespan while ensuring safety. Attached Figure Description

[0034] Figure 1A flowchart illustrating a power management method for a fuel cell vehicle provided in an embodiment of the present invention. Detailed Implementation

[0035] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of embodiments of this disclosure, unless otherwise stated, "a plurality of" means two or more. Furthermore, the use of "based on" or "according to" implies openness and inclusiveness, because processes, steps, calculations, or other actions "based on" or "according to" one or more of the stated conditions or values ​​may in practice be based on additional conditions or beyond the stated values.

[0037] This invention provides a power management method for fuel cell vehicles, such as... Figure 1 As shown, the method may include the following steps:

[0038] Step 101: Obtain historical vehicle operation data from the cloud and extract motor operating power data from the historical vehicle operation data.

[0039] For example, one month's worth of operational data can be extracted from the cloud, and the motor operating power can be extracted from the operational data. In addition to motor operating power data, the operational data also includes timestamps. It should be noted that in this embodiment of the invention, only positive power is counted, and negative power is not considered.

[0040] Step 102: Filter the motor operating power data to obtain a set of motor operating power data.

[0041] In one possible implementation, filtering the motor operating power data to obtain a set of motor operating power data includes:

[0042] The median absolute deviation method is used to preprocess the motor operating power data to obtain the median absolute deviation;

[0043] The motor operating power data is filtered based on the median absolute deviation to obtain the set of motor operating power data.

[0044] The median absolute deviation method can remove outliers and isolated values ​​from operating power data. Specifically, the median of all motor operating power values ​​is calculated, denoted as Med(P), where P represents the set of power values. The median is the middle value after data sorting, thus it is highly robust to outliers and isolated values. The absolute deviation between each power value and the median is calculated, and the median of these deviations is taken to obtain the median absolute deviation (MAD). The expression for the median absolute deviation is:

[0045]

[0046] Where Pi represents the i-th power value in set P.

[0047] To set a reasonable threshold for identifying outliers, MAD is multiplied by a constant k to obtain a new threshold. This new threshold k*MAD is used to determine power values ​​that significantly deviate from the trends of most data centers. In this embodiment of the invention, the constant k is set to 3, which can cover 99.7% of normally distributed data, ensuring the rationality of outlier removal.

[0048] Finally, power values ​​whose median absolute deviation exceeds the new threshold k*MAD are considered outliers and removed from the dataset, resulting in a new set of power values, New_P, which is the set of motor operating power.

[0049] Step 103: Obtain the maximum power threshold of the fuel cell based on the set of motor operating power and the rated power of the fuel cell, and take the minimum power in the set of motor operating power as the minimum power threshold of the fuel cell.

[0050] In one possible implementation, obtaining the maximum power threshold of the fuel cell based on the set of motor operating power and the rated power of the fuel cell includes:

[0051] The second power operating time and the total operating time are determined based on the motor operating power set; the second power operating time is the power duration in the motor operating power set where the power is greater than the second power.

[0052] The power limiting factor is determined based on the second power operating time and the total operating time;

[0053] The maximum power threshold of the fuel cell is determined based on the power limitation factor and the rated power of the fuel cell.

[0054] As the core power source of fuel cell vehicles, the fuel cell directly powers the vehicle's electric motor, providing power – this is the primary destination of the fuel cell's electrical energy. Simultaneously, the energy generated by the fuel cell is also supplied to its auxiliary systems, such as cooling fans, pumps, heaters, and sensors, via DC / DC or DC / AC converters. Furthermore, when the fuel cell's power output exceeds the vehicle's required power, the excess energy flows to the battery pack to charge it; conversely, when the fuel cell's power output falls below the vehicle's required power, the battery pack compensates for the lower output.

[0055] Therefore, based on the operating power distribution range of the motor, the requested fuel cell power of the vehicle is limited. To meet the motor operating power requirement, the sum of the requested fuel cell power and the battery output power should be higher than the motor power. Combining the battery SOC and the actual operating data of the vehicle, the maximum power of the fuel cell is limited, and the power limitation coefficient N is calculated based on the high-power operating time and the total operating time, where 0 < N ≤ 1. The smaller the value of N, the more gentle the driving style, and the lower the maximum power limitation of the fuel cell, and vice versa. In this embodiment of the invention, the high-power operating time is set as the power duration in the motor operating power set where the power is greater than the second power, the second power is 60% of the maximum power value in the motor operating power set, and the total operating time is the sum of the durations of all power data in the motor operating power set. The expression for the power limitation coefficient N is as follows:

[0056]

[0057] in, This is an adjustable parameter, determined based on the battery peak power, motor peak power, and power battery capacity. The second power operating time is the high power operating time, and T is the total operating time.

[0058]

[0059] in, This indicates the maximum power threshold of the fuel cell. This indicates the rated power of the fuel cell.

[0060] The minimum power in the set of motor operating power is used as the minimum power threshold for the fuel cell. .

[0061] When the system starts up, the threshold determined by the above method will be used as the initial threshold for the fuel cell operating power.

[0062] Step 104: Based on the real-time collected vehicle parameter values, determine the excitation value of each parameter, and determine the vehicle excitation coefficient according to the excitation value of each parameter; the parameters include vehicle load, gradient, power battery SOC, vehicle speed, and acceleration.

[0063] In one possible implementation, determining the vehicle's excitation coefficient based on the excitation values ​​of each parameter includes:

[0064] The excitation values ​​of each parameter are added together to obtain the vehicle's excitation coefficient.

[0065] This invention categorizes parameters into three levels based on their magnitude: vehicle load (empty, half-loaded, full-loaded), gradient (downhill, flat, uphill), battery SOC (state of charge) (low, medium, high), vehicle speed (low, medium, high), and acceleration (negative, zero, positive). The specific parameter value range for each level is set by the implementer according to specific circumstances; this invention does not impose any limitations on this.

[0066] The excitation values ​​corresponding to the three levels of each parameter are shown in Table 1 below.

[0067] Table 1

[0068] Incentive value Vehicle load slope Power Battery SOC Speed acceleration -1 / downhill High battery low speed negative acceleration 0 Unloaded flat road Medium power medium speed Zero acceleration (constant speed) 1 Half load, full load uphill Low battery high speed Positive acceleration

[0069] After collecting data on vehicle load, gradient, battery SOC, vehicle speed, and acceleration, the corresponding excitation values ​​can be determined by referring to a table. The sum of these excitation values ​​yields the excitation coefficient. It should be noted that the maximum data transmission cycle among the aforementioned signals can be used as the calculation cycle for the excitation coefficient, calculated once per cycle. Furthermore, the initial value of the excitation coefficient is 0.

[0070] Step 105: If the vehicle controller requests the first power during the first time period, the fuel cell power adjustment value is determined by looking up the preset power adjustment table according to the excitation coefficient.

[0071] In one possible implementation, the step of the vehicle controller requesting the first power during a first time period includes:

[0072] The vehicle power request is divided into high power, medium power and low power according to its size. The vehicle controller requests high power for at least 1 minute.

[0073] Or the vehicle controller requests intermediate power for at least 3 minutes;

[0074] Or the vehicle controller requests low power for at least 1 minute.

[0075] In this embodiment of the invention, the requested power of the vehicle is divided into three levels: high power, medium power, and low power. If the requested power of the vehicle is high power and the duration is greater than or equal to 1 minute, the fuel cell power adjustment value x is determined according to the excitation coefficient in Table 2 below. For example, x can be set to 15.

[0076] Table 2

[0077] Incentive coefficient 0 1 or -1 ≥2 or ≤-2 Fuel cell power adjustment value / kW 0 x 2x

[0078] Specifically, the vehicle requests high power for a duration of 1 minute or more, including the following situations:

[0079] The first approach is to adjust the current fuel cell power upwards based on the excitation coefficient if the current fuel cell power is less than the maximum power threshold of the fuel cell. The upper limit of the adjustment is the maximum power threshold of the fuel cell.

[0080] In one possible implementation, it also includes:

[0081] If it is determined that the current fuel cell power needs to be adjusted, and the current fuel cell power is equal to the fuel cell maximum power threshold, then a second determination is made based on the battery SOC to determine whether to adjust the current fuel cell power.

[0082] If the second judgment result is to adjust, then the current fuel cell power and the maximum power threshold of the fuel cell will both be increased.

[0083] The second approach is to determine whether to adjust the current fuel cell power based on the current fuel cell power threshold, as the current fuel cell power is equal to the maximum power threshold of the fuel cell. Based on Table 2 above, it is initially determined whether to adjust the current fuel cell power. Then, a second determination is made based on the battery SOC to determine whether to adjust the current fuel cell power.

[0084] In one possible implementation, the step of determining whether to adjust the current fuel cell power based on the battery SOC includes:

[0085] If the battery SOC is less than 40%, adjust the current fuel cell power and the fuel cell maximum power threshold.

[0086] If the battery SOC is greater than or equal to 40%, no adjustment is required.

[0087] Specifically, if the battery SOC is greater than or equal to 40%, no adjustment is made until the battery SOC falls below 40%, at which point adjustment is made. This is because when the vehicle is under high power demand for an extended period, the fuel cell power is limited by a threshold, so the power battery compensates for the vehicle's needs. To ensure the power battery's charge and prevent the SOC from becoming too low, thus ensuring the vehicle's operation, the fuel cell power threshold is adjusted promptly when the battery SOC falls below 40%. The adjustment amount for the fuel cell maximum power threshold is y, where the fuel cell power adjustment value x < y. For example, y can be set to 20. It should be noted that the upper limit of the fuel cell maximum power threshold adjustment is the fuel cell peak power.

[0088] If the vehicle requests intermediate power and the duration is greater than or equal to 3 minutes, the current fuel cell power will be adjusted according to the excitation coefficient.

[0089] It should be noted that if the vehicle is under continuous high / low power demand, it can be determined that the output power should be increased / decreased and the response should be timely to meet the vehicle's demand. Therefore, 1 minute is set. If the vehicle's power request is at an intermediate power level, it can be determined that the vehicle's power demand is not high at this time, and the power load change time can be delayed as much as possible. Therefore, 3 minutes is set.

[0090] There will also be instances where the vehicle requests low power for a duration of 1 minute or more, including the following situations:

[0091] The first approach is to adjust the current fuel cell power appropriately based on the excitation coefficient if the current fuel cell power is greater than the minimum power threshold of the fuel cell. The lower limit of the adjustment is the minimum power threshold of the fuel cell.

[0092] In one possible implementation, it also includes:

[0093] If it is determined that the current fuel cell power needs to be adjusted, and the current fuel cell power is equal to the fuel cell minimum power threshold, then both the current fuel cell power and the fuel cell minimum power threshold are reduced; wherein, the lower limit of the adjustment of the fuel cell minimum power threshold is the fuel cell idle power.

[0094] The second approach is that if the current fuel cell power is equal to the fuel cell minimum power threshold, then the adjustment amount for reducing the fuel cell minimum power threshold and the current fuel cell power is y.

[0095] Step 106: Adjust the current fuel cell power according to the fuel cell power adjustment value.

[0096] Specifically, step 105 determines the fuel cell power adjustment value and the fuel cell power threshold adjustment value. The current fuel cell power, the maximum fuel cell power threshold, and the minimum fuel cell power threshold are then updated in real time based on the obtained adjustments.

[0097] Each time the vehicle is powered on and a connection is established between the vehicle and the cloud, the cloud calculates the fuel cell power threshold based on the operating data of the past month and sends it to the vehicle. After receiving the threshold, the vehicle sends positive feedback to the cloud. If no data is received from the cloud, the vehicle does not execute this strategy and executes the inherent power control strategy.

[0098] Meanwhile, when the battery SOC drops below 25%, the vehicle will automatically exit this strategy and switch to its inherent power control strategy to ensure the vehicle's operation.

[0099] Example

[0100] The initial threshold power for fuel cell operation was calculated based on one month of operating data [40kW, 130kW].

[0101] Vehicle Status 1: At this time, the vehicle is fully loaded, on a flat road, with medium battery charge, in the high-speed range, and driving at a constant speed. The fuel cell power is 130kW, and the power battery SOC is 45%. The high power demand of the whole vehicle has lasted for 1 minute.

[0102] According to the table, the excitation coefficient is determined to be 2. The power of the fuel cell should be adjusted to 130kW + 2x. However, the upper limit of the threshold is 130kW and the SOC is > 40%. Therefore, the power and threshold of the fuel cell are not adjusted at this time.

[0103] Vehicle Status 2: The vehicle is fully loaded, on a flat road, with medium battery charge, in the high-speed range, and driving at a constant speed. The fuel cell power is 130kW, and the power battery SOC is 35%. At this time, the vehicle's high power demand has lasted for 1 minute.

[0104] Based on the table, the excitation coefficient is determined to be 2. The power of the fuel cell should be adjusted to 130kW + 2x, the threshold should be adjusted to 130kW + y, and the SOC < 40%. Therefore, the upper limit threshold and the actual power should be adjusted at this time.

[0105] Vehicle Status 3: The vehicle is in an unloaded, downhill, medium battery charge, high speed range, and constant speed driving condition. The fuel cell power is 70kW, and the power battery SOC is 45%. At this time, the vehicle's low power demand has lasted for 1 minute.

[0106] According to the table, the excitation coefficient is determined to be 0, and the power and threshold of the fuel cell are not adjusted.

[0107] Vehicle Status 4: The vehicle is in an unloaded, downhill, high battery, high speed range, and constant speed driving condition. The fuel cell power is 40kW, and the power battery SOC is 45%. At this time, the vehicle's low power demand has lasted for 1 minute.

[0108] According to the table, the excitation coefficient is determined to be -1. The power of the fuel cell should be adjusted to 40kW - x, and the threshold should be adjusted to 40kW - y.

[0109] In summary, this invention, by collecting actual driving data from drivers and dynamically adjusting the current fuel cell power and power threshold, reduces fuel cell consumption, improves fuel cell efficiency, extends fuel cell lifespan, and enhances the overall performance and economy of the vehicle. Compared to methods using fixed thresholds and preset curves, this invention better adapts to different drivers' driving habits and various operating conditions, achieving superior power control. This invention employs the median absolute deviation method for data preprocessing, effectively removing outliers and abnormal values, improving the reliability of data analysis, avoiding the impact of abnormal data on fuel cell power threshold settings, improving the robustness of the algorithm, and ensuring the stability and reliability of the strategy. This invention dynamically adjusts the fuel cell power and fuel cell power threshold according to driver needs and road conditions, flexibly responding to complex and changing driving conditions and differences in driving styles, achieving refined control of fuel cell power, maximizing fuel cell efficiency and extending fuel cell lifespan while ensuring safety.

[0110] In another embodiment of the present invention, an electronic device is also provided, the electronic device including a processor and a memory, the memory storing at least one instruction or at least one program, the at least one instruction or at least one program being loaded and executed by the processor to implement the fuel cell vehicle power management method proposed in the embodiment of the present invention.

[0111] In another embodiment of the present invention, a computer-readable storage medium is also provided, wherein at least one instruction or at least one program is stored in the storage medium, and the at least one instruction or at least one program is loaded and executed by a processor to implement the fuel cell vehicle power management method proposed in the embodiment of the present invention.

[0112] The foregoing primarily describes the solutions provided by the embodiments of the present invention from the perspective of the device. It is understood that, in order to achieve the above functions, the device includes corresponding hardware structures and / or software modules for executing each function. Those skilled in the art should readily recognize that, in conjunction with the algorithmic steps of the various examples described in the embodiments disclosed herein, the present invention can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present invention.

[0113] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions within the technical scope disclosed in the present invention should be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A power management method for a fuel cell vehicle, characterized in that, include: Based on the historical vehicle operation data obtained from the cloud, motor operating power data is extracted from the historical vehicle operation data; The motor operating power data is filtered to obtain a set of motor operating power data; The maximum power threshold of the fuel cell is obtained based on the set of motor operating power and the rated power of the fuel cell, and the minimum power in the set of motor operating power is used as the minimum power threshold of the fuel cell. Based on real-time collected vehicle parameter values, the excitation values ​​of each parameter are determined, and the vehicle excitation coefficient is determined according to the excitation values ​​of each parameter; the parameters include vehicle load, gradient, power battery SOC, vehicle speed, and acceleration. If the vehicle controller requests the first power during the first time period, the fuel cell power adjustment value is determined by looking up the preset power adjustment table according to the excitation coefficient. If the vehicle controller requests the first power within a first time period, it includes: The vehicle power request is divided into high power, medium power and low power according to its size. The vehicle controller requests high power for at least 1 minute. or The vehicle controller requests intermediate power for at least 3 minutes; or The vehicle controller requests low power for at least one minute. Adjust the current fuel cell power according to the fuel cell power adjustment value.

2. The power management method for fuel cell vehicles according to claim 1, characterized in that, Also includes: If it is determined that the current fuel cell power needs to be adjusted, and the current fuel cell power is equal to the fuel cell maximum power threshold, then a second determination is made based on the battery SOC to determine whether to adjust the current fuel cell power. If the second judgment result is to adjust, then the current fuel cell power and the maximum power threshold of the fuel cell will both be increased.

3. The fuel cell vehicle power management method according to claim 2, characterized in that, The step of determining whether to adjust the current fuel cell power based on the battery SOC includes: If the battery SOC is less than 40%, adjust the current fuel cell power and the fuel cell maximum power threshold. If the battery SOC is greater than or equal to 40%, no adjustment is required.

4. The power management method for fuel cell vehicles according to claim 1, characterized in that, Also includes: If it is determined that the current fuel cell power needs to be adjusted, and the current fuel cell power is equal to the fuel cell minimum power threshold, then both the current fuel cell power and the fuel cell minimum power threshold are reduced; wherein, the lower limit of the adjustment of the fuel cell minimum power threshold is the fuel cell idle power.

5. The power management method for fuel cell vehicles according to claim 1, characterized in that, The step of filtering the motor operating power data to obtain a set of motor operating power data includes: The median absolute deviation method is used to preprocess the motor operating power data to obtain the median absolute deviation; The motor operating power data is filtered based on the median absolute deviation to obtain the set of motor operating power data.

6. The power management method for fuel cell vehicles according to claim 1, characterized in that, The step of obtaining the maximum power threshold of the fuel cell based on the set of motor operating power and the rated power of the fuel cell includes: The second power operating time and the total operating time are determined based on the motor operating power set; the second power operating time is the power duration in the motor operating power set where the power is greater than the second power. The power limiting factor is determined based on the second power operating time and the total operating time; The maximum power threshold of the fuel cell is determined based on the power limitation factor and the rated power of the fuel cell.

7. The power management method for fuel cell vehicles according to claim 1, characterized in that, The process of determining the vehicle's excitation coefficient based on the excitation values ​​of each parameter includes: The excitation values ​​of each parameter are added together to obtain the vehicle's excitation coefficient.

8. An electronic device, characterized in that, The electronic device includes a processor and a memory, wherein the memory stores at least one instruction or at least one program, and the at least one instruction or at least one program is loaded and executed by the processor to implement the fuel cell vehicle power management method as described in any one of claims 1-7.

9. A computer-readable storage medium, characterized in that, The storage medium stores at least one instruction or at least one program, which is loaded and executed by a processor to implement the fuel cell vehicle power management method as described in any one of claims 1-7.

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